Chapter t :

T h eG l a s sC o c k p i R
t evolution

I here'sa quiet revolutiongoing on in generalaviation--one which

will savelives and is destinedto changeforeverthe way small planes
are flown. The glasscockpit is taking the industryby storm.
The Garmin InternationalInc. G1000 and Perspectiveare driving
much of that changeinto small planesand into Very Light Jets (VU).
Savvypilots and flight instructors,seekingto stayon the leadingedgeof
their profession,will embracethe change.If you're one of thesepilots,
this book will help you to transitionsmoothlyinto one of the thousands
of glasscockpitsnow being shippedeachyear.
Historicall5 changehas comeextremelyslowly to generalaviation,
particularly when comparedto the consumerelectronicsor even the
automobileindustries.Manyof today'sairframesweredesigned50 years
ago and the biggestchangethat'soccurredsince then was moving the Perspective
tailwheelfrom the back of the plane to the front! The only other major Owners and pilots flying the
visible changeshavebeento the navigationreceiversin the cockpit. Perspectiveglass cockpit, introduced
Yet, changeis nonlinear.The airplanesI fly today are, in almost by Cimrs Design in 2008 for the SR22
now also available for the SR20, may
everyrespect,the sameonesI learnedto fly in over30 yearsago.Other
want to start this book by skimming
than the adventof the nosewheelfifty yearsago,the only other major Chapter 15 to understand the differ-
changeswere the introduction into the cockpit of Loran navigation ences between the Perspective and
receiversin the l980s and GPSreceiversin the 1990s.For thoseof us the G1000. The Perspective'ssoftware
accustomed to seeingrapid changein otherpartsof our lives, changein is nearly identical to the G10(D and
general aviation seemingly moved on a geological timescale-the exceptions are pointed out in that
chapter. While the Perspectivehard-
changewasthere,it wasjust hard to detectduring our shortlife spans! ware is totally new, pilots familiar with
However,in the two-yearperiod beginningin 2003, the generalavi- the G1000 and the Garmin GFC 700
ation industryconvertedfrom shippingno glasscockpitsat all to equip- autopilot will quickly adapt to flying
ping approximately9O7oof all new small airplaneswith glasscockpits! the Perspective glass cockpit, once
In 2003, Cimrs Designled the way by shippingthe Avidyne Entegra they note the new locations for knobs
and autopilot keys. After skimming
glass cockpit in their SR20 and SR22 aircraft. ln 2004, Diamond
Chapter 15, Perspective pilots may
Aircraft Industriesand CessnaAircraft Companybegan shipping the want to retum to Chapter I to read the
Garmin Gf000 in somemodels.By 2005, nearlyeverymajor manufac- entire book.
turer was shippingglasscockpits,and they were reportingthat, when
2 MacTfescott'sG1000GlassCockpitHadbook

offeredas an option, over 904oof their customerswere choosingthe

new glasscockpits!
No one could havepredictedthe rapidity of this change,leastof all
the hundredsof thousandsof pilots aroundthe world who will eventu-
ally usethem.While the manufacturers wereable to makea total shift
to "glass" in two years,training pilots will take longer,since the more
than 200,000airplanesthat existtodaywithoutglasscockpitswill con-
tinue to constitutethe majorityof the fleet for yearsto come.
The adventof the glasscockpit comesat a time whenthere'sbeena
reboundin the industry.In the past,smallchangesin the economyhave
been amplified into huge swingsin the productionof small aircraft.
Hence the sayingoowhen the economygets a cough,generalaviation
gets double pneumonia." While past upswingsin new airplane sales
weredrivenby the economy,the currentrenaissance is driven by inno-
vationssuchas the glasscockpit and safety systems such as parachutes
and airbags.Hopefullythe currentgrowthcyclewill continueand glass
cockpit aircraftbecomewidely available.

GlassCockpitBenefitsvs. Risks
To many pilots, the benefits of glass cockpits are not intuitively
obviousuntil they'veflown in one.Until then, it's easierto focuson the
perceived increase in risk posed by using a system more heavily
ooYou won't find me fly-
dependentupon an aircraft'selectricalsystem.
ing one of thosein the cloudso"was the comment of one flight school
manager.
What they may not realize is that the electrical systemsof glass
cockpitaircrafthavebeenbeefedup, and the glasscockpitsthemselves
have tremendousredundancy.Whereasin the past, electrical system
failures were commonand often went unnoticeduntil the batterywas
completelydrained, the new systemsnotify pilots immediatelyof a
problem.In addition,standbybatteriesare oftenincludedto allow even
moretime to land or reachfair weather.
Single points of failure have also been largely eliminated.Today,
mostcritical componentshavemultiple backups.Losingany one com-
ponentstill leavesmodernglasscockpitpilotswith far moreinstrumen-
tationand datathan they normallywouldhaveafterlosinga component
in traditional aircraft.
The benefitsof flying any glasscockpit systemare substantial.The
biggestbenefit is that the equipmentfrees a properly trained glass
cockpit pilot from mundanetasks, such as keeping the wings level,
while providingthe informationneededfor him or her to make deci-
sionsaboutmoreimportanttasks.Theseincludemonitoringthe current
weatherversusthe forecast,both en route and at the destination,mon-
itoring aircraft performanceand fuel consumptionoand continually
evaluatingalternativesthroughoutthe flight.
Another major benefit is the reduced workload associatedwith
 Chapterl: The GlassCockpitRevolution

maintainingan instrumentscan.While it's not initially obvious,scan-

ning a round gaugepanel requiresthe eye to jump acrossat least two
boundaries-the edgesof adjacentinstruments-before refocusingon
the centerof anotherinstrument.By contrast,glasspanelshaveno arti-
ficial boundariesbetweeninstruments,and it's less tiring for the eye.
According to a University of Iowa study, glass cockpits lead to
increasedsituationalawarenesson three levels. First, they lead to a
betterperceptionof the currentenvironment,sincedatais presentedin
waysthat pilots can morequickly absorb.Next, they increasecompre-
hensionof the cunent situation.Finally, they providea better projec-
tion of the future status of the pilot and aircraft. They also decrease
pilot workload,since data is presentedin a more integratedformaton
larger displays.
Systemreliability is also enhanced.Traditionalmechanicalgyros
havea lifetime of perhaps1000-1500hours.As theygetolder,Heading
Indicators,for example,drift and need frequent adjustmentso they
remain synchronizedwith the compass.In contrast, the modern
Attitude Heading ReferenceSystems(AHRS) last five to ten times
longer and neverneedresetting,since they're automaticallyslavedto
an electroniccompass.
Traditionalgyrosare oftendriven by vacuumpumpswith a lifetime
of as little as 500 hoursand,whenthesepumpsfail, the gyrosfail in an
insidiousfashion.When a pump fails, the gyros,which run at 18,000
rpm, slowlyspin downoverfive minutes.As they slow,they startto tilt
almostimperceptibly.An unsuspectingpilot, who hasreceivedvirtual-
ly no warning of the vacuumpump failure, may follow the tilt of the
gyro and slowly lead the plane into an unusualflight attitude.If this
occurswhile in the clouds,the result can be fatal. Modernglasscock-
pits don't usevacuumpumpsfor any of the primaryflight instruments.
Also, when a failure doesoccur,it's immediatelyobvioussince a large
red X replacesa portionof the instrumentdisplay.
Onevery real dangeris that glasscockpitsdrawpilots' attentioninto
the cockpit and awayfrom scanningoutside for other aircraft and ter-
rain, particularlyduring transitiontraining.The brilliant color displays
demand attention,and even the most conscientiouspilots will find
themselveslookingoutsideless.However,one studyhasshownthat the
traffic displaysfound in most glasscockpits,which graphicallydepict
the locationof other airplanesin the vicinity, actuallyhelp glasscock-
pit pilots visually spot traffic fasterthan pilots in traditionalcockpits.
Also, a large manufacturer'straining department reports that after
Gf000 transitiontraining is completed,pilots are returningto looking
more outsidethe cockpit. If you do want to go "headsdown" to focus
on the systemoyou should adviseyour copilot, so that he or she will
dedicatethemselvesto looking outsidefor traffic.
Another potentialrisk is the increasedmentalworkloaddue to the
inherently more complex software interface of glass cockpits.
Mar Tlescott'sG1000GlassCockpitHandbook

Programmingthe systemscan distracta pilot from the primary task of

flying the aircraft. There is also somerisk of dependencyupon the
automation.To stayproficient,pilots will needto balancethe time they
spendhand flying an aircraft versususing the autopilot,so that their
skills remainsharpin both areas.This risk may be somewhatoverstat-
ed, however.Airline pilots work with high levelsof automation,and lit-
tle is said of any degradationin their basicflying skills.

E n h a n c eSd a f e t y& M o r eT r a i n i n g
The biggestlegacyof glasscockpits is bound to be the enhanced
safety they provide. For example,terrain awarenessdatabasesbuilt
into most glass cockpits, that show whether the rocks are above or
belowyou,shouldsavethousandsoflives in future decades.The useof
the advancedautopilotsfound in theseaircraft will also lighten pilot
workloadsand enhancesafety.
Alreadylives are beingsavedby a simpleadvancement that predat-
ed glasscockpitsby only a few years-the low fuel indicator'Cessna
startedshippingtheir aircraftwith thesewarningindicatorsin the late
J.990s,and they're now integratedinto the GlO0O-equippedaircraft
Cessnaships.Over 5,000 aircrafthave theseindicators,and nonehas
had a fuel exhaustionaccident.In contrast,in 2003, 147 generalavia-
tion aircraftaccidentsin the United States,or nearlyl07o of accidents,
were causedby fuel mismanagement. Other recent safetyinnovations
include carbonmonoxidemonitors,shippedfirst on Columbiaaircraft,
and airbagsshippedfirst on Cessnas.
An Air Safety Foundationpublication on Technically Advanced
Aircraft (TAA)-which includesall aircraftwith glasscockpits-states
that theseaircrafthavethe potentialfor increasedsafety,but to'oobtain
this availablesafety,pilots must receiveadditionaltrainingin the spe-
cific TAA systemsin their aircraft." Also, piloting in the future will
require'oamorementalapproach."
Pilots accustomedto flying the gaugeswill find a paradigmshift as
they transitioninto TAA aircraft.In additionto gettingthe feel for fly-
ing and landing a new aircraft, they'll now need to spendadditional
time learningto "navigate"throughthe softwaremenusand softkeys.
Most pilots will rise to this new challenge,thoughsomewill preferthe
old methodsof navigatingan airplane.

Summary
The glasscockpitsare hereand they'rebringingunprecedented lev-
els of informationoautomationand potentialsafetyinto the small air-
craft cockpit.Now,the challengeis for the pilot communityto get addi-
ooprogramming the
tional trainingand developa new orientationtoward
cockpit" so they can derivethe full benefitsofthese new technologies.
The bottomline is that glasscockpitsare hereto stag and sawy pilots
are alreadyflying thesesafer,easierto manageaircraft, which are even
more fun to fly!
 Chapter2:
GroooBenefits

omeglasscockpitbenefitsare commonto all systemsand werepre-

viously discussed.Others are unique to each avionicsmanufacturer's
design.The field is not static,however.Relativelyfew featuresare pro-
prietary and manufacturerscontinue to play a game of leapfrog with
eachother.While somebenefitsdiscussedhereare uniqueto the G1000
and Perspectivenowoby the time you read this they may have been
incorporatedinto othermanufacturers'glasscockpit products.
Gary Burrell and Min Kao, former employeesof King/Bendix@,
foundedGarminin 1989,and useda contractionof their respectivefirst
namesto namethe company.It's beensaidtheyenvisioneda productlike
the G1000from the time theyfoundedthe company.Since1997,they've
shippedover 50,000GNS430 and GNS 530 CPS units. [f you'reprofi-
cient in usingoneof theseunits,yourtransitionto the Gf 000 will be eas-
ier, sincemanyof the programmingstepsare similar,if not identical.

& C o m m u n i c a ot en a S i n g l eD i s p l a y
A v i a t e ,N a v i g a t e
The singlebiggestbenefit of the Gf000 and Perspective,compared
to competitiveproducts,is that it allowsyou to aviate,navigateand com-
municatefrom a single l0-inch display.In contrast,competitiveprod-
ucts have pilots looking in multiple placesto seedata and reachingin
multiple placesto operatecontrols.
The disadvantageof this should be obvious.Pilots need to check
their primary instrumentsconstantlyto monitorthe attitudeof their air-
craft to verify that it's flying straightand level, climbing with wingslevel
or whateverthe casemay be. Itoseasyto get distractedwhile flying and
failing to monitor airplane instrumentscan be fatal. Two accidents,
which occurredwhile operatingIFR in the clouds,clearly illustratethis
point.
In 2000, an aircraft climbing out of SantaRosa,Calif., on an IFR
departure,was performingwell until the pilot got a call from the con-
troller pointingout that his transponderwasnot operating.Shonlythere-
after, the airplane spun out of the clouds and crashedinto a lake,
6 MacTlescott'sG1000GlassCockpitHozdbook

althoughradar did captureone report from the now operatingtranspon-

der. This accidentwould not have occurredin a Gl0OO-equipped air-
craft. Not only would the pilot have a lO-inch wide horizon showing
him whetherhis wingswerelevel,but the transponderwouldhaveauto-
matically switchedto the ALT modeas soonas the plane took off and
startedflying fasterthan 30 knots.
Anothercrashoccurredin 2003. while an aircraftwason an instru-
ment approachto the Reid-Hillview airport in San Jose,Calif. In this
case,a controllergavethe pilot an incorrecttowerfrequency.The pilot
spentmorethan a minutechangingfrequency,calling the wrongtower,
enteringthe correctfrequencyand calling the correcttower.About that
time, he noticed that he was in a descendingright turn, that he had
turned 90o from his course,and was impactingterrain. In a G1000-
equippedaircraft,the pilot would havebeenlookingin the upper right
hand cornerof the PFD (PrimaryFlight Display)to setfrequencies.He
wouldnot havebeenableto missthe l0-inch wide horizontilting to the
right as he descendedinto terrain.
The lessonis simple.Pilots cannotaffordto be distractedfrom their
primarytask of flying the airplane.With the increasinglycomplexair-
spaceand increasinglycomplexaircraft systems,a pilot can get over-
loadedto the point wherehe cannotkeep up with the demandsof fly-
ing the airplane.Having to look awayfrom the instrumentsand reach
for controlsthat are not adjacentto the instrumentscontributesto these
distractionsand makesit moredifficult to fly safely.
Theseaccidentscould also have been preventedif the pilots were
usingtheir autopilots.All glasscockpitaircraftare equippedwith mod-
ern autopilotsthat work far better than most older ones. FITS (FAA
IndustryTrainingStandards)stronglyemphasizesuse of the autopilot,
particularlywhenpilots are programmingthe system.Useof the autopi-
lot also reducesthe workloadand freespilots to concentrateon higher
Ieveltasks.

I ntegrated,Custom
izableI nformation
From a human factors standpoint,the G1000 is unique in that it
tightly integratesall relevantinformationonto a single display panel
and has all of the relevantcontrolsadjacentto the display.With the
exception of the engine instruments, which are on the MFD
(MultifunctionDisplay)during flight and don't require constantatten-
tion, a GI000 pilot can do everythingfrom the PFD. For example,a
pilot can modify a flight plan, monitorhis positionon a map, monitor
other nearby aircraft, set all radio and navigationreceivers,call up
information on nearest airports and monitor flight and navigation
instruments-all from a singledisplay.This is closeto finding the Holy
Grail of flight instrumentationin a small plane.
You can easily add and subtractinformationfrom the Gf000 PFD as
desired. In a minimalist configuration,the display showsthe primary
 2: G1000
Chapter Benefits

flight instruments, radio frequencies and status information on the

transponderand the next GPS waypoint.From that base configuration,
you can add a map to the PFD and configurewhetherit displaysvarious
combinationsof topographptraffic, lightning, terrain awareness,and
obstructions.The map rangecan be adjustedmanuallyor automatically.
In anotherpart of the display,you can chooseto bring up, modify
and continuouslydisplaythe flight plan. Alternatively,informationon
the nearestairportscan be displayed,or systemstatusalerts can be
reviewed.If the aircraft is so equipped,DME, ADF and RMI bearing
informationcan be addedto the display.
If you're a renter, or an owner who has your aircraft on leaseback,
you will needto check the settingsbeforeyou take off, sincethe prior
pilot may have customizedthe settingsfor his or her preferences.For
example,it could be confusingif you didn't notice that the map is in
the North Up orientation,when you'reusedto flying with Track Up.
TIP
Don't touch the displayswith your fin-
ger! You'll leave oil on the screensand
could scratch them. The scratchescan-
not be repaired, but you can place a pro-
tective film onto the display. The film
can be orderedfrom many companies;be
sure to specify the size precisely.
Clean the display only with a solution
and soft microfiber cloth that's safe for
anti-reflectivecoatings, such as those
sold for cleaningeyeglasses. Neverwipe
or clean with a cloth alone-always use
the solution in conjunction with the
cloth.

M u l t i p l eP a t h sS i m p l i f yR e a c h i nY
g o u rD a t a
The GI000 employsthe sametechniquethat goodsoftwaredevelop-
ers have usedfor sometime. Somesoftwareis intuitively obvious-if
you happento think exactlylike the developer!If you don't, it can be
very frustratingand nearlyimpossibleto figure out.
Other softwareseemsintuitively obviousat first, sincewhenyou try
something,it often seemsto work the way you want it to. The trick,
which may not be obvious,is that the softwaredevelopershavebuilt in
alternateways to perform a function. Not only does the softwareseem
like it's designedfor your preferences,but it's designedfor other peo-
ple's preferences,too!
The G1000 is similar in that it often has multiple ways to perform a
function.If you'refamiliar with programminga GNS430 or GNS 530,
your preferredway to load an instrumentapproachmay be through the
PROCand MENU keys.Youmight not evennoticethat softkeys,locat-
ed along the bottom of the display, will also allow you to load an
approach.The functionsof softkeyschangewith context,and oftenthey
are the fastestway to reachinformationon the G1000.
In somecases,you'reforced to use a particularuser interface.For
example,the Flight ManagementSystem(FMS)knobsare usedheavi-
ly to programthe GI000 system.Often,you can use only the larger or
the smallerof theseconcentricknobsto performa particularfunction.
Use the wrong knob, and you get somethingdifferent from what you
intended.[n othercases,however,softwaredesignersmadeit easierby
allowingyou to use either knob to makea selection.
Sincethis book is intendedto be a comprehensive treatmentof the
G1000,we'vetried to presentall of the differentways-some of which
aren't found in the curtent manuals-you can accessa function.As a
user,however,you only need to rememberone way to perform an oper-
ation. In general,you'll find that using the softkeyson the MFD will
MacTlescott'sG1000GlassCockpitHotdbook

savekeystrokesversususing the MENU and PROC keys.However,if

you want to learn one set of techniquesfor programmingthe GPSthat
works equally well on both the MFD and the PFD, you may want to
focuson learningto use the MENU and PROCkeys.

I n f o r m a t i o n ,N o t f u s t D a t a
We live in a world wherewe're sunoundedby data and somehow
we're expectedto processit to derive the informationwe need. The
GI000 doesan outstandingjob of taking that raw data and turning it
into useful information.
In one of the simplestcases,the airspeeddisplay tape has "Speed
bugs," which point to someof the many importantto rememberair-
speeds.As a flight instructor,I'm constantlyjumping into differentair-
planesand one of the first things I ask a client is what the Vx and Vy
airspeedsarefor their airplane.This tells me two things-whether they
know them,and whetherthey'rewhat I think they are.
The G1000takescare of this issue.As the aircraft acceleratesand
reachesrotationspeed,a referencebug labeledooVr"appearsalongside
the speedtape. Now,pilots don't needto rememberVr-they know to
rotate when they reach the first speedbug. Other bugs for the best
angleof climb Vx, best rate of climb Vp and best glide speedVg are
includedin the Gf000. The manufacturers'specified speedsareloaded
into the system,thoughyou can changethosevaluesor turn off the bugs
all together.
Human factors specialistsdeterminedyears ago that humanscan
graspdata more quickly when it's presentedgraphically.The G1000's
Fuel RangeRing is a grearexampleof this. It's one of my favoritefea-
tures,which is ironic, sinceI originallyscoffedat its usefulness.
The first time I flew back from the Cessnafactoryin Kansaswith a
client in a newT206,we wantedto avoidmakingan extrafuel stop.The
MFD showedour destinationairport betweenthe fuel rangering that
indicated our time to fuel exhaustionand the ring that indicatedour
time to reachingreservefuel (which we had defined as one hour of
fuel).
Uncomfortablewith that, yet still wantingto reachour destination,
we began experimentingwith different power and mixture settings.
Veryquickly,we foundpowersettingsthat movedthe reserverangering
beyondthe destinationairport, and indeed we arrived with nearly 20
gallons remainingin the tanks. With other glass cockpits,we could
have found the samed,atamanually,but with the Fuel RangeRing we
got instant information graphically.

D i s p l a yR e d u n d a n c y
Much is made-sometimes too much-of what will happenunder
variousflying scenarios.For example,somepilots worry out of propor-
tion aboutinfrequentscenarios-suchas enginefailure and midair col-
Iision-versus more frequentoccurrencessuch as night flight (which
 Chapter
2: Gl000Benefits I

has severaltimes the daytimeaccidentrate) and the almostalwaysfatal

inadvertentVFR into IMC accidents.
Likewise,whenpilots think of glasscockpits,they'requick to worry
aboutwhatwill happenif the displayfails, whenit's morelikely that an
alternatorwill fail. Nonetheless,the G1000 is unique in its ability to
continue displayingthe primary flight instrumentseven after a PFD
failure! Its unique reversionarymode recombinesdata from the PFD
and MFD to createa new combinationof informationthat appearson
whicheverdisplayis still functional.
Lose a PFD and you still see the flight instrumentsand enginedis-
play, thoughyou haveto look at the right side display.Losean MFD and
you get the samecombinedinformationon the left side display.In the
unlikely eventyou lose both displays(and you don't wake up from hav-
ing a nightmare),you still haveuse of the three standbyinstruments.
Obviously,the loss of an alternatorand subsequentdrainingof the
battery would lead to the loss of both displays.However,all G1000
implementations includean additionalbatteryand sometimesa second
alternator.This provides much redundancyand virtually eliminates
singlepointsof failure wherelosinga singlecomponentwouldresult in
disaster.

Real-time
Data
Real-timedata is availablein most glasscockpits,so while this is
not a large G1000differentiator,it's still worth describingthe benefits.
Traffic Information Service (TIS) and Traffic Advisory Systems(TAS)
are commonfunctions;both makevisually spottingotheraircraftmuch
easier. Stormscopes@provide real-time lightning data, and XM
Satellite'saviation weathersubscriptionsprovide near real-time dis-
plays of virtually the samegraphicalweatherproductsthat you're able
to get sitting in front of your computeron the ground.
For example,you can call up a satellite picture to see whether
clouds have movedin from the coastobscuringyour homeairportoor
anotherweatherproductshowingthe cloud top heightsso you can esti-
mate the severityof a storm and whetheryou're likely to encounter
freezingrain. Radarpictures,mappedin nearreal-timerelativeto your
current positionin the airocan also be called up so that you can see
wherecells are locatedand plan a route aroundthem.
Note that you shouldn'tuse theseradar picturesto pick your way
throughstormcells. Rather,usethem strategicallyto steerwell around
the weather.Remembertoo that the radar data is a minimum of eight
minutesold, and much can changein that time.
Aviation weather subscriptionscan also provide SIGMETs and
AIRMETs.Thesewarningsof significantweather,are virtually indeci-
pherablewhen given overthe phoneby Flight ServiceStations,unless
you happen to know the location of every VOR they referenceto
describethe boundariesof the affectedarea.Via the Gl000, SIGMETs
10 Machescott'sG1000GlassCockpitHandbook

and AIRMETs are showngraphically on a map, and you can read the
full text of the warnings.Real-timeTemporaryFlight Restriction (TFR)
data is alsoavailable.

5 umm a r y
Each manufacturer's glass cockpit implementation has unique
strengthsand weaknessesand all will improve over time as new revi-
sions are introduced.AII of them can help generalaviation reach new
levels of safety.What'smost importantis that you as a pilot fully under-
stand all of the nuancesof the systemyou fly, so that you alwaysknow
what the systemis doing now and how to make it do what you need to
do next. Ultimately, fully understandingyour systemis goingto reduce
your workload, enhancesafetyand make flying even more enjoyable.
 Chapter3:
G 1 0 0 0S y s t e mO v e r v i e w

he G1000 and Perspective are a flexible system of interchangeable

hardwaremodulesand softwaretailoredto the needsof individual air-
craft manufacturers.Piston-powered aircraft have the two-displayver-
sion, while high-endaircraft like the CessnaMustangjet use a three-
displayversion.While it's not necessaryto understandthe systemarchi-
tectureto operatethe G1000-and you can skip aheadto Chapter4 if
you wish-knowing the architecturecan be helpful in understanding the
ramifications of the failure of one or more system components.
In addition to the displays, there are a number of
hardware 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 generatesa downward force, balanc-
ing the aircraft around its center of gravity, but also
requiring the wing to generateadditional 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. GEA71
Engine/
All hardware modules are line replaceable units Airframe
(LRU) for quick service. A technician pulls out the
faulty unit and replaces it with a known good unit Figure3-1 TheG1000is a modular
from inventory. The faulty unit is repaired, goes back system.
into inventory and eventually into another aircraft. Your module that
started life in a Mooney may end up in a Mustangjet! You may also save
time by not having to take your airplane to a separateavionics shop, as
some aircraft service centers will be authorized to swap G1000 LRUs'
Finally, one-stopshopping when you take your plane in for maintenance!
12 G1000GlassCockpitHadbook
MacTfescott's

While much of the hardwaremay be the same,whetheryou're flying

jets or propeller-drivenaircraft, the softwareis different-though sim-
ilar-for each model. Thus when you jump from one G1000 aircraft
into another,the instrumentswill appearthe same,but the implemen-
tation of somefeaturesmay vary or may not exist at all if a manufac-
turer chosenot to implementthem.
When you buy a new plane,not only will you receivea copy of the
Pilot OperatingHandbook(POH),but you'll also receivea CD with a
copy of the softwareloadedonto your system.In somecases'mainte-
nance personnelmay need this disk to reload the softwareonto your
systemafter it's been serviced.You'll want to keep the CD in a safe
placeopanicularly if it's a rental aircraftusedby manypeople.In addi-
tion, when the G1000 is first turnedon, you shouldverify that the air-
craft'ssoftwareversionis conect-in casesoftwarefor anotherairplane
modelwas inadvertentlyloadedafteryour systemwas serviced.

G 1 0 0 0D i s p l a y s t
The mostprominentpart of the G1000 systemis the full-color dis-
playsthat pilots useto interactwith the system.Aircraft with non-inte-
gratedautopilotsuse two GDU 1040s,which are 10.4-inch diagonal
displays that are physically identical (figure 3-2). That keeps costs
down,sinceservicecenterswill only needto stocka singlepart which
can be used to replace either display. The display on the left (pilot's
side) is configuredthrough softwareas a PFD, while the display on the
right is configuredas a MFD.
Aircraft using the integratedGFC 700 autopilot use a different MFD
display with additional keys that control the autopilot. The Columbia
400i (nowcalled the CessnaCorvalisTI) usesthe GDU 1042 and the
can now
Figure3-2 Manufacturers
BeechcraftG36 usesthe GDU 1043, which includesan extra key for
choosefrom10, 12, and1S-inchdis-
pfayS. O Carmtn Ltct.ot lE alfltlat€E
the yaw damper.Cessnaaircraft with the GFC 700 autopilot use a pair
of GDU l044Bs with autopilotkeys on both the MFD and the PFD.
Somehigh-endaircraft,such as the CessnaMustang,use a three-dis-
play versionof the G1000. In theseinstallations,the outer two displays
areidentical 10.4-inchdisplays,bothconfiguredasPFDs,sothe pilot and
copilot haveidenticalviewsof the primaryflight instmments.A third 15-
inch display,locatedin the center of the instrumentpanel, servesas a
MFD. Garminalsosells al2-inch versionof the display,giving manufac-
turersyet anotheroptionfor tailoringthe G1000to their aircraft.
The GDU lMAlIM2ll0,l3lI044B displays use thin-film transistor
(IFI) technology,whichprovidesawiderviewinganglethanolderflatpanel
displays,and is easilyreadablein mostsunlightconditions.Physically,each
l0-inch displayis 7.7 by ll.8 inchesand 3.5 inchesdeep.Elecrically, it's
an XGA type displaywith 1024x768pixels of resolutionand capableof dis-
playrng 262,144colors.The color capability is fully usedwhen displaying
topographicalmaps, which appearequal in quality to a printed map. A

t The Persoectivedisolaprseliminate the redundant knobs on the G1000 displays. See

figures l5-2 and 15:12.
 Chapter
3: G1000System
Overview 13

built-in graphicsacceleratorrefreshesthe display 30 times a second,ren-

dering excellent,flicker-free graphics.
Cockpit lighting in many generalaviation(G.A.) aircraft has been
atrociouso and herethe GI000 shines-literally. Backlightinghasbeen
addedto the displays,and pilots can controlthe intensityof eachdis-
play individuallyaswell as adjustlighting of the engravedlabelson the
display bezel.
Each display has two slotsfor SD+ypememorycards.The lower slot
is occupiedby a memorycard which containsthe tenain and obstruc-
tion databases.Pull that card and the data'sgone.The other slots are
used to updatethe internal GPSdatabasesand, by somemanufactur-
ers, to provideelectronicchecklistcapability.

G I A6 3 l n t e g r a t e d
A v i o n i c sU n i t s
If the G1000displaysare the beautyof the systemo then the two GIA
63, or GIA 63W for WAAS-capablesystems,integratedavionicsunits
are closeto beingthe dual brainsof the system(figure3-3). Eachof the
units, designatedGIAI and GIA2, containsa completeGPSreceiver,
VHF COM radio,and VHF NAV receiver.Thesefunctionsare relative- !lfttlf
ly independentof eachotherso if, for example,the COM radiofails, the
GPS and NAV receiversin that LRU might continue to operate.In
addition,if an entire GIA 63 fails, the secondGIA 63 will still provide
GPS, COM and NAV receiverfunctionsfor the aircraft, though some
autopilotfunctionalitywill be lost.
The first GPS,eitherGPSI or GPS2,to acquirea signalbecomesthe
activeGPS.The other one becomesa hot sparewhich can take over at
any time. If the active GPSsubsequentlyfails, the hot sparebecomes
activeand there is no lossof functionality.
The COM portion of the unit has 16 watts of transmitpowerand is
designedfor 8.33 kHz radio channelspacing,now in use in someparts Figure3-3 TheGIA63 is similarin
of the world. You can easily reconfigurethe systemfrom 25 kHz spac- functionality
to the GarminGNS530,
@ Garmln LU. or lts atf,llates
ing to 8.33 kHz spacingby makinga changeon the SystemSetuppage
in the AUX pagegroup.
The GIA 63s communicatewith both displays via a High-Speed
Data Bus (HSDB) Ethernet connection.When the GPS databaseis
updatedby the user thoughslots in the displays,a copy of the data is
storedin both GIA 63s, so it is still availableif oneunit fails. Updating
the G1000is quick and easysinceyou only haveto updatethe two dis-
plays,taking 20 to 30 secondseach.
To updatethe database,downloaddatafrom the lntemet via a subscrip-
tion serviceonto a SD card. Insert the card into the PFD'sslot and tum on
the masterswitch.The systemwill ask if you want to updatethe database.
Pressthe ENT key for yes or the CLR key for no. After the updateis com-
plete, movethe SD card to the MFD's slototum on the MasterSwitch(and,
for somemanufacturers,an Avionics switch)and repeatthe process.
74 G1000GlassCockpitHandbook
MacTTescott's

GMA1347AudioPanel
The GMA 1347 providesall of the featuresof modernaudiopanels.
lt allows you to select the radios on which you're transmittingand
receiving,and lets you listen to any of the navigationradiosto identify
a station.It also integratesan intercomsystem,markerbeaconreceiv-
er and a digital clearancerecorder.
The audiopanelis mountedin mostaircraftbetweenthe PFD and MFD,
and it communicates with the GIA 63s usingan RS-232connection.At the
bottom,it includesa DisplayBackupbutton,which can be pushedin an
emergencyif oneof the displayswereto fail. Whenpushed,it displaysthe
primaryinstrumentson whicheverdisplayremains.

GDC74A Air DataComputer

Figure3-4 TheGDC74Aprocesses
air datafromthe pitot-static
system.
@ Garmin Ltd. or its afftliates
The GDC 74A Air DataComputer(figure3-4)processes information
from the pitot-staticlines,which bring in dataaboutthe air outsidethe
plane.For example,it providesinformationon pressure,altitude,indi-
catedairspeed,verticalspeed,outsidewind directionand strength,and
total air temperature.
Vertical speedinformationhas the samelag (approximately6 sec-
onds)that you find in a traditionalVSI, so don't chasetheseindications
excessively. Totalair temperature,which includesthe heatingeffectsof
the airplane moving through the air, is used to calculateoutside air
temperature(OAT).The GDC 74A alsoprovidesaltitudeinformationto
the transponder.

G R S7 7 A t t i t u d eH e a d i n ga n d R e f e r e n cSey s t e m
The GRS77 Attitude Headingand ReferenceSystem(figure3-5) or
AHRS is one of the key componentsthat helped bring glasscockpit
technologyinto the price rangeof generalaviationaircraft.This AHRS
was developedinitially by Sequoialnstruments,which Garmin pur-
Figure3-5 TheAHRSis a solid-state chasedin 2001. It wasthe one of the first low-cost,solid-statereplace-
replacement gyros.
for mechanical mentsfor mechanicalgyros.
@GarminLtd, or its affrliates Historically,g)'roswerefirst replacedin militaryaircraftusingexpensive
laser-ringgyrosthat cost$75,000and up. The GRS77 includesthreerate
sensors,threeaccelerometers, and two 2-axistilt sensorsfor positiondata.
It's unique in that it also usesGPSand magnetometerdata to provide an
accuratereferenceat a relativelylow cost.If eitherof thoseexternalsources
is unavailableor sendinginvalid data,then datafrom the air datacomput-
er is alsoused.
It's alsofastto initialize.On the groundduring start-up,all instruments
are usually availablewithin 45 seconds.In addition,the GRS 77 AHRS
can be reinitializedin flight, shouldpowerbe intemrpted.Reinitialization
.*--- can occurevenwhile the airplaneis in a bank of up to 20o,and somefac-
tory pilots haveseenit reinitializein up to a 45obank.In contrast,the ref-
erencesystemsin someotherglasscockpits,includingjet aircraft,require
Figure3-6 The Magnetometer
senses
an airplane's heading. @GarminLtd.or its that the systemremainmotionlessfor severalminutesduring initialization
aftiliates and the systemscannotbe reinitializedin flight.
 3: G1000System
Chapter Overview 15

G M U4 4 - 3 a x i s m a g n e t o m e t e r
Future pilots may never have to adjust a Directional Gyro or
HeadingIndicator to the correctcompasssettingagain-and again if
the gyro is wearingout-because of the GMU 44 3-axismagnetometer
(figure3-6). Generallylocatedin the wing, this devicedoesthe work of
a compass,but with a digital outputof the correctheading.
Traditionalone-axisflux valvesweren'taccurateduring climb out,
particularlyduring turns. Magnetometers in older generalaviationair-
craft often didn't work well since they couldn't be located far enough
awayfrom the avionicsin the front panel. This problem is solvedby
locatingmanyof the G1000 avionicsin the tail cone.
Figure3-7 TheGEA71 monitors
Many older magnetometer installationshad a Free/Slaveswitch on
engineparameters
andall G1000
the instrumentpanel, which was occasionallyneededto sync up the systemcomponents.@GarmlnLtd.orfts
reading from the magnetometerwith a compass.There is no such affiliates
switch in a G1000cockpit-it's all automatic.
Mechanicsstill needto exercisecautionwhen workingon the mag-
netometer.Theymustusea compositescrewdriveror demagnetize their
screwdriver.Otherwise,they may damage this sensitiveinstrument.

G E A7 7 E n g i n e / A i r f r a mUen i t
The GEA 7l Engine/AirframeUnit (figure 3-7) monitorsengine
parameters,avionics,and all systemcomponents.The layout of the
engineinformationon the GI000 displayvariesamongaircraftmodels,
and representsone of the biggestdifferencesbetweensystems.Unlike
other glass cockpit systemswhich have a single page for all engine
data,most GI000 implementations displaythe mostimportantdataon
Figure3-8 TheGarminDataLinkis
one page, and other engine-relateddata on two other pages.While requiredto receiveweatherdatavia
someenginedatais not continuouslyavailablefor view,the systempro- XM Satellite. @ GarminLtd.or iE affiliates
vides alertsif needed.

G D t6 9 AG a r m i nD a t aL i n k
The GDL 694 Garmin Data Link is optional (figure 3-8). When
installed, it providesradio and aviationweatherdata through a sub-
scriptionservicefrom XM SatelliteRadio.For example,cumenttextu-
al METARs (latest weather observation) and Terminal Aerodrome
Forecasts(TAFs)can be displayedfor any airport. Graphicalweather
products,suchas radarand satelliteimagery can be displayedrelative
to the aircraft'sposition.SeeChapterB for moredetailson this system.
A lessexpensiveGDL 69 is availablewhich hasweathercapabilitybut
no satelliteradio capability.

A l p h a n u m e r iKce y p a d
The Gl000-equipped Columbia 350i and 400i ship with an
alphanumerickeypad (figure 3-9) as does the cessna Mustang.GA
pilots can only hope that keypadsbecomeavailable in all G1000-
Figure 3-9 The alphanumerickeypad
equippedaircraft, as this will saveconsiderableknob twisting when in the Columbia350i and 400i. @Garmin
enteringidentifiersinto a flight plan. Ltd,or its affitiates
16 Mac Ilescott's G1000GlassCockpitHandbook

GWX6E Radar
The GWX 68 is an airborne
radarunit, currentlyavailableonly
in the BeechcraftG58 Baron and
CessnaCitation Mustang,though
you'll probablyfind it availablein
the future in other GI000-
equippedVeryLight Jets(figure3-
10). It providesa real-timeview of
precipitation in the vicinity of the
aircraftand is availablewith eithera
l0-inch or l2-inch phased array
antenna.It featuresa weatheravoid-
ancerangeof as much as 305 nm.
Its featuresinclude:
o SelectableRanges:from 2.5
to 320 nm
o VerticalScanAngle: up to 60
degrees
. Altitude: 50,000ft (unpres-
Figure3-10TheWeatherpagefroma
surized)
radar equipped Baron. @ GarminLtd.or its
o Horizontaland vertical scan
affiliates
modes
o Weatherand groundmapping
modes

G D L9 0 A D S - BD a t aL i n kT r a n s c e i v e r
The optionalAutomaticDependentSurveillance-Broadcast (ADS-B)
data link transceiverbroadcastsaircraft position, airspeed,projected
track, altitude and identificationto other similarly equippedaircraft and
to a growingnetwork of ground stations.It includes Flight Information
Service-Broadcast (FIS-B),which displaystraffic,weatherand otherinfor-
mationbroadcastfrom groundstations.The FAA has awardeda contract
to build a networkof ADS-B groundstationsin the U.S.and hasproposed
requiringall aircraftto be equippedwith ADS-B by the year2020.

Autopilot
Whenthe G1000wasfirst introduced,it did not haveits ownautopi-
lot, so it was interfacedwith other manufacturers'equipment.For
example,both Cessnaand Diamondpropeller-drivenaircraft incorpo-
rated the Honeywell(formerlyBendix/King)KAP 140 autopilot,while
Mooneyand Tiger usedS-Tecautopilots.
Subsequently,Garmin developedits own autopilot,the GFC 700,
usedin BeechcraftBonanzasand Barons,the Columbia350i and 400i,
and most recently in Diamondsand Cessnasincluding the Cessna
Mustangjet. To allow more precisecontrol of speedand torque and
increasereliability, Garmin choseto distributethe electroniccontrols
 Chapter
3: G1000System
Overview t7

amongthe servosthat movethe control surfaces,rather than consoli-

date them centrally.
Competitiveglass cockpit manufacturerspoint out that G1000-
equipped aircraft without the GFC 700 autopilot are not fully integrat-
ed. While that'strue, the mostvisible disadvantage of a nonintegrated
autopilot-and it's minor-is that pilots must set their altitude refer-
ence twice, once on the G1000 and againon the autopilot,insteadof
oncewith an integratedautopilot.This is a minor inconveniencecom-
paredto the many advantages of the G1000.
Most G1000 nonintegratedautopilotinstallationsinclude GPSroll
steering,though a few early modelsdid not. GPS roll steeringtakes
your current location and groundspeed,comparesit with the flight
plan, and calculatesaccurateinterceptanglesand initiation of turns.
GIA2 providesthis informationto the autopilot,which enablesit to roll
the plane preciselyout on course?withoutthe under or overshootcom-
mon with systemsconnecteddirectly to a CDI or HSI needle.A system
without roll steeringwill still track a GPS signal,but will not handle
interceptsand turns as well.
Nonintegratedautopilotsystemsship with onemechanicalgyro-an
electric turn coordinator-thoughit's not visible to the pilot. It's need-
ed to provideroll rate informationto the autopilot.Shouldthe AHRS
fail, it allows nonintegratedautopilotsto continueto operatein some
modes.

Standby
Instruments
Each manufacturerchooseswhat backupor standbyinstrumentsto
include with their aircraft.Typicallythereare three-an airspeedindi-
cator,mechanicalattitude indicator and an altimeter.Somemanufac-
turers, Iike Cessnaand Tiger, chooseto include a vacuum pump to
drive the standbyattitudeindicatorto provideanotherlevel of redun-
dancy,while others,such as Diamond,use an electric standbyattitude
indicator.

G e n e r aGl 1 0 0 0L i m i t a t i o n s
As a pilot, you shouldcarefullyreadthe limitationsfor your aircraft.
In particular, you should pay attention to the limitations for your
autopilotand the preflighttest of the autopilotthat may be requiredby
your aircraft'smanufacturer.
TherearealsoGl000limitations that vary by manufacturer. Youcan
find these in your FAA Aircraft Flight Manual or Flight Manual
Supplement.A few examplesof limitationsthat you might find include:
. Operationis prohibitednorth of 70o N or southof 70o S lati-
tudes.In addition,operationsare not authorizedin the following
two regions:1) north of 65o N between75'W and l20oW longi-
tude (northernCanada)and 2) southof 55oSbetweenI20oE and
165'E longitude(regionsouthof Australiaand New Zealand).
o Navigationmust not be predicatedupon the use of the Tenain or
Obstacledata displayedby the C1000.
18 MacTlescott'sG1000GlassCockpitHadbook

o Use of the Traffic Map to maneuverthe airplane to avoid traffic

is prohibited.
. Use of the WeatherMap pagefor hazardousweather(thunder-
storm)penetrationis prohibited.
Most aircraft will have more GI000 limitations than those listed
above.FITS training typically includes a review of all limitations and
you're stronglyencourageto read all of the limitations for your aircraft.

Summary
As you can see,the G1000'smodular architecturegivesit a flexibil-
ity not usuallyfound in generalaviationavionics.It makesit easierto
add new features through softwarerevisions and the addition of new
LRUs or externaldevicesconnectedto the Ethernetbus. The use of
LRUs makestroubleshootingand servicingsimpler.As a result, we can
expectthe G1000 to evolveand add new capabilitiesfor yearsto come.
Now let's learn how to use the main interface of this exciting system,
the Primary Flight Display.
 Chapter4:
PFDOverview

he most visible difference in any glass cockpit aircraft is the

Primary Flight Display (PFD) directly in front of the pilot. Many older
aircraftalreadyhaveMultifunctiondisplays(MFD),or a movingmap on
the GPS receiver,but these planes still use the traditional six round
gaugesor primary flight instruments,variationsof which have been in
the airplanevirtually since it was inventedover I00 yearsago.PFDs,
however,displayflight informationin new waysthat allow you to quick-
ly synthesizea mental picture of the plane'scurrent situationand its
trend for the near future. Initially, it can be confusingbut, when fully
understood,the PFD simplifiespilot workloads.
In the old paradigm,the primary instrumentsservedtwo functions:
they directly measuredsomeparameterand they displayedthis data.[n
contrast, PFDs display only data; the actual measurementoccurs
throughsensorslocatedelsewherein the plane.
The mostprominentfeatureof the PFD is the horizontalline, which
separatesthe blue, upper half of the screenrepresentingthe sky from
the brown,lowerhalf of the screenrepresentingthe ground.In tradition- P e r sp e c t i v e
al aircraft,this line is lessthan two-incheswide and is foundin the atti- Most of the PFD featuresare the same
tude indicator.Instrumentpilots constantlywork to match a miniature for the GI000 and Perspective.The
CRS, HDG and AUI knobs, found on
airplane with the line to keep an airplane in the clouds flying level.
the PFD in Gl00O systems,are found
Since the traditionaldisplay is so small and there are so many instru- on the Perspective'scenter console.
mentsto monitor,it's easyto get distractedand not noticeif the airplane The Perspectivedisplays Vo Power in
transitionsfrom straight-and-level flight into an unusualattitude. the upper left insteadof the NAV radio
In the G1000and Perspective,however,you will find that is virtual- frequencies. The Perepective'sback-
ly impossible.The horizontalline is so prominentand the PFD so large ground colors are gradients, not solid
colors.The Current Track Bug, a pow-
and bright that it is nearly impossiblenot to notice-even through
erful feature added in later G1000
peripheral vision-when the airplane begins to inadvertentlyenter a versionsand describedin Chapter 14,
turn. This is one of the many contributionsthat the GI000 makesto has dashed lines that make it more
increasingsafety.This chapterdiscussesvirtually all functionsaccessed visible in the Perspective(figure 15-
throughthe PFD, exceptfor radio operationdiscussedin Chapter5 and 3). The PerspectivePFD has several
flight planning and instrumentprocedures,which are similar for both new softkeys, described in Chapter
15.
the PFD and MFD, discussedin Chapters9 and 1I.
20
MaxTYescott's
TIP
If you forget which frequencies are
standby and active, look for the light-
blue colored tuning box in which you
enter a frequency.It's always around the
standbyfrequency.
G1000GlassCockpitHotdbook
Organization
The primaryflight instrumentsoccupythe centerof the display(fig-
ure 4-l). While traditionalaircraft have six primary instruments,air-
speed,attitudeindicator,altimeter,headingindicator,turn coordinator
and vertical speed,the G1000 groupsthis informationinto four infor-
mationdisplays.Airspeedis to the left, attitudeand slip/skid informa-
tion in the upper center,altitude and vertical speedto the right, and
headingand rate of turn informationin the lower centerof the screen
as part of a horizontalsituationindicator(HSD.
Along the top of the display,VHF navigationfrequenciesare shown
in the upper left corner.The NavigationStatusbar-showing distance
and direction to the next waypoint-is in the centerand communica-
tion frequenciesin the upper right corner.Along the bottom,the out-
side air temperatureis displayedon the lower left and the transponder
statusbar and systemtime are displayedto the lower right.
Oneof the G1000'smostdistinguishingfeatures,softkeys,are along
the bottomof the display.Softkeylabels correspondto the keys below
and changedependingupon the context.Pushinga key implementsa
function or leads to a hierarchicalset of additional softkeychoices.
You'll want to pay particular attentionto the softkeys,which are uti-
lized extensivelythroughoutthe PFD and MFD, as they often access
functions faster than the MENU key which GNS 430 and GNS 530
usersare accustomedto using.
Notethe significanceof color.Cyan(light blue)is usedfor itemsthat
are pilot adjustable,suchas the altitudeand headingbugs.Greenis for
itemsactivelyin use,suchas the transponder, COM and NAV frequen-
cies. Yellow,representingcaution, marks the smoothair penetration
rangeon the airspeeddisplayand is usedfor someannunciators,such
as low fuel indications,that appearon the display.Red is for warnings.
It's usedat both the upperand lowerspeedsof the airspeeddisplayand
for the most seriousWarningannunciators.Magentarepresentsrate of
turn, trend vectors,and anythingderivedfrom the GPSsignal,such as
the activeleg of a GPSflight plan.
R a d i oD i s p t a ya n d C o n t r o l s
Radio frequenciesare displayedin the upper cornersof both the
PFD and MFD. VHF navigationfrequenciesareshownin the upperleft
cornerand communicationfrequenciesin the upper right. The top line
is for NAVI and COMI and the secondline is for NAV2 and COM2.
Like mostmodernradios,two frequenciesare shownfor eachradio:
the active frequencybeing used and a standbyfrequencywhere new
frequenciesare entered.They'renot labeled,however,so you'll needto
rememberwhich is which. Oneway to identify eachon the G1000is to
rememberthat standbyfrequenciesaretowardthe outsideof the screen
closerto the tuning knobs,and activefrequenciesare towardthe cen-
ter of the screen.
 Chapter4: PFDOverview 2L

The PFD control knobs are located on both sides of the display Figure4-1 The primaryflightinstru-
bezel.AII controlknobsare duplicatedon the MFD displaybezeland, mentsoccupythe centerof the PFD.
in many cases,they performthe identicalfunction.While not obvious Radiofrequencies andthe Navigation
Statusbar are at the top.
at first, this has the effect of grouping one set of all controls together
@ Gamln Ltd. or iE afflllates
betweenthe PFD and MFD display screens.Some MFD functions,
however,suchas the rangecontroVpointerknob and FMS knobs,need
to be performedby the controlsto the right of the MFD. Train yourself
to useyour right handand only usethe controlsin the centerand to the
Iower right of the MFD (figure 4-2). There's never a need to use the
knobsto the left of the PFD and the upper right of the MFD.
To selecta radio frequency,use two pairs of concentricknobsoone
to the left of each displaylabeledNAV and to the right labeledCOM.
The larger knob selectsthe MegaHertz,or numbersto the left of the
decimal point and the smallerknob selectsthe kiloHertz numbersto
the right of the decimal point. Radio frequenciescan also be auto-
tuned from severalpages,including the Nearestand Airport Waypoint
pages.This is usuallyfasterthan manuallydialing frequencieswith the
NAV and COM knobs,particularlyif you'reloadingmultiple frequen-
cies at onetime. Useof the radiosand audiopanelis discussedin more
detail in Chapter5.
22
Mar TTescott's
Figure4-2 Usejust the controls
betweenthe displaysand to the lower
right of the MFD. @GarminLtd.or its affiti-
ates
Figure4-3 The PFD'sNavigation
Statusbar alwaysshowsdistanceand
trackto the activewaypoint,
@Garmtn
Ltd. or IE effrllates
Figure4-4 Airspeedindicator
withTrue
Airspeed(TAS)shownat the bottom.
@ Garmin Ltd. or its affiliates
G1000GlassCockpitHandbook
StatusBars
The NavigationStatusbar (figure 4-3), in the upper center of the
display,showsfour parametersaboutthe active GPSwaypoint.It lists
the waypointnameothe distanceto it in nautical miles, the DTK or
desiredtrack to the waypointand the TRK, the plane'scurrent track
acrossthe ground.t Thesenavigationparameterswere
defined as part of the certification processand are not
user configurable.However,the NavigationStatusbar
on the MFD is user configurable,so if you have a favoriteset of navi-
gationparametersyou preferto monitor,set the MFD to displaythem.
The systemtime box, in the lowerright corner,derivesits time from
the GPS.You cannotchangethe actual time, but you can changethe
formatin which it's displayed,such as 12 or 24hour time or local ver-
susZulu time. The transponderstatusbar,to the left of the systemtime
boxoshowsthe current operatingmode,ground,standby,ON or ALI,
and the currentsquawkcode,all of which can be set throughthe soft-
keys describedlater in this chapter.Outside air temperature,in the
lower left, can be configuredto displayin either oF or oC.
A i r s p e e dD i s p t a y
The airspeedindicatoris a tapestyledisplay,with the indicatedair-
speedalwaysdisplayedin the centerand an additional30 knots dis-
playedaboveand belowit (figure4-4). The benefit of this type of dis-
play is that you alwayslook in the samespot for the airspeed.With a
traditionalgauge,you might haveto look aroundthe full instrumentto
find the currentairspeed.
The airspeedstarts to indicate when the plane is faster than 20
knots and traditional color markings are used to indicate different
speedranges.White is usedfor the flap operatingrange,greenfor the
normaloperatingrange,yellowfor the cautionrangeand red to indicate
the neverexceedspeed.In addition,red is usedfor low speedaware-
ness when within 20 knots of stall speed.Above the never exceed
speed,a barberpole type displaywith alternatingred and white diago-
nal stripesis shown.
f Seepage210 lbr updatesto this l'eature.
 4: PFDOverview
Chapter 23

One benefitof glasscockpitsis that the computerprocessingpower

can be usedto generateadditionalinformationnot found on tradition-
al airspeedindicators.For example,true airspeedis continuouslydis-
played in a box below the airspeedindicator.Also, the PFD displays
severaltypesof "trend vectors"that extrapolatecurrentdata and pre-
dict the aircraft'sperformancesix secondsinto the future.Oneof these
is an airspeedtrend vector,shownby a magentaline aboveor belowthe
cunent airspeed,which extendsout to the predictedfuture airspeed. Figure4-5 Airspeedtrendvector
showsaircraftwillbe at 100knotsin 6
The trend vectorappearsanytimethe airplaneis acceleratingor decel-
SeCOndS. @ Gamin Ltd. or its alfitiates
erating(figure4-5).
One disadvantage of the tape style display is that when initially
transitioningto a glasscockpit,it takesa little moreeffortto readthe
numbers,comparedto a traditionalairspeedindicatorwhereyou get
an instantsenseof the airspeedby glancingat the pointer.This dis-
advantageis offsetby the presenceof Vspeedreferencebugs.AIso,
experiencein the field is showingthat overtime, pilots do accommo-
date to referencingnumbersrather than needle positions.
One of the first thingsyou needto know aboutan air-
craft is its rotation speed,best angle and best rate of
climb speeds.The G1000makesit easyto identify each
of these speedsby adding speedbugs along the right
side of the airspeed tape. The aircraft manufacturer
specifiesthe referencespeedsto be displayed,though
you can enable, disable or change these values. For
exampleoif flying a shortfield takeoffat less than gross
weight,you could resetVr to a more appropriatespeed,
though it will reset to the manufacturer'sdefault speed
after powershutdown.Changingthe speedbugs is dis-
cussedlater in this chapter.

A t t i t u d eI n d i c a t o r
The attitudeindicator,locatedin the uppercenterof the PFD, is sim- Figure4-6 Attitudeindicator shownin
ilar to a traditional attitude indicator, except that an inverted "V" straightand levelflight.o caminLtd.or
iE effiliates
replacesthe miniature airylane in the center (figure 4-6). For aircraft
with a Flight Director,discussedin moredetail in ChapterI0, command
bars rest abovethe inverted"V."
Pitch is indicated by major marks every I0o and minor marks
every 5o. Shouldthe pitch exceed50o aboveor 30o belowthe hori-
zon,large red pitch warning chevronsappearon the display (figure
4-6A). Unlike a traditionalmechanicalgyro which can "tumble'oat
extremeattitudes,the electronicAHRS is immune to this type of
problem.
Bank anglesare markedin the traditionalfashionwith major tick
marksat 30o and 60o and minor tick marksat I0o and 20". Thereis an
additionalmark at 45o, not found on traditional gyros,which is very
usefulfor practicingsteepturns.MostGlOO0-equipped aircraftare not Figure4-6AThesechevronsindicate
certified beyond60o of bank. Should an unusual attitude occur, the thatthe aircraftis pitchedup beyond
nOrmaf . @ Garmin Ltd. or its affiliates
24
Figure 4-7 The altimeteris in the cen-
ter,the glideslopeindicatoris on the
left,and the verticalspeedindicatoris
On the right. @Garmln Ltd. or tE eff,ttatos
TIP
When climbing or descending,you can
use the altitude trend vector and altitude
reference bug to manageyour level off.
First, set the altitude reference to your
desired altitude using the AUI knobs. As
you approach your designated altitude,
start to level off when the altitude trend
vector is opposite the altitude reference
bug. Continue to pitch to keep them
matchedto eachother until vou're at your
target altitude.
MacTlescott'sG1000GlassCockpitHandbook
PFD is de-clutteredby the automaticremovalof the Inset Map, flight
plan and true airspeedboxes.
The slip/skidindicatoris a smalltrapezoidlocatedbelowthe two tri-
anglesat the top of the attitude indicator. It movesin the sameway as
the traditionalball in a turn coordinator.In other words,if the trape-
zoid is to the right of center,you'll needto apply additionalright rud-
der to force it back to the center.
Attimeter
The altimeterusesa tape-styledisplay locatedon the right side of
the PFD (figure4-7). The tape extends300 feet aboveand below the
center,wherethe currentaltitudeis shownin largernumbers.Numeric
valuesand major tick marks are shownevery 100 feet and minor tick
marksevery20 feet. Like the airspeedindicator,a magentatrend vec-
tor, locatedon the left side of the display (thoughearlier versionshad
it on the right side),extendsup or downto the altitude at which you're
predictedto be in six seconds,basedupon the currentrate of climb or
descent.
The verticalspeedindicatoris displayedas a numericvaluein a box
to the right of the altimeterdisplay;it beginsdisplayingwheneverthe
climb or descentrate exceedsI00 feet per minute. As the vertical
speedchanges,the displaybox movesup and down alongsidethe VSI
markings,providing both an analogand digital indication. Numeric
labels and major marksappearevery 1000 feet, and minor tick marks
are used every 500 feet.
The altitude reference,shownin a box at the top of the tape, is set
by the ALII knobs,locatedon the bezelto the lower left of either dis-
play. The referencealtitude provides two functions. In all aircraft, it
setsthe cyan Altitude ReferenceBug, displayedalongthe left side of
the tape when that altitude is on scale.[f the referencealtitude is off-
scale,the referencebug staysat eitherthe top or bottomofthe display.
You'll find this bug invaluablein flight, as it quickly showswhether
you'vedeviatedfrom your targetaltitude.Insteadof havingto read the
digits to determineyour exactaltitude,simply fly the plane so that the
cyan referencebug remainscentered.
The secondfunction of the referencealtitude is to providealtitude
level off informationfrom the Gf 000 to the autopilot.This workswhere
the autopilot is fully integrated,such as the Beechcraft,Columbia,
CessnaMustangand late modelCessnaand Diamondaircraft.For non-
integratedautopilotinstallations,such as in Mooney,Tiger and older
piston-poweredCessnaand Diamond aircraft, you'll need to set the
altitude referencemanuallyon both the G1000 and the autopilot.The
glide slopeindicator appearson the left side of the tape wheneveran
ILS frequencyis tuned in the active navigationreceiver.The glide
slopeis indicatedby a greendiamondwhich movesup and downalong
the side of the display,much like a conventionalglide slope display
needle.A magentadiamondis usedfor WAAS approaches. The mark-
er beaconannunciators,blue for the outer marker (figure4-B), amber
 Chapter4: PFDOverview 25

for the middle markerand whitefor the inner marker,are displayedjust

to the left of the referencealtitude.
The barometricsettingbox is locatedbelowthe altitude display.To
set it, use the BARO knob, the larger of a pair of concentricknobs
locatedin the middle of the right side of both displaybezels.You can
switch the barometricpressuredisplayfrom inchesof mercuryto hec-
topascalsby pressingthe PFD softkeyand then the METRIC softkey.t

H o r i z o n t aSl i t u a t i o nI n d i c a t o r
The horizontalsituationindicator(HSI),locatedin the lower center
Figure4-8 The blue"O"indicates
of the PFD, is similar to a traditionalHSI. If you are unfamiliarwith an you'repassingovertheoutermarker.
HSI, it combinesthe functionsof a DirectionalGyro (DG) or Heading @ Gamin Ltd. or its afflliates
Indicator(HI) with a coursedeviationindicator(CDI) or coursepoint-
er, such as you'd use with a VOR receiverto displaynavigationinfor-
mation.While initially confusingto neophytes,mostexpe-
rienced pilots prefer using an HSI, since the CDI needle
turns with the rotatingcompasscard, presentinga graph-
ical indicationof wherethe desiredcourseis locatedand
what interceptangleto use (figure4-9).
The HSI can be presentedin two forms,either a 360o
displayas shownin figure4-9, or a l40o arc displaywhich
showsjust the top third of the HSI presentedin a 3-D pro-
jection. You can switch betweenthe two by pressingthe
PFD softkeyand then the 360 HSI or ARC HSI softkey.t
Today,mostpilots preferthe 360oview.In the future, the
l40o arc view may becomemoreusefulif the GI000 adds
3-D terrain displaycapabilitiesto the PFD.
The turn rate indicator is locatedalongthe top of the
rotatingcompasscard, and useshalf tick marksat 9o and
full tick marks at l8o to the left and right of center.In a
turn, a magentaline extendsto the left or right to display the number Figure4-9 HSIwithGPSCDIneedle
SeleCted. @GarminLtd.or its affitiates
of degreesthe plane is projectedto turn in the next six seconds.In a
standardrateor 2-minuteturn, a planeturns3o per second.Thus,when
the magentaline extendsto l8o, the airplaneis establishedin a stan-
dard rate turn (figure 4-10). If the projectedturn extendsto 25o or
beyond,an arrowheadappearson the magentaline (figure4-11).
The HSI is automaticallyslavedto the GMU 44 3 axis magnetome-
ter, so it continuouslydisplaysthe correctheadingand thereis nevera
needto adjustit to the compassheadingas requiredwith a traditional
DG. Thereis no free/slaveswitch,foundin manytraditionalHSI instal-
lations,for you to adjustthe slavingbetweenthe HSI and magnetome-
ter; the Gf000 doesthat work automatically.
The airylane's current heading is displayed numerically in the
HeadingBox at the top of the HSL Just below it is the cyan headingref-
Figure4-10Major18'tickmarksindi-
erencebug, set by the userwith the HDG knob locatedin the middle of catea standardrateturn.In six sec-
the left sideof both displaybezels.Whenthe pilot turnsthe HDG knob, onds,thisaircraftwillbe on a heading
of 80o. @GarminLtd.or iE affiliates

t Seepage213 for updatesto this feature.

26
MaxTTescott's
Figure4-11A trendvectorwithan
arrowhead the aircraftwill
indicates
turnmorethan25' in six seconds.
@ Garmin Ltd. or its affilietes
Figure4-12ThemissingD-bar,in the
centerof the needle,indicates
an
invaf id signal . @catmin Ltd.or its affiliates
Figure4-13 NAV1is tunedto SJC;
NAV2,whichis greensinceit'scurrent-
ly selectedon the HSl,is tunedto
SNS. O GarminLtd. or its affitiates
G1000GlassCocltpitHandbook
the newly selectedheadingappearsdigitally in a box to the left of the
cumentheading(in early aircraft, it just appearedfor three seconds)'
The HDG knob and headingreferencebug are used in two ways.
First, the headingreferencebug providesyou with a largevisual refer-
encefor maintainingheadingthat is fasterand easierto usethan read-
ing the numericdisplay.Also, turning the HDG knob sendsa signalto
the autopilotusedfor steeringthe aircraftwhenthe autopilot'sheading
mode is engaged.This is true for both integratedand nonintegrated
autopilots.
To use the headingreferencebug in flight, you might initially push
the HDG knob to synchronizethe cyan bug with the current heading'
Next, engagethe autopilotin the headingmode.Then, turn the HDG
knob to move the headingreferencebug to a new heading and the
autopilotwill turn the airplaneto fly the new heading.
n ith the HSI
N a v i g a t i ow
The CDI or coursepointerin the centerof the HSI is magentawhen
the GPSis usedfor coursenavigationand greenwheneitherthe NAVI
or NAV2 VOR receiversare used.Labels,such as a magenta"GPS",
appearjust abovethe HSI's miniatureairplaneto identify the naviga-
ooNAVl" or
tion source.In some Gf000 softwareversions,a green
"NAV2" label is displayedwhen a VOR receiveris selected.Others
displayLOCI or LOC2 and VORI or VOR2 dependinguponwhether
a localizeror VOR frequencyis currentlyactivein the NAVI or NAV2
receiver.In all cases,you'll selectthe navigationsourceby pressingthe
CDI softkeyone or more times until the desired CDI needle is dis-
playedin the HSI.
Beforeusing the CDI needlefor navigation,you should verify the
integrity of the navigationsource.In all cases,a missingD-bar-the
center portion of the CDI needlethat movesleft and right-signifies
the lack of a valid signal and that the CDI shouldnot be used (figure
4-12).If both GPSI and GPS2wereto fail, or if the GPSwasnot receiv-
ing enoughsatellitesto performa ooRAIMo'testo you would be warned
by a magentaINTEG label in the centerof the HSI.
VHF navigationsignalssenda stationidentifierin Morsecodeif the
station is operatingproperly.The G1000 decodesthese signalsand,
when it detectsvalid Morseidentifiers,it displaysthem to the right of
the active NAV frequencies(figure4-13). You should validate NAV1
and NAV2 signalsby lookingto seeif the stationidentifieris displayed
and alsoturn up the NAV volumeto listen to the Morsecodeas a dou-
ble check.[n somerarecases,the G1000is unableto decodethe Morse
codeif it's transmittedtoo rapidly by the navigationsignal.
Youcan set the CDI coursewith the CRSknob,the smallerof a pair
of concentricknobslocatedin the middle of the right side of both dis-
play bezels.The knob is easyto identify since it's the only one which
is triangular-a shapechosento resemblethe arrow head of the CDI
needle.Each click of the knob turns the CDI pointer one degree.As
you tum the CRS knob, the newly selectedcourseappearsdigitally in
 Chapter
4: PFDOverview 27

a box to the right of the HeadingBox.If you push the CRSknob, it will
automaticallycenterthe CDI needle.
The CRS knob is used to set the desiredcoursewheneveryou're
flying to or from a VOR, or when navigatingvia GPS in the OBS
mode,discussedin ChapterII. The CDI needleis automaticallyset
to the correctcoursewhenevera localizerfrequencyis selectedon
the NAVI or NAV2 receiverand that CDI pointer is displayed,a
Iocalizer or ILS instrument approach is loaded or
whenever the GPS is operating in the leg mode, in
which it sequences through the waypoints in the
active flight plan. When tuned to a localizer, you can
still adjust the CDI with the CRS knob, though
there's no reason to since the correct bearing of the
final approach course for the localizer was automati-
cally selected by the GI000. However in the GPS's
auto-sequencingmode, the CRS knob is inactive and
the bearing cannot be changed.
The CDI needle operates in the traditional fash-
'oD-baro'
ion, with the center portion of the needle or
moving left or right of center to indicate the location
of the desired course. When displaying a VOR signal
from a NAV receiver, traditional CDIs display I0o to
the left and right of center and have five dots on both
sides. Each dot is therefore equivalent to 2o of
deflection from the desired course. The G1000 also
Figure4-14The NAV1radiois current-
displaysI0o on each side of center,but has only two dots on each
ly selected on the HSl. @GarminLtd.or its
side of the display or 5o per dot of deflection(figure 4-I4). affiliates
When the CDI is usedfor GPSnavigation,the scaledependsupon
the receiver'scurrentmode.Typically,the GPSmodeis selectedauto-
matically,though you can chooseto manually override the settings.
When the enroutemodeis active,"ENR" is displayedon the HS[, and
the CDI scaledisplays5 nm on eachside of the center,or l0 nm total.t
Thus, each dot representsa deviation of 2.5 nm from the desired
course.In the terminal modeo"TERM" is displayedand the CDI scal-
ing changesto I nm on each side of center,or 2 nm total. In the
approachmode,'.APR" is displayedand the scalingis reducedto 0.3
nm on eachside of centeror 0.6 nm total.
When departingan airport,the GPSis initially in terminalmode.As
the airplanereachesa point 30 miles from the departureairport,the
GPSswitchesto enroutemode,and the CDI scalegraduallychangesto
I0 nm full scale,which has the effect of making any deviationfrom
courseappearto be less (figure4-15).
Approachingthe destinationairport,the GPScyclesfrom enrouteto
terminal mode 30 nm before the airport and the full scale display Figure4-15 GPSis currentlyin the
changesto 2 nm. This re-scalingof the CDI occursslowly so that you ENR or enroute mode. @GarminLtd.ot its
affiliates
don't perceiveany existingdeviationfrom course-which will appear

f See page 224 for updatesto this feature.

,s,
Figurc4-16YellowlowfuelCautions
aredisplayed in the annunciator window. and system failures often went unnoticed. For example, undetected
@ Garmln Ltd. or IE aff,llates
Figure4-17The INSETsoftkey
enablesthe Insetmapin the lowerleft
cornerof the PFD.@Garmln Ltd.ot its
efflllates
Mac llescott'sG1000GlassCockpitHadbook
to be a larger deviation after the modechangeoccurs-as a rapid turn
awayfrom the desiredcourse.
If an instrument approachwas selectedfor the destinationairport,
the GPSswitchesto the approachmode2 nm beforethe final approach
fix (FAF), which is typically four to sevenmiles awayfrom the airport.
Full scaleis now 0.6 nm, givingthe greatestpossiblesensitivityfor fly-
ing the approach.Instrument approachesare discussedmore fully in
Chapterll, and V/AASapproachesare coveredin Chapter14-
and Alerts
Annunciators
Annunciatorsare displayedto the right of the vertical speedindica-
tor and are used to draw the pilot's attentionto unusual conditions.
Prior to glasscockpits,these were displayedin the form of warning
lights, though most generalaviation aircraft had relatively few of them
alternatorfailures can drain an airplane'smain battery and go unrecog-
nized until the loss of the radio, lights and all other electricallypow-
ered devices.In contrast,the Gf000 annunciatorsmake it far more
Iikely that you will recognizesystemfailures immediately before they
becomemore serious(figure 4-16).
The annunciatorsare organizedinto groups,basedon their severity.
Warningsare the most severeand demandimmediateattention.A new
warning appearsabovea white line at the top of the annunciatorsas a
flashingred label accompanied by a chimethat rings everytwo seconds
*WARNING." Pressingthe softkeysilences
and a softkeythat flashes
the chime,stopsthe annunciator from flashing,removesthe white line
and re-sequences the warningwithin the list of all annunciatorsbased
upon a priority assignedby the manufacturer.
A Cautionis less severeand is signaledby a yellow label in the
*CAUTION."
annunciatorlist, a singlechimeand a softkeythat flashes
Pressthe softkeyto stop it from flashing.
Advisoriesare the lowestlevel and do not appearin the annuncia-
tor list. Instead,a flashing ADVISORY softkeyalerts you. Pressthe
softkeyto stop it from flashing.
An Alens windowin the lower right cornerof the PFD displaysmore
detailson any systemU/ARNING,CAUTIONor ADVISORY.This win-
dow is openedby pressingthe ALERTS softkeyand can list up to 64
alerts. Aircraft manufacturersdefine the alerts and their prioritiesoso
annunciatorscan differ from one aircraft model to another.A complete
list of Warningand Caution alerts for each manufacturercan be found
in the Appendix.
Another form of alerts is Traffic Advisories,which occur whenever
anotheraircraft displayed by TIS is within a half mile and 500 feet of
the Gl00O-equippedaircraft, or is predicted to becomea conflict with-
in the next 34 seconds.Three things happenwhen a traffic advisory
occurs.First, the Inset Map is enabledand the con{lictingtraffic is dis-
 4: PFDOverview
Chapter 29

played. A single "Traffic" voice messagesounds and a flashing

"TRAFFIC" Annunciatorappearsto the top left of the attitudeindica-
tor (figure 4-6). The annunciator,black text on a yellow background,
flashesfor five secondsand remainsdisplayeduntil threat aircraft are
no longerdetectedin the immediatevicinity. For eachadditionalthreat
aircraft,a new aural alert and visual annunciatoris displayed.t

SoftkeyFunctions
Softkeys,Iocatedalongthe bottomof both displays,are usedexten-
sively throughoutthe GI000 and give you rapid accessto many addi-
tional functions.Pushinga key oftenleadsto additionalsoftkeychoic-
es which can lead to even more softkeysin a nestedhierarchy.In all
cases,pressthe BACK softkey,locatedon the secondsoftkeyfrom the
far right, to return to the next higher level menu of softkeys.Also, a
timeoutsystemautomaticallyreturnsyou to the higherlevel of softkeys
if no keysare pressedfor approximately45 seconds.The followingsys-
tems are accessedthroughthe softkeys.

l n s e tM a p
The Inset Map (figure 4-17) appearsin the lower left corner of the
PFD, and is a smallerversionof the MFD's navigationmap.t You can
enableit by pressingthe INSET softkey,which leadsto a sub-menuof
additional softkey choices for configuring the map. While you can
choosewhich map layersto add to the lnset Map and changethe map
range,manyof the mapfeaturesand orientationare dictatedby the map
settingson the MFD and cannotbe set separatelyfor the Inset Map.
After you press the INSET softkey,the following softkeysappear
and are usedto add or subtractinformationfrom the Inset Map:
OFF - turns the Inset Map off and returnsthe softkeysback to the
higher level menu.
DCLIR - selectsone of four levelsof informationto displayon the
map.Successive pressesof the DCUIR softkeystepthroughfour levels
and progressivelyremoveinformationfrom the display.You'll find more
detailson the declutterfunction in the Appendix.
Wheneveryou pressoneof the followingsoftkeys,it turnsgray,indi-
cating that the map layer selectedwas addedto the Inset Map. Press
the softkeya secondtime to deselecta particular map layer.More infor-
mation on each of these layers of map information is included in
Chapter7.
TRAFFIC - enablesthe displayof ModeS TIS dataon the map.
TOPO - enablesthe topographicmap which usescolor to signify
land elevation.
TERRAIN - enablesterrain data.
STRMSCP- enablesthe displayof lightning strike data out to 200
nm, when the WX-500 Stormscopeoption is installed in an aircraft.
The STRMSCPand XM LTNG softkevsare mutuallv exclusivesince

f Seepages2L2-13 for updatesto these features.

30 Macllescott'sG1000GlassCockpitHstdbook
TIP
One of the more consistent"gotchas"I
see in the G1000 are pilots taking off
squawkinga prior squawkcode instead
of 1200. Since the G1000 saves the
transponder code when it's powered
down and the transpondernumbers are
relativelysmall, this is an easymistake
to make. Therefore I recommend that
people verify the squawk code as part of
the "transponder" item on the pre-take-
off checklist.
only one sourceof lightning data can be displayedat a time. Pressing
one of thesekeys deselectsthe other.
NEXRAD - enablesthe displayof weatherdataand graphics,when
the Garmindata link optionis installedin an aircraftand the user has
a subscriptionto the XM Satelliteaviationpackage.
XM LING - enables the display of lightning strikes, when the
Garmin data link option is installed in an aircraft and the user has a
subscriptionto the XM Satelliteaviationpackage.The STRMSCPand
XM LTNG softkeysare mutually exclusivesince only one sourceof
lightning data can be displayedat a time.
BACK - returnsthe softkeysto the higher level menuwhile retain-
ing whateverselectionsweremadeto the lnset Map.
You can zoomthe Inset Map in and out by turningthe rangeknob in
the middle of the bezel'sright side.The map rangevariesfrom 500 feet
to 2000 nm.
Generallythe Inset Map is centeredon the airplane'scunent loca-
tion. However,you can pan the map with the joystick to view other
areas.This is usefulfor lookingaheadalonga routeofflight or for get-
ting moreinformationaboutan object,suchas the heightof an obstruc-
tion like a broadcasttower.You can enable the panning pointer by
pushingthe range/joystickknob. Then, movethe joystick to shift the
pointer and highlight an objector to view otherareasof the map.
When the pointer is placed on an object,with the exceptionof the
magentaroute lines createdby a flight plan, the name of the object
appearsfor four seconds.Pushing the joystick cancelsthe panning
mode and returns to a map centeredon the aircraft's cunent position.
The joystick on the MFD operatesin the samefashion,but can also be
used to get additionalinformation,such as the vertical limits of Class
B, C, D and other airspace.
Transponder
The transponderis accessedthrough softkeyson the PFD.I Most
G1000 installationsuse a Mode S transponderthat displaysTIS data,
showingnearbyaircraft on the PFD and MFD maps.The TIS function
is describedin moredetail in Chapter7.
The transpondergenerallyoperatesin the automaticmode,though
it can also be controlledmanually.In the automaticmode,it startsin
the Groundmode,and a greenGND label appearsin the transponder
statusbar in the lowerright cornerof the PFD display(figure4-18). In
Groundmode,no Mode A or Mode C signalsare sent, however,data
transmissionsrelated to the mode S traffic capabilities are still
enabled.
Altitude mode is automatically selected whenever the aircraft
exceedsapproximately30 knots. The transponderthen beginstrans-
mitting Mode C altitude data and a green ALI label appearsin the
transponderstatusbar. When the transponderis interrogated,usually
t Seepage2l2for updatesto this feature.
 4: PFDOverview
Chapter 3l

by ground-basedradar but also by other aircraft with

traffic collision avoidancesystems(TCAS)and traffic
collision avoidancedevices(TCAD),a greenR label
appears,signifyinga reply was sent.
Figure4-18Transponder Statuswin-
The automaticmodecan be overridden.For example,if air traffic dowappearsin the lowerrightcorner
control (ATC)noticesthat the altitudesent by your transponderdiffers of the PFD. @Garmin Ltd. ot its affitiates
by more than 300 feet from the actual altitude, they may ask you to
"stop squawking altitude." This requires that the transponderbe
switchedfrom the ALT mode,whereit transmitsModeC altitudedata,
to the ON mode,whereit transmitsModeA data but no altitudeinfor-
mation.In this case,you would pressthe XPDR (meaningtransponder)
softkey and then the ON softkeyto stop the transmissionof altitude
data. Other softkeyson this sub-menucontrol additionaltransponder
functions.
Thesesoftkeysand their functionsare:
STBY - manuallyselectsthe standbymodewhereno data(includ-
ing modeS) is transmitted.
AUI - manuallyselectsModeC and transmitsaltitudedata.
VFR - setsthe transpondercodeto "L200," the standardcodefor
VFR aircraft.
CODE - selectsan additional sub-menufor entering a discrete
transpondercode.The numbers0 through7 arc each assigneda soft-
kep which allows you to enter a four digit squawkcode.A BKSP or
backspacesoftkeyon this sub-menulets you back up if you enter one
or moredigits incorrectly.
IDENT - enablesthe ident function, which makesyour aircraft
more visible on ATC radar. Another IDENT softkey appearson the
upper level of softkeys,so that you can accessit at any time without
needingto push the XPDR softkeyto reachthe sub-menu.

A i r s p e e dR e f e r e n cSep e e dB u g sa n dT i m e r
The TMR/REF softkeybringsup the Timer/References windowin the
lower right corner of the PFD (figure 4-I9). Pressthe TMR/REF softkey
again or pressthe CLR key to closethe Timer/References window.The
first line in the window displays information about the generalpurpose
timer. You can usethis to time anything,suchas lengh of a leg while fly-
ing a holding pattem, or to time an instrumentapproach.The timer can
be configuredto count up from zero)or to count downfrom a user-spec-
ified amountof time.Whenthe time expiresin the countdownmode,an
o'Timerhasexpired.'o
Alert message is sentadvisingthat the
Initially, the upperright field is highlightedby a flashingcursorand
the label "START?" Press the ENT key to start the timer, which
changesthe field to a flashing "STOP?" Pressthe ENT key again to
stop the timer and changethe field to a flashing"RESET?" Pressing
the ENT key againbringsup the "START?"label and resetsthe timer
to zeroor, if a time waspresetin the time field, back to the presettime.
The large FMS knob is used to select other fields in the
Timer/Referenceswindow Turn it one click counterclockwiseto
32
MacTfescott's
Figure4-19TheTimer/References
windowincludesa timerand reference
bugsthatshowbestglide,Vr,Vx and
Vy airspeeds. @GarmlnLtd.or its affitiates
Figurc4-20Speedbug labelsappear
on the rightsideof the airspeedindica-
tor.80 knotsis the Vy airspeedfor this
airCraft. @Garmin Ltd.or its effitiates
G1000GlassCockpitHandbook
highlight the UP/DOWN field, turn the small FMS
knob to selectUP or DOWN timing and pressthe ENT
key. Turning the large FMS knob an additional click
counterclockwise selectsthe time field. Then turn the
large and small FMS knobs to select the number of
hours,minutesand secondsfrom which to countup or
down. You can make changesto the time and the
UP/DOWNfield while the timer is still running.
The airspeed reference bugs are also accessed
through the Timer/Referenceswindow,where they are
enabledor disabled and their values are changed.As
mentionedearlier,speedbugshelp you recognizeimpor-
tant speedsfor the airplaneand,sincetheymovewith the
airspeeddisplay tape, they make it easierto recognize
any deviationfrom a targetspeed(figure 4-20).
For example,as the aircraft accelerateson the runway,you can start
to pull back on the yoke at Vr, whenthe bug for rotationspeedreaches
the center of the airspeeddisplay tape. While climbing, additional
speedbugsmake it easyto identify and maintainVx, the best angleof
climb speed,and V5 the bestrate of climb speed.The G1000alsodis-
playsthe airplane'sbestglide speed,which wouldbe usedin the event
of an enginefailure.
To changea speedbug, turn the largeFMS knob to highlight a par-
ticular speedbug value. You can select a new speedby tuming the
small FMS knob and pressingthe ENT key.An asteriskappearswhen-
ever the speedis different than the default speedset by the aircraft
manufacturer.All speedbugs return to their default speedsafter the
GI000 is turned off, or after pressingthe MENU key, turning either
FMS knob to highlight "RestoreDefaults"and pressingthe ENT key.
Speedbugs can be enabledor disabledindividually by turning the
Iarge FMS knob to highlight the ON/OFF field for a particular speed
bug. ON or OFF is selectedby turning the small FMS knob and press-
ing the ENT key.All speedbugscan be tumed on or off simultaneous-
Iy by pressingthe MENU kep turningeitherFMSknob to highlight"All
ReferencesOn" or "AIl ReferencesOff'and pressingthe ENT key.
In Columbiaaircraft,Vr is not availableas a speedbug. However,the
TMR/REF window includes an additional function, labeled BARO
MIN, which allowsyou to seta MDA or minimumdecisionheightfor use
when shootingan instrumentapproach.tTo set this altitude,turn the
large FMS knob to highlight the BARO MIN field and use the small
FMS knob to setthe minimumaltitude.Then scrollto the ON/OFFfield
and usethe small FMS knob to selectON.
As the aircraftdescendsto within 2,500 feet of the MDA, a BARO
MIN box appearswith the minimum altitude in cyan, and an altitude
bug comesinto view on the altimeterwithin 300 feet of the MDA. Both
the text and bug turn white at 100 feet abovethe MDA setting.When
t Seepage 212 for updatesto this feature.
 4: PFDOverview
Chapter 33

the aircraft descendsbelow the MDA, the text and bug turn yellow and
an aural "MINIMUMS, MINIMUMS" is heard. If the aircraft rises to
morethan 50 feet after reachingthe MDA, alerting is disabled.Alening
is alsoinhibitedwhenon the ground.

Nearest
AirportsSoftkey
Most GPSreceivershave a way to determinethe directionand dis-
tanceto the nearestairportsrapidly.This is useful in an emergencyif
you need to land immediately.The function allows you to evaluate
altemativesquickly, perhapsbasedupon the distanceto the airport or,
for higher performanceaircraft, the runwaylength, and
can providedirect GPSguidanceto the airport.
Garmin 430/530 users are used to accessingthis
functionwith the FMS knobs,and you can still do this
throughthe MFD display.However,the G1000 goesa
stepfurther in that it alsoprovidesa NRST softkeyon
the PFD, which givesyou instantaccessto a subsetof
informationabout the nearestairports.More detailed
information about the airports and about other nearby
facilities suchas VORs,NDBs,intersections, AIC fre-
quencies and user waypoints,is found through the
MFD.
Press the NRST softkey to bring up the Nearest
Airports windowin the lower right cornerof the PFD,
which displaysthe first threeof the 25 nearestairports. Figure4-21TheNRSTsoftkeyis the
Scroll downwith eitherFMS knob to displayadditionalairports(figure fastestwayto get information
on the
4-2I). The display showsthe most critical datafor eachairport and you nearest airports. @GarminLtd.or iE affilt
can get additionalinformationby selectingan airportfrom the list and ates

pressingthe ENT key.

The following information is shownfor each airport:
. Threeor four letter airpon identifier
. Symbolfor the type of airport
. Magneticcourseto the airport
o Distanceto the airport in nauticalmiles
o Besttype of instrumentapproachavailable(VFR is listed if
there are no approaches)
o Primarycommunicationfrequencysuch as toweror CTAF
. Length of longesthard surfacerunway (or longestsoft surfaceif
there are no hard runways)
Additional informationis availableby scrolling either FMS knob,
highlighting an airport identifier and pushing the ENT key. A new
Airport Informationwindowdisplaysadditionalinformationincluding
the airport name, the city and state,the type of airport (e.g.public,
military), field elevation,longitudeand latitude coordinatesand the
type offuel servicesavailable.Shouldyou wish, you can also use this
windowto getthe sameinformationaboutany airportby usingthe FMS
knobs to scroll to the airport identifier,airport name or city entering
34
MacTlescott's
TIP
The NearestAirports window closesafter
using the Direct-to key to fly direct to an
airport on the list. Therefore,if you also
want to load a frequency from this page,
do that before using the Direct-to key.
You can do this in the oppositeorder,but
you'll need to press the NRST softkey
again to re-open the window after using
the Direct-to key.
Figure4-2,The DMETuningboxlets
youselectthe sourceof DMEinforma-
tion. @ Garm,n Ltd. or its affiliates
G1000GlassCockpitHmdbook
the charactersfor anotherairyort and pressingthe ENT key-To return
to the NearestAirports window,turn the FMS knobs to highlight the
BACK field, and pressthe ENT key.
The G1000 also makes it easy to navigateto the nearestairport.
Fromthe NearestAirportswindow,scroll either FMS knob to the iden-
tifier for the airport you've chosen,pressthe Direct-to key and then
press the ENT key twice. Or, while looking at more detailed airyort
information on the Airport Informationwindow, you can press the
Direct-tokey and then the ENT key twice.
A magentaline will appearon the PFD's Inset Map and the MFD
map leadingyou from your presentpositionto the selectedairport. If
the CDI pointeris alreadyselectedfor GPS,then courseguidancealso
appearson the HSI. If, however,the greenNAVI or NAV2 CDI needle
wasin use,you must push the CDI softkeyuntil the magentaGPSnee-
dle appearsto get courseguidance.
Selectingthe frequencyfor the chosenairport is alsoeasy.From the
NearestAirports window,scroll either FMS knob to the frequencyfor
the airportyouovechosenand pressthe ENT key.The frequencyis then
loadedas the standbyfrequencyfor whicheverNAV radio is currently
selectedfor tuning.
A d d i t i o n aN n u n c t i o n sD: M E
l avigatioF
DistanceMeasuringEquipment(DME) is availableas an option to
the GI000 in somemanufacturers'aircraft. When installed,this func-
tion measuresand displaysthe distancefrom the aircraft to a ground-
basednavigationstation,usually a VOR, to which the DME is tuned.
The distancemeasuredis the slant-rangedistancein nautical miles,
which is the distancefrom the airplane itself (not a position on the
groundunder the aircraft)to the VOR station.For example,when fly-
ing directly over a VOR at 6000 feet, the DME would
read 1.0 nm, not zero,sincethe aircraftis aboutI nau-
tical mile abovethe station.EventhoughGPScan now
makethe samedistancemeasurements, DME remains
popular becauseit is simple to operatecomparedto
GPSreceivers.
When installed,DME is accessedthroughsoftkeys
on the PFD. Twostepsare requiredto displayit. First,
a sourceof DME data must be selectedwith the DME
Tuning box and then the DME display box must be
turned on.
Pressthe DME softkeyto bring up the DME Tuning
box in the lower right cornerof the display,so you can
select the source of DME information(figure 4-22).
Turn the small FMS knob to select NAVI, NAV2 or
HOLD. SelectingNAVI or NAV2 meansthat the DME distancemeas-
ured and displayedwill be to the stationactivein the NAVI or NAV2
receiver.
 4: PFDOverview
Chapter 35

SelectingHOLD allows you to continue displayingthe DME dis-

tance from whicheverVOR is currently selectedin the DME Tuning
Box-either NAVI or NAV2-even if that NAV receiver is subse-
quently tuned to anotherfrequency.For example,if the active fre-
quencyin NAVI is the SanJoseVOR on 114.I and the DME Tirning
box says NAVI, then the distance to San Jose can be displayed.
SelectingHOLD assuresthat the SanJoseVOR will continueto be the
sourceof DME informationevenafter NAVf is re-tunedto the Salinas
VORon 117.3.
Once the DME sourceis selected,the DME display box must be
enabled.This is donefrom the higherlevel menuof softkeys,which you
can alwaysreachby pushingthe BACK softkey.From here, push the
PFD softkeyand then the DME softkey.This brings up the DME dis-
play box to the lowerleft of the HSI (figure4-23).It showswhich source
Figure4-23 DMEequippedaircraftcan
(NAVI, NAV2 or HOLD) is selected,the frequencybeingused,and the
displaydistanceto a VOR.@GamtnLtd.
distanceto the stationin nauticalmiles. or iE effitlates
In someGl000-equippedaircraft, an Automatic Direction Finder
(ADF) receiveris also availableas an option.This receiveris usually
accessedthroughthe samesoftkeyusedfor the DME, exceptthat it is
relabeledas a DME/ADF softkey.

n u n c t i o n sB: e a r i n gP o i n t e r s
l avigatioF
A d d i t i o n aN
O rR M I
Bearing pointers, not included in the original Gf000 software
release,are now available in most versionsof the G1000 software.
Thesepointersare essentiallythe sameas the Radio
MagneticIndicators(RMDthat arefoundin manyair-
liner cockpits. Those indicators combine a bearing
indicatorwith a headingindicatorand oneor two nee-
dles which point in the directionof whicheverstation
(usuallya VOR or ADF) is selected.The beautyof the
device is that the tail of the needle gives a direct
reading of the radial on which the aircraft is located,
making it easierto maintainpositionalawareness.
The bearingpointersprovide an importantfunc-
Figure 4-24Bearingpointersshown
tion in the G1000.Traditionalcockpitsusually have
enabfedfor NAV1and NAV2.@Garmin
two VOR receiversand pilots can displayinformationfrom both simul- Ltd. or iE atfiliates
taneously.The G1000 HSI has a single CDI pointer and can usually
display informationfrom only one VOR or other navigationsourceat a
time. Use of the bearingpointersallowsthe GI000 to display course
information to three different navigationsignalssimultaneously(figure
4-24).
This is useful when flying an instrumentapproachthat requires two
VOR signalsor a localizerand a VOR signal so that you can monitor
both signalssimultaneously. Of course,an eveneasierway to maintain
positionalawareness is to use the MFD'smovingmap.
36 G1000GlassCockpitHatdbook
Mat Tfescott's

The G1000bearingpointersare accessedthroughthe PFD softkey.

Pressit to bring up a lowerlevel menuof softkeysincludingthe BRGI
and BRG2 softkeys.Pressthe BRGf softkeyto bring up a displaybox
at the lower left corner of the HSI and a single-width,cyan-colored
pointerin the centerof the HSI. The BRGI displaybox showsthe name
of eitherthe VOR stationor GPSwaypointselectedand the distanceto
that point. Pressingthe BRGI softkeymultiple times cyclesbetween
displayingNAVI bearingdata,displayingGPSbearingdata and turn-
ing the BRGI displaybox off.
The BRG2 softkeyperformsa functionnearlyidenticalto the BRGf
softkey,exceptthat it bringsup a displaybox at the lower right corner
of the HSI and a double-width,cyan-coloredpointerin the centerof the
HSI. Pressingthe BRG2 softkeymultiple times cycles betweendis-
playing NAV2 bearingdata, displayingGPSbearingdata and turning
the BRG2 displaybox off.

A d d i t i o n aW
t indows
Outsideair temperatureis continuouslydisplayedin a box in the
Iowerleft cornerof the PFD. This informationis panicularly valuable
to instrumentpilots, as it can alert themto possiblefreezingconditions
and the needfor pitot heat.The temperatureis displayedin either oC
or oF,dependingon a settingin the SystemSetuppagedescribedin
Chapter7.
The SystemTime box, in the lower right cornerof the PFD, contin-
uously displaysthe time, derived from GPS satellites,and that time
cannotbe changed.However,the formatin which it is displayed,such
as local l2-hour time, local 2[-hour time, or Zulu time, can be
changed.When using local time, you must also specifya time offset,
specifyingthe number of hours betweenlocal time and Zulu time so
that the correcthour is displayed.All of thesetime settingsare made
throughthe SystemSetuppagedescribedin Chapter7.

Miscellaneous
PFDSoftkeys
There are several miscellaneoussoftkeys on the PFD. The
OBS/SUSPsoftkey is located on the highest level of softkeysand
switchesthe GPSfrom the auto-sequencing mode(which automatical-
ly sequencesthrougheachleg of the activeflight plan) to the waypoint
or OBSmode.In the OBSmode,a GPSwaypointis treatedlike a VOR,
and the CDI coursepointer sets a courseto the waypoint.The OBS
modeis discussedmorein Chapter11.
When pressedo the PFD softkeyaccesses a lowerlevel menuof soft-
keys that include:t
o METRIC - displaysthe altitudeand referencealtitudein
metersand the barometricsettingin hectopascals.
. DFUIS - configuresthe PFD displayto removethe Inset Map,
displaythe 360" HSI, and deselectthe METRIC softkey.

f See page213 lbr updatesto this f'eature.

 Chapter
4: PFDOverview 37

. STD BARO - setsthe barometricpressureto 29.92.This set-

ting is usedabove18,000feet in the United States,and above
Ioweraltitudesin manyother countries.Pressingthis softkey
againreturnsthe barometricpressureto the prior setting.

tighting
If you're used to the poor cockpit lighting in older generalaviation
aircraft, you'll be elated when you see the Gf000 lighting. In most
implementations, manufacturershaveaddedone or more knobsto the ALERTS
instrumentpanel which simultaneouslycontrolthe backlightingof the
PFD, MFD and controlknob labelson the bezels.Also, an electriceye Figure4-25 Displaylightingis con-
trolledby the MENUkeyon the PFD.
setsthe brightnessof the displayswhenAUTO is selected.
@ Garmin Ltd. or its affiliates
This workswell, however,you may find times when you want to set
the backlightinglevel of the MFD separatelyfrom the PFD. For exam-
ple, at night the topographicalmap displayon the MFD can still seem
very bright even after the PFD is dimmedto the properlevel. Or, you
may want to set the backlightingfor the key labelson the bezelsepa-
rately.
Also, the intensity of the MFD is intentionallyset higher than the
PFD, sincethe pilot is viewingit off angleand thereforeseeslesslight
from that display.[f you'rein the right seat,the MFD will appearmuch
brighterthan the PFD, sinceyou areviewingthe PFD off angleand will
seeless light from that display.For all lighting functionsof either dis-
play,usethe MENU key on the PFD. Notethat you cannotperformthis
function from the MFD unlessyou first push the Display Backupbut-
ton, discussedin Chapter12.
To set the PFD backlighting,pressthe MENU key, push the FMS
knob, scroll with the largeFMS knob to the first field and then use the
small FMS knob to selectPFD DSPL (figure 4-25).Then, scroll with
the large FMS knob to the next field and use the small FMS knob to
selectMANUAL and pressthe ENT key. Finally, set the intensityper-
centageusingthe small FMS knob and pressthe ENT key.To return to
full brightness,selectAUTO. To removethe lighting window,pressthe
MENU key.
The procedurefor settingthe backlightingof the key labels on the
PFD is the same,exceptthat in the first field you must scroll with the
small FMS knob to selectPFD KEY. Then selectMANUAL and select
an intensityas describedabove.Backlightingof the MFD and MFD key
Iabels is identical exceptthat you must scroll to the secondline and
selecteither MFD DSPLor MFD KEY.

S u mm a r y
While it's easyto focus attentionon MFDs becauseof their large,
colorful maps,the PFD is really the heart of the G1000, since every
functioncritical to aviating,navigatingand communicatingis available
throughthe PFD. This makesthe G1000unique,becauseit is the only
glasscockpit that allowsall critical functionsto be accessedthrougha
38 Ma,cTlescott'sG1000GlassCockpitHandbook

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

reducesthe workload and ultimately contributesto overall safety.
To becomea proficient pilot in Gl000-equipped aircraft, start by
becomingfamiliar with all of the functions available through the PFD.
Mostof thosefunctionswerediscussedin this chapter,exceptfor radio
operation and flight plan programming which are discussed later.
Practiceoperatingthe PFD by reviewingthe diagramsin this book and
by using Garmin'sGf000 simulator software.You'll find that any time
you spendlearning the PFD on the groundwill make your first flight in
a GlO0O-equippedaircraft even more enjoyable!
 .1 T . F
L,napter J:

R a d i o sa n dA u d i oP a n e l

I his chapterfocuseson the operationof the radiosand audio panel.

While many aspectsof their operationare familiar to anyonewho has
operatedmodernaircraft radios, someof the functionsare difficult to
discernwithout instructionor documentation. This chapterattemptsto
unravelthosemysteriesso you won't be blindsidedoperatingthis new
panel.
The radio frequenciesare convenientlydisplayedat the top of both
the PFD and MFD, and all of the radioscan be operatedby the controls
on either display bezel. VHF navigationfrequenciesare shownin the
upperleft cornerof both displaysand communicationfrequenciesare in
the upper right. This location is a major benefit of the G1000, since
pilots can view and operatethe radioswhile still keepingtheir eyesnear
the primary flight instruments.This arrangementis unique to the
Gr000.
The top line displaysfrequenciesfor the NAVI and COMI radios.
Physically,theseradiosare combinedwith the GPSI receiverinto a sin-
gle GIA 63 IntegratedAvionics unit, located elsewherein the plane. PerspectiYe
Althoughthesethreeradiosare housedin the sameLRU, they are inde- The Perspective's COM and NAV
pendent,and for example,shouldNAVI fail, COMI and GPSI may con- radios are operated the same as the
GI000 radios, though the COM fre-
tinue to operate.The secondline displaysfrequenciesfor the NAV2 and
quenciesappear only on the PFD and
COM2 radios,physicallylocatedin a secondGIA 63 that containsthe NAV frequencies appear only on the
GPS2receiver. MFD. There are subtle differencesin
the way the numbers are displayed:
N A Va n d C O MR a d i oT u n i n g standbyfrequencynumbereare smdl-
Since operationof the NAV and COM radios is vinually identical, er, are in cyan and &re not surrounded
we'll treat them together.Like mostmodernradios,both an activeand a by a white rectangle.The Perspective
has a number pad (figure l5-7), which
standbyfrequencyare shownfor eachNAV and COM radio.The active
is a fast way to enter frequencies.The
frequencyis the one readyfor use, and the standbyfrequencyis where Perspective uses a different audio
new frequenciesare loaded.Unlike most radios,however,the frequen- panel (figure l5-8), but most of its
cies aren't labeled!A user has to either rememberwhich one is active keys perform the samefunctions. The
and which is standby,look for the tuning box aroundthe standbyfre- biggestdifferenceis the way the inter-
quency,or figure it out by playing with the control knobs. One way to com volume and sguelch are set.
40 Mac kescott's G1000GlassCockpitHutdbook

rememberstandbyfrequencies is thattheyareenteredwith thetuning

knobsnext to the frequencytuningboxes,towardthe outsideof the
screens.Active frequenciesare toward the center of the screens.In
additionto discerningactiveand standbyfrequencies,it is importantto
identify the selectedfrequency,which is an active frequencythat's
beenselectedon the audio panel (figure5-l) or HSI for use.
As we'veseenelsewhereon the PFD, color is significantand all fre-
quenciesare displayedwith white numbers,exceptfor the selectedfre-
quency,which is displayedin green.For the NAV radios,a frequency
is selectedif the greenCDI needleassociatedwith it is displayedon
the HSI; if GPSis selectedon the HSI, all NAV radio frequenciesare
white. The selectedCOM frequencpdisplayedin green,is the active
frequencyselectedon the audio panelfor transmitting.
Color also indicateswhich radiosare currentlybeing tuned by the
NAV and COM knobs.Understandingthis is importantsince the fre-
quency selectionand volume control knobs are sharedand can only
control one radio at a time. Garmin430/530 usersare alreadyaccus-
tomedto sharinga singlesetof concentricfrequencycontrolknobsthat
controloneradio at a time and are switchedbetweenradiosby pushing
the center of either the NAV or COM knobs.That's also true on the
G1000,but what'sunique is that the volumecontrolsare also shared!
So,it's importantto knowwhich radioyou'recontrollingwith the knobs.
Cyanis the G1000color for objectsthat are user adjustableand it's
usedto indicatethe radio beingoperatedby the bezelcontrols.A cyan-
coloredtuning box surroundsthe standbyfrequencyand a cyandouble
arrow is locatedbetweenthe active and standbyfields. Pushingthe
button in the centerof either the NAV or COM knobsselectsthe other
radio for adjustmentand movesthe cyan indicatorsup or down.
To tune a radio,look for the tuning box and cyan arrow.If it's on the
correctradio, turn the concentricNAV or COM knobs to set the new
frequency.The largeknob setsthe MegaHertznumbersto the left of the
decimalpoint and the small knob setsthe kiloHertz numbers.To tune
the otherradio,pushthe buttonin the centerof the NAV or COM knobs
to move the tuning box and cyan arrow.
To use a frequencyyou'veentered,you'll needto swapthe frequen-
cies in the active and standbyfields. To do this, push the Frequency
Togglekey,markedwith a doubleheadedarrow.This transfersthe fre-
quencyyou'veenteredin the standbyfield to the activefield towardthe
centerof the screen,whereit can now be used.The final step is to use
the audiopanel to selectthe activeCOM frequencyor the CDI softkey
on the PFD to selectthe activeNAV radio frequency.

C O MR a d i oO p e r a t i o n
The G1000COM radiostransmitwith 16 wattsof poweron the VHF
aviationband from If8.000 to 136.992MHz. In the United States,25
kHz channelspacingis used.The COMradioscaneasilybe reconfigured
 5: Radios
Chapter andAudioPanel 4l

throughthe SystemSetuppagefor 8.33 kHz spacing,which is used in

someother partsof the world.
The COM radio volumecan be adjustedfrom 0 to l00%oof volume
using the VOUPUSH SQ knob. In most manufacturers'implementa-
tions of the G1000,turning the volumeknob one or moreclicks allows
you to seeat what level the volumecontrolis set.In someearly imple-
mentations,however,it's not possible to display the volume level.
Where it's available,the volumepercentageis displayedfor approxi-
mately two secondsin place of the correspondingstandbyCOM fre-
quencyand the word .'VOLUME" replacesthe COMI or COM2 label.
One possiblearea of confusioncan arise when using the volume
controls on both the PFD and MFD. For example,the pilot may be
adjustingthe volumeof the selectedCOM radio using the VOUPUSH
SQ knob on the PFD. However,the non-flyingpilot in the right seat
may find that the VOUPUSH SQ knob on the MFD is havingno effect
upon the volumeof that radio. Usually,the problemis that the MFD's
COM controlsare setfor the otherradio.Pushingthe COM knob on the
MFD will set the radio controlsto the selectedradio and shouldsolve
the problem.
The G1000'sCOM radio squelch is set automaticallyso that the
receiveris quiet when no signalsare present.Sometimes,howevero a
weaksignalmaynot be strongenoughto openthe squelchto enablethe
signal to be heard.Either the signal will break in and out or, if it's a
weak signal, ifs not heard at all. In this situation, pushing the
VOUPUSH SQ knob disablesthe automaticsquelchso that the weak
signal-and its accompanying backgroundnoise-can be heard.After
youorefinished listening to the signal,push the VOUPUSH SQ knob
again to re-enablethe automaticsquelchand removethe background
noise.
Whenevera pilot is transmittingo a white ooTX"indicatorappearsto
the right of the active COM frequency.Anytime you suspectthat your
'oTX" appearswhen
push-to-talkbutton is not working,Iook to see if
you push the button.Also, a white "RX" indicatorappearswhenevera
signalis beingreceived,exceptin someearly GI000 implementations.
Stuck microphonesare common,particularly in training environ-
mentswhere a studentor instructorcontinueto grip the push+o-talk
button.The G1000 limits thesetransmissions by automaticallytiming
out after 35 secondsand shutting off the transmitter.In addition, an
alert appearsin the Alerts window to notify the pilot of the possible
stuck microphone.
The G1000makesit easyto getto the emergencyfrequencyof 121.5
MHz. Pushingand holding the FrequencyTogglekey for two seconds
loadsthe emergencyfrequencyinto the activefrequencyfor which tog-
gling is enabled.Shoulda COM radio fail, that radio defaultsto 12I.5
MHz. If both displayswere to fail, the pilot's headsetis automatically
connectedto 121.5MHz.
MacIlescott'sG1000Glass

NAVRadioOperation
The GI000 NAV radiosoperatein the 108.0 to 117.95MHz avia-
tion band,just abovethe FM broadcastbandusedfor musicstationson
your car radio. The receivercan tune ground-basedVOR navigation
stationsor the InstrumentLanding Systems(ILS) used for instrument
approachesat many airports. Manually tuning a NAV frequency is
accomplishedin the sameway that COM tuning is done.
VOR and ILS stationsbroadcasta Morsecodeidentifier,which you
can use to confirm that the correctstationhas beentuned.It confirms
that the signalis valid and is not, for example,undergoingmaintenance
testingby an FAA technician.The Gf000 helpsyou identify and vali-
date a signalin two ways.
First, the G1000 incorporatesa Morsecodedetector.When a VOR
or ILS frequencyis tuned on the active side of the NAV radio display,
the Morsecodeidentifier is displayedafter the G1000verifiesthat the
codeis present.This three or four letter identifier appearsto the right
of the activeNAV frequency.Notethat this occursevenif the GPSCDI
is displayedon the HSI, meaningthat neitherNAV radio is selectedfor
use.
You shouldalwayslisten for the Morsecode identifier beforetrust-
ing your life to navigatingvia a radio signal.NAV radiosallow a user
to do this by incorporatingan audio filter which notchesout the 1020
Hz audiofrequencyof the Morsecode.Normallythe filter is on, so that
usersdonothave to listen to Morsecode on top of other things they're
trying to hear,such as a HazardousInflight WeatherAdvisoryService
(HIV/AS)broadcastor Flight ServiceStation(FSS)personnelreplying
to a requestto openor closea flight plan.
In order to hear the Morsecode,the audiofilter needsto be turned
off, sothat you can hearthe 1020Hz audiofrequencyusedfor the code.
This is doneon the G1000by pushingthe VOUPUSH ID knob. When
the label oolDoo appearsbetweena NAV radio'sactive and standbyfre-
quencies,it indicatesthat the audio filter is off to enableyou to hear
the Morsecode identifier for that radio. To hear the code,turn up the
volumefor that radio and select NAVI or NAV2 on the audio panel.
Remember,in orderto usethe volumecontrolfor a particularradio,the
cyantuningbox and frequencytoggleatrowmustbe on the radioyouore
listeningto; if not, pressthe button in the centerof the NAV knobs.
To selecta NAV radio, the conect frequencymust be placedin the
active field and that radio'sCDI must be selectedby the CDI softkey
so that it appearsin the centerof the HSI. When theseconditionsare
metothe frequencyis displayedin greenoindicatingthat it's the select-
ed frequency.

Frequency
Auto-Tuning
The GI000 incorporatesauto-tuning extensivelythroughoutthe
system.This savestime by allowing you to push a few keys to load a
 5: Radios
Chapter andAudioPanel 43

frequency,ratherthan lookingit up on a map and dialing in eachdigit.

It particularly savestime beforedepartingfrom or arriving at an airport,
sincemultiple frequenciescan be loadedfrom a singlepage.Newusers
to the G1000, used to looking up and loading frequenciesmanually,
may at first need to force themselvesto use auto-tuning,until they've
formeda newhabit patternand rememberto usethis valuableresource.
The PFD can be used to load COM frequenciesfrom the NRST
page,while the MFD can be used to load COM or NAV frequencies
from many pageswithin the GI000. The methodof doing so is always
the same.The FMS knobsare usedto scroll the cursorand highlight a
frequencyand then the ENT key is pushedto load the frequency.NAV
frequenciesare loadedautomaticallywhenevera VOR, localizeror ILS
instrumentapproachis loadedor activated.
You shouldbecomewell acquaintedwith the NRST softkeyon the
PFD-it could saveyour life in an emergency. Pushthe softkeyto bring
up a list of the 25 nearestairports,the bearingand distanceto these
airportsand their COM frequencies.Then scroll with either FMS knob
to highlightan airport,so that you can enterit into the GPS,or to high-
light a frequency, so that you can load it into the COM radio.
Highlighting a frequencyand pushing the ENT key loads it into the
cyan tuning box on the standbyside of the COM radio.Then pressthe
FrequencyTogglekey to transferit to the active side, and pressthe
appropriatekey on the audio panel to selectthe frequencyfor use.

A u t o - T u n i nwgi t h t h e M F D
NAV and/orCOM Frequenciescan be Ioadedfrom severalpagesin
the WPT and NRSTgroupof pages:
o WPT: Airport Informationpage;VOR Information page
. NRST:NearestAirport page;NearestVOR page,Nearest
Frequenciespage
Frequencies are also loaded automatically when an instrument
approachis loaded.
After engine start-up, get in the habit of selecting the Airport
Informationpageto load frequencies;just turn the MFD's large FMS
knob one click to the right. Sinceifs the most used pagein the WPT
group:it's the first pagein the group. If the frequenciesare not already
displayed,push the INFO softkey.From here, load the Automated
Weather ObservingSystem (AWOS),AutomatedSurface Observing
System (ASOS), Automatic Terminal Information Service (ATIS)'
groundotowerand other frequenciesby scrollingto highlight frequen-
cies and pressingthe ENT key.
Generallyat engine start-up, even beforeyou load a flight plan, the
departureairport will already be displayed,since the GI000 knows
wherethe airplaneis located.After you'veloadeda flight plan that ter-
minatesat an airport,the destinationairportwill be displayedwhenev-
er you selectthe Airport Informationpage.Also, anytimea flight plan
44 Mar lTescott'sG1000GlassCockpitHandbook

is loaded,you can easily get informationfor the departureor destina-

ooViewDeparture
tion airport by pressingthe MENU key, selecting
Airport" or "View DestinationAirport" and pressingthe ENT key'
To selecta different airport from the one displayed,push the FMS
knob, enter the identifier for the airport you want and pressthe ENT
key. Alternatively-and this featurewill saveyou time if you remem-
ber to use it-push the MENU key select"View RecentAiryort List,"
and pressthe ENT key. Then scroll with either FMS knob throughthe
list of airportsyou'verecentlyused,highlight one and pressthe ENT
key. This is often the fastestway to select an airport on the Airport
Information page.
Loading frequenciesfrom the VOR Informationpage is virtually
identical.To reachthis page,turn the largeFMS knob to WPT and the
small knob until the VOR pageis shown.Use the FMS knobsto enter
an identifierand then scroll to highlighta frequencyand pushthe ENT
key. To savetime enteringa VOR, push the MENU key, select"View
RecentVOR List," and pressthe ENT key.
The NRST groupof pageson the MFD is easyto reachin an emer-
gency.Justtwist the largeFMSknob to the right as muchas you want-
at least three clicks-and you're there.The first pagein the group is
the NearestAirports page.COM frequenciescan be loaded by high-
lighting a frequencyand pressingthe ENT key and NAV frequencies
can be loadedby usingthe softkeysor PROCkey to load an instrument
approach.
The NearestVOR Pageworkssimilarly to the other pagesfor load-
ing frequencieswith one exception.Onceyou'vescrolledwith the FMS
knob to the desiredVOR, you must then push the FREQ softkey to
highlightthe frequency.Then pressthe ENT key to load it into the NAV
radio.
Use the NearestFrequenciespage to quickly load nearby Center,
FSS, ASOS and ATIS frequencies.This page is easy to use if you
rememberto usethe softkeysor the MENU key to selectthe type of fre-
quencyyou wish to load. After selectingthe page,push the FMS knob
to bring up a cursorin the NEARESTARTCC box, whereyou can use
the FMS knobs to scroll to highlight a nearby Centerfrequencyand
pushthe ENT key to load it. To selectan FSSor weatherfrequencyyou
must push the FSS or WX softkeyor press MENU and select either
ooselectFSSWindow" or'oSelectWX Window.o'Thismovesthe cursor
to the appropriatebox, where you can then scroll to a frequencyand
pressthe ENT key to load it.

A u t o - T u n i n gb y L o a d i n ga n I n s t r u m e n tA p p r o a c h
NAV 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.
 Chapter5: RadiosandAudioPanel 45

When NAV frequenciesare auto-tunedby loading an instrument

approach,the frequencyis loaded into the active side of the NAVI
radio if GPSis selectedfor use on the HSI. That way, the frequencyis
ready for use when the user selectsNAVI on the HSI to begin the
approach.However,if eitherNAV radio is selectedfor use on the CDI-
and is presumablybeing usedfor coursenavigation-the frequencyis
enteredinto the standbysideof whicheverNAV radiois selectedon the
HSI. This preventsyou from accidentallychangingyour navigation
sourcewhile loadingan instrumentapproach.

A u d i oP a n e l
Masteringthe audiopanelof an aircraftis oftengivenshortshrift by
both pilots and instructors-which may explain why so many pilots
fumble aroundwhen using one! While most panelsare similar, each
has its own nuances,and the GI000 audiopanel is no different.Many
of the functionsof this audio panel are intuitively obviousto the aver-
agepilot; however,some,like the intercom'smanualsquelch,are more
difficult to figure out withoutinstructionor documentation.
Upon powerup, the GMA 1347audiopanelgoesthrougha seH-test,
which includeslighting all of the triangularannunciatorlightsfor about
two seconds.Then the audio panel restoresall settingsthe way they
werewhen the systemwaspowereddown.If the audiopanel everfails
in flight, the G1000systemwill bypassthe audiopaneland connectthe
pilot'smicrophoneand headsetdirectlyto the COMI audio.The GI000
also supportsdual GMA f347 audio panelsfor full redundancy;how-
everit's likely that only the jet manufacturerswill chooseto implement
this option.
Pressingmost keys activatesa function and lights the triangular
annunciatorabovethe key. Pushingit again deactivatesthe function
and annunciator,except for the MKR/MUTE and PLAY keys, dis-
cussedlater in the chapter.
The GMA 1347 audio panel supportsthree COM transceivers,
thoughin mostinstallationsyou'll only find two COM radios.Pressing
one of the three microphonekeys, COMI MIC, COM2 MIC or COM3
MIC selectsa radio for transmitting.At the sametime, it turns the cor-
respondingCOM frequencygreenin the activefields on the PFD and
MFD to indicatethe frequencyis selected.
Receiveaudiois selectedby pushingthe COMI, COM2 or COM3
keys.Normallyyou won't haveto push any of these,sincepressingthe
MIC key for transmittingwill simultaneouslyselectthe corresponding
COM key for receiving.However,you could use the COM keys so that
Figure5-1 TheG1000audioPanelis
you can listen to two COM radiossimultaneously. For example,when generallylocatedbetweenthe PFDand
approachingyour destinationairport, you might have COMf MIC MFD.The Perspective audiopanelis
selectedto talk to approachcontrol and then push COM2 so that you shown in figure @
15-8. GarminLtd.oriE
can monitorthe ATIS for the destinationairport at the sametime. The affiliates

Gf000 can be configuredto automaticallymute the secondaryaudio (in

46
TIP
Pressingthe COM knob switchesthe fre-
quency tuning box between COMI and
COM2, however pressing the audio
panelosCOI\{/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/MIC2key.
Mat Itescott'sG1000GlassCockpitHandbook
this example,C0M2),whenevera signalis receivedon the primary
receiver.To configurethis, you must contactyour authorizedavionics
servicecenter.
The COM Ll2 key allows, in someinstallations,the pilot and co-
pilot to talk simultaneouslyon separateradios. When activated,the
pilot can transmit on COMI and the copilot can transmit on COM2.
Note,that while the pilot can still continueto monitorany other audio
sourcesselected,suchas NAVI, DME, MKR audiooetc,the copilotcan
only hear COM2 audio.
The ability to transmitsimultaneouslyon two frequenciesis direct-
ly affectedby the distancebetweenthe COM antennasand how close
the transmitfrequenciesare to eachother.In somecases,transmitting
on onefrequencywill interferewith the otherCOM radio receiver.This
is identifiedby a decreasein sensitivityof the other COM receiver,by
the squelchcircuit openingand closingduring the transmissions or by
hearinga large amountof backgroundnoise.Somemanufacturersdis-
ablethe COM U2 key functionin their aircraftto avoidtheseproblems.
The TEL key can be configuredto supportwiring a telephonein
through the audio panel. You can work with an authorizedavionics
dealerto enablethis function.
The PA key is used to make in-cabin announcements over the air-
craft'sspeaker.Pushit and starttalking and you can makeseatbelt and
emergencyexit announcements to your passengers. Don't worry about
accidentallytransmittingover the radio at the sametime; transmitting
and receivingis inhibited wheneverPA is selected.
The SPKRkey (whichdoesn'tneedto be pushedto usethe PA key)
is usedto direct audiofrom any ofthe radiosoverthe speaker.This can
be used on the groundto listen to the ATIS prior to startingthe plane
or in flight, particularlyif a headsetfails, and you needto listen to the
radiosthroughthe overheadspeaker.
NavigationKeys
The audio panel has a built-in marker beaconreceiver used to
determinewhencertainpointsarepassedwhile flying an ILS approach.
All of the beaconstransmit on 75 MHz and send up a nanow radio
beam,so that only onebeaconis heardwhenpassingdirectlyoverhead.
SomeILSs have no beaconsand the FAA is decommissioning otherso
particularlymiddle markers,so their importanceis slowlydiminishing
over time.
Outer markersare typically locatedfour to sevenmiles from an air-
port with an ILS, and they transmita seriesof Morsecodedasheswith
a relativelylow frequency(400 Hz) audiotone.When received,a blue
'ooo'annunciatorappearson the PFD. Middle markersare typically
3,500 feet from the runwaythreshold,transmita seriesof alternating
Morsecodedotsand dashesat 1,300Hz, displayan amber"M" annun-
ciator on the PFD, and signal that you are approximately200 feet above
the groundand shouldeither land, if you can seethe runway,or per-
 5: Radios
Chapter andAudioPanel 47

form a go-around.Middle markersare not essentialto an instrument

approach,sincethis positioncan alsobe determinedby stayingon the
glide slopeand notingby the altimeterwhen you're200 feet abovethe
ground.The inner marker,usedin relativelyfew installationsat major
airportswherea lower descenton the ILS is permitted,is indicatedby
a seriesof Morsecodedotsat the relativelyhigh frequencyof 3,000 Hz
and by the displayof a white "I" annunciatoron the PFD.
In orderto hearthe Morsecodeaudioassociated with a markerbea-
con, you must push the MKR/MUTE key once so that the triangular
annunciatoris illuminated.While the marker beaconis audible, the
audio can be muted by pushing the MKR/MUTE key one additional
time. The audio then returnswhen you passover anothermarker bea-
con and can be muted by pushing the MKR/MUTE key again.Note,
howevero that pushingthe MKR/MUTE key when the audio is already
mutedwill turn the markersoff! If in doubt,checkthe annunciatorlight
to confirm that the marker beaconaudio is still on. Also, the marker
beaconannunciatorsthat appearon the PFD will alwaysappearregard-
Iessof the positionof the MKR/MUTE key.
The HI SENS key increasesthe sensitivityof the marker beacon
receiver.When activatedin combinationwith the MKR/MUTE key,
audio from markerbeaconswill be heardsooner'effectivelyenlarging
the areain which you can hear a beacon.
The audiopanelis alsousedto listen to navigationreceiversto ver-
ify the presenceof the Morsecode identifier and hencethe validity of
the signal.Pilots are accustomedto pushingthe NAVI and NAV2 keys
so that they can hear the audio from theserespectiveVHF receivers.
Pushingthe ADF key allows you to monitor an NDB signal, usually
while on an instrumentapproachor to listen to an AM broadcaststa-
tion. Relativelyfew new glasscockpit aircraft are shippingwith ADF
receivershoweverosince GPS technologyhas largely supplantedthe
needfor this form of navigation.
Accordingto somedesignatedpilot examiners(DPEs),the DME is
the radio pilots mostoftenforgetto identify on their instrumentcheck-
ride. Pushingthe DME key allowsyou to monitorthe Morsecodeiden-
tifier-if your aircraftis DME equipped-though it transmitsonly once
every 30 seconds.The AUX key is available to monitor any other
optionalradiosinstalledby an authorizedavionicsshop.

Music
You can plug in a sourceof music,called MUSIC 1, throughan aux-
iliary jack and listen to it throughthe intercom.Note, however,that
thereis no volumelevel for MUSIC l; you mustcontrolit usingthe vol-
ume control on your externalmusic device.The music can be config-
ured to mute anytimethere is activity from a radio or marker beacon.
After the activity ceases,the music returnsto its original level over a
period of severalseconds.
48 Mar kescott'sG1000GlassCockpitHandbook

This muting function can be toggledon and off by pressingand

holding the MKR/MUTE key for 3 seconds.A single beep indicates
that musicmuting is enabledand two beepsindicatethat it is disabled.
You can alsoconfigurethe musicto mutewheneveranyonetalks on the
intercomobut you'll need to contactyour authorizedavionicsservice
centerto set that up.
MUSIC2 is the XM Radio audiofor aircraftwith a GDL 69A and a
satellite radio subscription.Its volume is adjustedthrough the XM
Informationpage,describedin Chapter7. Note that in many aircraft
with a GDL 69A, MUSIC I and MUSIC2 are combined.

l q u e l c ha n dV o l u m e
I n t e r c o mM a n u a S
The intercom'ssquelchand volumeare controlledby a sharedset of
knobsand their operationis not intuitive. In someG1000installations,
the intercom'sautomaticsquelchsettingmay be a little tight for some
headsetmicrophones,resultingin clipped speech.To resolvethis, use
the MAN SQ key and adjust the squelchmanually.
Pressingthe MAN SQ key lights the annunciatoraboveit and lights
either the VOL or SQ label locatednearthe bottomof the audio panel.
The actuallabel that'slit dependsuponwhetherthe volumeor squelch
was last set by the user.If SQ is not lit, push the centerof the concen-
tric volume/squelchknobsonceto light the SQ label.
When both the MAN SQ annunciatorand SQ label are lit, the small
knob controls the squelch setting of the pilot's microphoneand the
large knob controls the squelch setting of the copilot'smicrophone.
Adjustmentof either knob shouldbe madeto just the point wherethe
backgroundnoisefirst goesawaywhenthe pilot or copilotis not speak-
ing. After the squelchesare set manually,do NOT push the MAN SQ
key again.Doing so will revert the squelchback to the automaticset-
ting. To retain the manualsquelchsettings,the annunciatorabovethe
MAN SQ key must staylit.
The sameconcentricvolume/squelch knobsusedto manuallyadjust
the squelchare also used to set the intercomvolume.If the MAN SQ
annunciatoris off, the knobs are automaticallyset to control the vol-
ume. Turningthe small knob adjuststhe intercomvolumefor the pilot
and tuming the largeknob adjuststhe volumefor the copilot.Notethat
this doesnot affectthe volumeat which the radiosare heard;it affects
only the volumeof the crewand passenger voicesand musicheardover
the intercom.
If the MAN SQ annunciatoris on, the knobscan controleither the
volume or the squelchfunction. Pushingthe center of the concentric
volume/squelchknobs will toggle their function betweencontrolling
the volumeor squelch.If the VOL label is lit, use the knobsto adjust
the pilot and copilot volumes.If the manualsquelchwaspreviouslyset
and the SQ label is illuminated,push the centerof the concentricvol-
ume/squelchknobs once to light the VOL label. The manualsquelch
 andAudioPanel
Chapter5: Radios 49

settingwill be savedand the knobscan now be usedto adjustthe pilot

and copilot intercomvolumes.

l n t e r c o ml s o l a t i o nM o d e s
The intercomhas four isolationmodes,which provide a variety of
waysto isolatethe pilot, copilot, crew (boththe pilot and copilot),and
passengersfrom each other.This essentiallysplits the intercominto
two separateaudio channels.One channel connectsthe designated
pilot or crew to the selectedradios,while everyoneelsein the plane is
groupedtogetheron the otherchannel.This allowsthe isolatedpilot or
crew to communicateeffectivelyon the radio without distractions.
All four isolationmodesare controlledby the PILOT and COPLjT
keys. When neither annunciatoris illuminated abovethesekeys, the
intercomoperatesin the ALL modeand all pilots and passengers can
hear each other and music. The pilot and copilot hear the MUSIC I
channelowhich can be set up to mute wheneveranyonetalks or thereos
activity on a selectedradio, and the passengershear the MUSIC 2
channel,which is nevermuted.
Pressingthe PILOT key illuminatesthe annunciatorabovethat key
and connectsthe pilot to the selectedradios,but isolateshim or her
from everyoneelse.The copilot and passengers can talk to each other
and each hearstheir respectivemusic: MUSIC I for the copilot and
MUSIC 2 for the passengers.
Pressingthe COPLjIkey illuminatesthe annunciatorabovethat key
and connectsthe copilot to the selectedradioswhile isolatinghim or
her from everyoneelse.The pilot and passengers can talk to eachother
and each hears their respectivemusic: MUSIC I for the pilot and
MUSIC 2 for the passengers.
Pressingboththe PILOT and COPLjIkeysilluminatesbothannunci-
atorsand selectsthe CREW modeowhich connectsthe pilot and copilot
to eachotherand to the selectedradios.The passengers can hear each
other and MUSIC2.

Recorder
DigitalClearance
The conceptof a digital clearancerecorder-which recordsinstruc-
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 recorderswould record for perhaps 30 seconds,but
requiredplaying back the entire 30 secondsto get the last few bits of
information.This is an eternityfor controllerswho expectan immedi-
ate read back of instructions,renderingthe recordersimpractical in
most situations.
The GI000 will recordtp to 21lzminutesof incomingsignalsfrom
the COM radios,but it recordseachincomingtransmissionseparately.
When the memoryis full, the digital clearancerecorderbeginsrecord-
ing over the oldestmemoryblock.
50 MucTlescott'sG1000GlassCockpitHotdbook

Pressingthe PLAY key onceplays back just the mostrecenttrans-

mission.Pressingthe key twice playsthe next oldesttransmissionand
additionalkey pressesbring up earliertransmissions in sequence.This
makesit easyto retrievethe most recentlyreceivedinformationwith-
out havingto listen to all informationthat wasrecorded.
The quality of the playbackis exceptional.It is so goodin fact that
crew membersshouldalert eachother wheneverthey are aboutto use
the playbackfunction.[f onepilot doesn'tnoticethat the otherpilot has
pressedthe PLAY key,he or shecould easilythink that ATC is repeat-
ing a transmissionand call ATC to respondto what they heard being
playedback.
During playback,the PLAY annunciatorblinks approximatelyonce
a second. Playback can be halted at anytime by pressing the
MKR/MUTE key. If a new radio transmissioncomesin during play-
back, playbackis haltedand the new transmissionis recorded.

D i s p l a yB a c k u p
The large, red Display Backup button at the bottom of the audio
panelis for emergencyuseand switchesthe G1000displaysinto rever-
sionarymode,discussedfurther in Chapterl2 on emergencies. Briefly,
pushingthe button combinesthe primary flight instrumentswith the
engineindicationsystemand displaysthem on both the PFD and MFD
or, if one displayhas failed, on whicheverdisplayis still working.

5ummary
Understandingthe radiosand the audiopanelis crucial for the suc-
cessfuloperationof an aircraft. Audio panelsin particular are poorly
understoodmysteriesto even some experiencedpilots. While the
Gf000 simulatorsoftwarecan help you learn to use the radios,it does-
n't include an audio panel.Therefore,you'll want to reviewthis chap-
ter to understandthe audio panel thoroughly,so that you don't pay to
learn it while the engineis running!
Engine instrumentationis also often poorly understood,perhaps
becauseso manyGA aircrafthaveso little of it. Ironically,understand-
ing and using it properly will cut your flying costs-both in terms of
fuel usageand in engineoverhaulcosts-more than any other factor.
Any time you invest in understandingengine instrumentation,dis-
cussedin the next chapter,will pay hugedividendsoverthe lifetime of
your aircraft.
 Chapter6:
E n g i n el n d i c a t i o S
n ystem

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

havingsophisticatedenginemonitoringequipmentaboardto help max-
imize the life of the engineand to detectproblemsearly.This is partic-
ularly true of the largersix-cylinderengines,which are far moresuscep-
tible to overheatingand may not reachthe manufacturer's time between
overhaul (TBO) specificationif they're not operatedproperly. As a
Gf000 or Perspectiveowneror renterpilot, you will find that your air-
craft includes enginemonitoringequipmentthat rivals the best of the
aftermarketsolutionsavailable.Knowinghow to use the engineindica-
tion system(EIS) properlycan saveyou or the ownerthousandsof dol-
lars by extendingthe life of the engineand postponingthe needfor 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 Perspective
important that you become familiar with the documentation for the
The PerspectiveEIS displays critical
engine indication system in the aircraft you fly and follow that documen- data in the same \tray as the G1000:
tation wherever it may conflict with this book. along the left side of the MFD (figure
f5-9). Like the CessnaCorvalis and
T r a d i t i o n ael n g i n em o n i t o r i n gs y s t e m s Corvalis TT (formerly Columbia 350i
Most older aircraft have a cylinder head temperature(CHT) gauge' and 400i), the Perspectivehae a full
screen MFD page that disPlaYs all
which monitorsthe temperatureof just one of the four or six cylindersin
engine,fuel, fuel calculations,electri-
the engine.This is a major limitation, as somecylinderswill be hotter cal, and air density data (figure l5-
than othersand the gaugemight not be installedin the hottestcylinder. I0). Pressing the MFD's ENGINE
The gaugeusesa thermocoupleprobeto measurethe temperatureof the softkey displays the EIS - Engine
block of metalformingthe top of the cylinder. page.The Perspectivediffers from the
Thermocouplesare still used in modernenginemonitoringsystems G1000 in that it forces you to view an
Initial Us$le Fuel screenafter engine
and they'remadeby bondingtwo dissimilarmetalstogether.When heat-
startup.This mekesit almost impossi-
ed, the ih"r*o"o.rple generatesa small voltageproportionalto the tem- ble to forget to set the fuel totalizer, a
perature.Thesedevicesare relativelyslow to react to changesin tem- commonissue amongG1000 users.
perature,so you shouldturn the mixturecontrolslowlywhenleaningan
engine.
52 Mar Tlescott'sG1000GlassCockpitHadbook

Monitoring cylinder head temperatureis important,since cylinders

Figure6-1 OlderEGTgaugesmonitor
onlyonecylinder.
can overheatand requireearly replacementwhich can costthousands
of dollars.Overheatingoccurswhenthe air flow coolingthe cylinder is
low relativeto the powerbeing developed.This is mostlikely to occur
at full power settings,particularly when climbing rapidly at low air-
speeds,which resultsin less air flowingover the engine.
Turbochargedengines may also overheatin cruise at higher alti-
tudes,sincethey can still develophigh power-unlike normallyaspirat-
ed engineswhich losepowerwith altitudebecauseof the thinner air-
yet are cooledby the less denseair found at higher altitudes.Whenever
you encounterhigh cylinder headtemperatures,take one or more of the
following actions:reducethe rate of climb, reduceenginepower,enrich
the mixture or, when installed, openthe cowl flaps further.
Slightlymoresophisticatedsystemsinclude an exhaustgastemper-
ature(EGT)gauge(figure6-l), as an aid to leaningthe fuel mixture.A
single thermocoupleis used to measurethe temperatureof the exhaust
gases after they exit the cylinder. Typically, the leaning procedure
includesleaningthe mixtureslowlyand stoppingwhenthe EGT reach-
es a maximum or oopeak"temperature.From there, the mixture is
enriched until the temperaturedrops some number of degreesbelow
the peak temperature. The exact number of degrees varies upon
whetherthe pilot is seekingbest power(fastestspeedbut at a higher
fuel flow) or a best economypower setting which results in a lower
speedbut a moreefficientuse of fuel.
Again, these systemsare of limited value, since the older EGT
gaugesmonitor the exhausttemperaturefrom a single cylinder, yet not
all cylinders will reach their oopeak"at the same time. Ideally, the
cylinderthat peaksfirst shouldbe monitored,sothat all othercylinders
will be running a richer mixture and will run slightly cooler.However,
there'sno guaranteethat the first cylinderto peakis the onebeingmon-
itored in theseolder installations.
In contrast,modernenginemonitoringsystemsmeasureall of the
cylindersin an engine.Thus, a six-cylinderenginewill havesix ther-
mocouplesmeasuringeach of the CHT temperaturesand anothersix
measuringall of the EGT temperatures.Turbochargedenginesoften
have a thirteenth probe to monitor the turbine inlet temperature
(TIT), which is the temperatureof the exhaustgasesenteringthe tur-
bocharger.Other typical optionsare oil temperature,outsideair tem-
perature,fuel flow rate and tools for assistingin the leaningprocess.
The GI000 engine indication systemincludes all of these modern
capabilities.

G l 0 0 0 E n g i n eP a g e
Every G1000systemhasmultiple pagesof engineinformation.The
Engine page (figure 6-2) is displayedby default and showsall criti-
cal engine,fuel and electrical indicators.Softkeysare used to access
the Systempageand a third enginepagecalled, dependingupon the
 6: EnginelndicationSystem
Chapter 53

manufacturer,the Fuel or Lean page.A completeset of Enginepages

for GI000 aircraftis shownin the Appendix.
Beforeyou start a GIOO0-equipped aircraft,turn on the PFD using
the standby battery switch, master switch or as specified by your
checklist.In someinstallations,such as the DiamondDA40, the MFD
is also on at engine start. If only the PFD is on, such as in Cessna
installations,the defaultEnginepagewill initially be displayedon the
PFD (figure l2-2). After engine start, the Engine page shifts to the
MFD whenthat displayis turnedon, usuallythroughthe avionicsmas-
ter switch. For aircraft such as the DA40, where both the PFD and
MFD are on at enginestart, the Engine pageis initially displayedon
the PFD, but shiftsto the MFD afterthat displaycompletesits self-test
and the ENT key is pushed.
The Engine page in all Gl000-equipped,piston-poweredaircraft
includesa tachometer, locatednearthe top of the page.It displaysrev-
olutions per minute (rpm) in both an analogand a digital format. With
just a quick glance,the analogneedletells you the approximatepower
setting.To setthe powermoreprecisely,usethe digital readoutbelowit.
The tachometerusescolor bands.Greenindicatesthe normaloper-
ating range,white is used for below normal operatingrangesand red
indicatesthe maximumspeed.In someaircraft, such as the Cessna
206, white alsoindicatesthe abovenormaloperatingrange.
Most aircraftwith constant-speed props,which includesall G1000-
equipped aircraftexcept the Cessna I72SP, DiamondDA40F and Tiger
AG-58, alsohavea manifoldpressuregaugedisplayedat the top of the
Enginepage.Manifoldpressure,set by the throttle,usesthe sameana-
Iog needleplus digital displayusedby the tachometer. Greenindicates
the normaloperatingrange,while white indicates the above and below
normal operatingranges.Turbochargedaircraft, such as the Cessna
T206, use red to indicatemaximummanifoldpressure.
An exceptionis the DiamondDA42 TwinStar,which has two con-
stant-speedprops, but uses an engine load indicator, rather than a
manifold pressure gauge,since the enginesare controlledby a Full
Figure6-2 TypicalEnginePagefrom
Authority Digital EngineControl(FADEC).While it has both an ana-
Diamond DA40. @GarminLtd.or its
log and digital readout,the format differs from other aircraft. Insteadof affrlietes
a round needle,the analogdisplayusesa triangularpointerthat moves
up and down.The samestyleis usedfor the tachometerin this aircraft.
Most G1000 aircraft display a fuel flow indicator-something not
generally found in older aircraft-beneath the engine manifold pres-
sure and tachometergauges.You'll find this gaugeuseful when prim-
ing the engineprior to startand to monitorfuel consumption.Generally
this display is a horizontalbar with a moving triangularpointer that
indicatesgallonsper hour. Greenis used to indicatenormalfuel flow,
and somedisplaysalso include additionaltick marksto indicatemtx-
imum cruise fuel flow and maximumtakeoff fuel flow.
An exceptionis the DiamondDA42 TwinStar,which showsonly a
digital display-probably becauseof the limited space-for the fuel
54 Ma,cllescott'sG1000GlassCockpitHotdbook

flows to eachof its two engines.Fuel flow data is alsousedfor compu-

tationsin the Trip Planningpagein the AUX groupand to displaythe
fuel rangering on the NavigationMap page.
Other engine gaugescommonlyfound on the default Engine page
are the oil temperatureand oil pressuregauges.AII of thesegaugesuse
the samehorizontalbar format,with a movingtriangularpointer that
givesa relativeindication.In manycases,the exactdigital readoutfor
oil pressureand oil temperaturecan be found by using softkeysto
reachthe EngineSystempage.Greenindicatesthe normalrange,yel-
Iow indicatescautionand red is for warning.

F u e lG a u g e s
All manufacturersodefault Engine pages include fuel gauges.
Hopefully, youovealready been trained to distrust fuel gaugesand
alwaysuse an alternateway to verify your fuel load. The best method
is to fully fuel the aircraft and personally inspect each tank to verify
that it's full and that the cap is properly in place. That guaranteesyou
a known quantity of fuel.
Next, determineyour hourly fuel consumptionrate by referringto
your aircraft'sPOH and use a watchto time the numberof hoursyou're
in the air. Historically,this hasbeenthe only reliablewayto assurethat
you don't run out of fuel.
Fuel gaugesare notoriously inaccurate. Surprisingly,FAA regula-
tions in the United Statesrequirethat fuel gaugesbe accurateat only
one point-when they registerempty! Unfortunately,by the time they
are guaranteedto be accurate, it's a little late to do anything except
land immediately.ApproximarelyI2Voof all accidentsresultfrom fuel
mismanagement issuesand these accidentsare entirely avoidableif
you alwaysvisually verify your fuel load and use a watch to measure
your flight time.
The G1000fuel gaugesuse a horizontalbar presentationand trian-
gular pointers for each tank. Green indicatesnormal, red indicates
warningand,in somemanufacturer's aircraft,yellowis usedto indicate
caution. White tick marks appearevery 5 or I0 gallons,depending
upon the capacity of the aircraft'sfuel tanks.
You'll probably be surprisedto learn that the fuel gaugescannot
indicatefull fuel in mostGIOOO-equipped aircraft.That'sbecausethe
location,shape,and positionof the fuel tanks and indicatorsmake it
difficult to measurethe first few gallons burned. For example in the
DiamondDA40, which uses20 gallonfuel tanks,the maximumindica-
tion is l7 gallons and any fuel abovethat cannot be detected.The
CessnaIB2 and 206 aresimilar:althoughthe tankseachhold 44.5 gal-
Ionsothe gaugesregistera maximumof 35 gallonsper tank. A summa-
ry of fuel gauge differences for all G1000 equipped aircraft can be
found in the Appendix.
 6: EngineIndicationSystem
Chapter 55

ElectricatSystemStatus
Let'sbe candid.The electricalsystemsof older generalaviationair-
craft are notoriouslysusceptibleto failure. One seniorflight instructor
recently told me that he has had 19 electrical failures in his flying
career!This hasbeentolerablein olderaircraft,wheresomegyroswere
run by electricity and otherswere poweredby a vacuumpump, since
an electricalfailure didn't result in the loss of all the gyros.However,
it's intolerablein modernglasscockpit aircraft wheremost,if not all,
instrumentsare electric.
That'swhy someaircraft manufacturershavea secondalternatorand
all manufacturershave a secondbatteryin their GI000-equippedair-
craft to continueprovidingpowerto somedevicesfor at least 30 min-
utes after the main battery is exhausted.Furthermore,you'll know
immediatelywhen you have an alternatorfailure, due to the excellent
annunciatorsand alerts in the G1000.This will give you time to start
conservingpowerby turning off unnecessarydevices.By contrast,in
many older aircraft, pilots often first learn of a systemfailure when the
batteryis drainedand equipmentstartsto fail! You'll find more about
electricalsystemsin Chapter12, wherewe'll discussemergencies.
Most GlO00-equippedaircraft display informationabout voltage
and current on the main Engine page' though the formats differ.
Exceptionsare the DiamondDA42 and Columbia350i and 400i, which
displaystheir voltmetersand ammeterson the Systempage.Cessnas,
for example,havea voltmeterwith a digital readoutat the bottomof the
Engine page.Two separatenumbersappear:the voltageon the main
electrical bus (poweredby the main battery)and the voltageon the
Essentialsbus (poweredby both the main and standbybatteries).
During normaloperation,both busesshoulddisplaya little morethan
24 volts.Anything lesssuggestsa dying batteryor otherproblemwith the
electrical system.When outsidethe normal limits, the digital readouts
changeto yellow or red. Someother aircraft, such as the Tiger AG-SB,
use a horizontal bar and triangular pointer for their voltmeter on the
Enginepage,but then provide a digital voltmeteron the Systempage.
Most Engine pagesalso include an ammeter,which measuresthe
amount of current in amps flowing to or from the battery. A negative
numberindicatesthat morepoweris beingdrawnfrom the batterythan
is resuppliedby the alternator.This will occurwhen you turn the PFD
on just beforeenginestart,sinceit is drawinga few ampsof power,but
the alternator,driven by the engine,isn't yet replenishingthe battery.
In flight, however,a negativecunent suggeststhat the alternatorhas
failed and that you should try to bring the alternator back on line or
start conservingpowerby turning off unnecessary items.
Cessnasuse separate digital ammeters to show the current flow to
both the main battery and the standbybattery.Someother manufactur-
ers use a horizontal bar and triangular pointer for their ammeter,but
providea separatedigital displayon the Systempage.
56 Mar Tlescott'sG1000GlassCockpitHandbook
Figure6-3 TypicalLeanpagefrom
MooneyOvation20R.o caminLtd.or its
affiliates
G1000LeanPage
Leaningan engineis critical for gettingthe speedand fuel flow you
wantoas well as for managingenginetemperatures. In the introduction
of this chapter,we describedthe genericprocedurefor leaningan air-
craft engine. However, you should always follow the recommended
Ieaningprocedurein the POH for your aircraft.The informationinclud-
ed in this sectionis advisoryin natureand, whereany conflict exists,
you must follow your POH.
To reachthe Leanpage(figure6-3), pressthe ENGINE softkeyand
then the LEAN softkey.The top of this pagereplicatesthe tachometer
and,whenincluded,the manifoldpressuregaugesfound on the default
Enginepage.Below it are bar graphsfor the CHT and EGT tempera-
turesfor eachcylinder.Again, color is important.White indicatesnor-
mal EGT and CHT temperatures,while cyan indicatesthe cylinder
selectedfor digital display of its temperature.For the CHT tempera-
tures,yellow indicatescautionand red is for warning.
Belowthe bar graphs,a digital temperaturedisplaygivesyou a more
preciseway to measureCHT and EGT temperaturefor one user selec-
table cylinder.By default,temperatures of the hottestcylinder and the
numberof that cylinder are displayed;however,you can selectwhich
cylinder is displayedby pressingthe CYL SLCT softkeyone or more
times. When a cylinder tums yellow or red, that cylinder is displayed
and the CYL SLCTsoftkeybecomesdisableduntil temperatures return
to normalor the ASSISTsoftkeyis pressed.Columbiaaircraftcontinu-
ally displayall temperatures and don't havea CYL SLCTsoftkey.
Many G1000 implementations also include on this pagea fuel flow
indicatorand, for turbochargedaircraft,a TIT indicator,both of which
are useful for engineleaning.The DA42 TwinStarand Columbiaair-
craft do not havea Leanpage.Instead,the DA42 has a Fuel page,dis-
cussedseparatelybelow,and the Columbia350i and 400i have a full
screenSystempagethat incorporatesleaningdata.
L e a n i n tgh e E n g i n e
You can lean the enginemanuallyby watchingthe temperaturesas
you adjust the mixture,or you can pressthe ASSISTsoftkeyto aid in
the process.Generally,you wouldlean afteryou'vereachedyour cruise
altitude and have set the throttle and propellercontrolsfor one of the
powersettingsrecommended by the aircraftmanufacturer,thoughsome
manufacturersrecommendsome leaning during climb. Again, it's
importantto notethat you shouldfollowthe leaninginstructionsin your
POH ratherthan the generalinstructionsprovidedhere.
For normallyaspiratedengines,pressthe ASSISTsoftkeyand slow-
Iy lean with the mixturecontrolwhile watchingthe EGT temperatures.
When the first cylinder reachesits peak or maximumtemperature,a
hollowbar replacesthe top bar for that cylinderon the bar chart.Then,
enrich the mixture slowlywhile watchingthe "APeak" display.
 Chapter6: EngineIndicationSystem J'

The A is the symbolfor the Greekletter "Delta,o'usedby engineers

to indicatechange.Thus APeak meansthe changein temperaturefrom
the peak or maximumEGT temperatureattainedwhile leaningthe mix-
ture. Oncethat peak is reachedand the mixtureis enriched,EGT tem-
peraturesdrop, and the APeak displayshowshow much that tempera-
ture has droppedby displayinga negativetemperature.AIso, the bar
graphsrecedeas temperatureslower,though the hollow bar remainsat
the peak temperature.
Aircraft manufacturerstypically specify leaning by referencingthe
changein temperaturefrom the peak temperature.For example,they
ool00orich of peak," in which caseyou
might specify best power as
*-100oF."
would enrich the mixture until the APeak display shows
Somemanufacturers,such as Columbia,supportlean of peak opera-
tion, and instead of "APeak,o'they display the number of degrees
o'ALean."
"ARich" or
Turbochargedaircraft are often leaned with a similar procedure,
thoughinsteadof peak EGI they use peakTIT as the temperatureref-
erence. The mixture is leaned until a peak TIT is detected and
enricheduntil the APeak display showsa specifictemperaturediffer-
encebetweenthe currentand peak temperatures. One differencefrom
normally aspiratedGl00O-equipped planes is that a graphicalpeak
and hollow bar is not displayedfor turbine inlet temperatures.
If your turbochargedaircraft regularlyreachesthe samepeak tem-
peratureduring leaning,you can savesomewearand tear on your tur-
bochargerby simply leaningto the final temperature,insteadof lean-
ing first to peak and then enrichingback to the final temperature.That
way, your turbochargerdoesn'texperiencethe higher peak tempera-
tures. Of course,you shouldcheck with your aircraft manufactureror
mechanicbeforeusing this procedurefor your airplane.

G l 0 0 0 S y s t e mP a g e
To reachthe Systempage(figure6-4), pressthe ENGINE softkeyand
then the SYSTEMsoftkey,exceptfor the Columbia350i and 400i and
later DA40 modelswhereyou just push the ENGINE softkey.The top of
this page replicatesthe tachometerand, when included, the manifold
pressuregaugesfound on the default Engine page.Below these,it dis-
plays numeric readoutsfor critical engine,fuel and electrical gauges,
many of which are displayedin analogformat on other pages.Numbers
are displayedin white when indicationsare in the normal range.Their
colorschangeto yellowfor cautionand red for wamingwhenyouoreoper-
ating outsidenormallimits. Typicallyvoltmeter,ammeter,oil temperature
and oil pressurereadingsare displayed.
The Systempage probably varies more acrossaircraft manufactur-
ers than any other page.For example,in Columbiaaircraft and later
DA40 models,it's a full screenpage.One of its most importantfunc-
tions is the fuel totalizer,which displaysthe fuel flow rate,the number
of gallonsusedand the numberof gallonsremainingin the tanks in all
58 MacTlescott'sG1000GlassCockpitHandbook
Figure6-4 TypicalSystempagefrom
Cessna T206. o GarminLtd,ot tts alftliates
in orderto work
aircraft(exceptfor TigerAG-58aircraft).However,
correctly,it is critical that you resetthefuel totalizerwheneaeryou add
fuel to the tanks.Also, the fuel rangering and trip planningfunctions,
describedin Chapter7, will not indicateproperlyif the fuel quantityis
not reset. Since this item does not appear on some manufacturers'
checklists,it is easyto forgetto do this at enginestart.
The fuel totalizeris resetusing softkeysfrom the Systempage(except
for the DA42 TwinStar,wherethis informationis on the Fuel page).The
exactimplementationvariesby manufacturerand revisionof the G1000
software.Note that pressingthe RST USED softkeydoesnot affect the
fuel quantity displayedby the fuel tank indicators;it only changesthe
fuel totalizerfunctions,such as the fuel used and fuel remainingdis-
plays,the trip planning calculationsand the fuel rangerings.
In someearly Gl0O0-equippedaircraft, there is only one softkey,the
RST USED softkey.You should only use it when the tanks are full.
Otherwise,the totalizerwill indicatethat you havemorefuel than is actu-
ally onboard.The latest Cessnaand Columbia revisions have a RST
FUEL softkeyinstead,howeverthe key has the oppositeeffect in each
plane.In Cessnas, pressingthe softkeysetsfuel to zero;in Columbiaair-
craft, it setsfuel to full tanks! Pilotswho fly both aircraft needto remem-
ber this difference.
Most cunent softwareversionsalso haveINC FUEL and DEC FUEL
softkeys.Pushingthesekeysincrementsor decrements the fuel totalizer
by one gallon at a time, to accountfor adding less than full fuel to the
tanks.Cessnas, however,havea GAL REM softkeywhich leadsto addi-
tional softkeys.Thesekeys allow you to set fuel to the tabs,to full tanks,
or to add or subtractfuel in one and ten gallon increments.Additionally,
someaircraft,like the DiamondDA40, displayadditionaltotalizerinfor-
mationon this pagesuchas "Endurance,"the time to fuel exhaustionand
'oRange,"the distancethe plane can fly in nautical miles until fuel
exhaustion.
OtherFunctions
Most manufacturers implementon the Systempagesomeindication
of the aircraft'stotal running time. For example,Cessnaand Mooney
display "ENG HRS," which is essentiallythe ootach time" that older
aircraftdisplayon their tachometer. This meterruns in real time when
the engine is at full power and runs slowerat low power settings.It
indicatestotal engineuseand is typicallyusedby maintenanceperson-
nel to measuretime betweenoil changesand other inspections.If
you'rea renterpilot, this is one of the numbersthat you may be asked
to log in additionto the Hobbstime.
Other aircraft, such as the DiamondDA40 and Tiger AG-SB, dis-
play "Total Time in Service,"insteadof enginehours.For Diamonds,
this display beginsincrementingwhen the aircraft becomesairborne;
for the Tigerit incrementsabove800 rpm. The DA42 TwinStaralsodis-
playsTotalTime in Service,thoughit is foundon the Fuel pageinstead.
 6: EngineIndicationSystem
Chapter 59

Some aircraft, such as Cessnaand Tiger, use a vacuum pump to

powerthe standbyattitude indicator,while others,like Diamond,power
it electrically.The vacuumgaugefor the CessnaI82 and 206 is found
on the Systempage;in the Cessna172, the vacuumgaugeis on the
main Enginepage.Tiger usesa suctiongaugeon the instrumentpanel
which is separatefrom the G1000. Columbiaaircraft display oxygen
pressureon this pageand havea softkeyfor tuming the oxygenon and
off.

DA42TwinStar
The DA42 TwinStarhas a Fuel page insteadof a Lean page (see
Appendix).It containsall of the fuel totalizerfunctionsjust discussed
for the Systempage,such as fuel quantity and fuel flow for each tank.
The diesel version of this aircraft also has digital fuel temperature
gaugesfor eachtank, due to the variabledensityofJet-A fuel at differ-
ent temperatures. The Fuel pagealso displaysgallonsremaining,gal-
Ionsused,enduranceuntil fuel exhaustionin hours,and rangein nau-
tical miles.TotalTime in Serviceis also shown.
The TwinStardefault Engine pagealso differs from other manufac-
turers'pagesin that it includesa coolanttemperaturegauge'since its
135-hp Thielert kerosene-powered diesel enginesare liquid-cooled.
Analog fuel temperatureindicatorsfor each tank also appearon this
page.
The TwinStarSystempageis unique in that it includes a gearbox
temperatureindicator.The gearboxesconnecteach engineto its pro-
peller and they allow the propeller to run at a lower speed than the
engine.The temperaturesare displayedin degreesCelsiusand green,
yellow,and red are usedto indicatenormalocautionand warningtem-
peratures.

Summary
One strengh of the G1000 systemis that manufacturerscan cus-
tomizeit to their aircraft.Nowheredoesthis showup morethan on the
engine pages.As a GI000 pilot, you'll want to get familiar with the
enginepagesfor the particular plane you fly. If you fly different G1000-
equippedaircraft,perhapsas a flight instructor,you'll find manysimi-
larities betweenthe aircraft, though in somecasesyou may have to
hunt to find a particularfunction,sincedifferentplanesimplementthe
samefunction on differentpages.

engineindication systemand to be consistentin your use of it every

time you fly the aircraft. After all, significantly overheatingthe cylin-
ders a singletime could lead to an early overhaul.
60 Mar Tlescott'sG1000Glas CockpitHotdbook

In the next chapter,we'll exploreall of the MFD exceptfor the EIS

portionthat we'vejust discussed.While the enginepageshelp you pre-
servethe investmentyou'vemadein your engineothe rest of the MFD
makesflying a joy sinceit helps makeyour flying easierand safer.
 Chapter 7:
MFDOverview

I f you like the PFD, you'regoingto love the MultifunctionDisplay or

MFD. The only downsideis that it's located on the right side of the
instrumentpaneloso you may have to arm wrestlethe copilot to get to
use it. In flight, this displaybecomesthe primaryway to monitorengine
dataand the airplane'sprogressalongthe routeof flight. It alsodisplays
traffic, weatherand terrain and providesaccessto airport and naviga-
tional aid data,trip and flight planning,and all auxiliaryfunctions.
Someof thesefunctionsare availablefrom the PFD, but when dis- P er sp e c t i v e
playedon the MFD they are usuallylargerand moredetailed.While the
Most of the MFD featuresare the same
PFD servesthe yeomanfunction of flying the airplaneothe MFD is the for the Gf000 and Perspective.The
true addedvalue in the glasscockpit for its databases, real-timeinfor- CRS, HDG and ALI knobs, found on
mationand trip and flight planningfunctions.Understanding it fully will the MFD in G1000 systems,are found
reduceyour workloadand makeyour flying safer. on the Perspective'scenter console.
The Perspectivedisplays a Desti-
Organization nation Airport Information window in
the upper right instead of the COM
Physically, the MFD hardware is identical to the PFD, except in the
radio frequencies. The Perspective's
Perspective and aircraft with the GFC 700 autopilot. Both displays share track vector is a solid blue line seg-
the same part number and could be swapped by an avionics technician ment insteadof a white, dashedarrow
and still work. Thus, all of the control knobs on the bezel are identical (figure I5-I3). Pagenavigationon the
on both units and in many cases perform the same function. For exam- Perspective'sMFD varies depending
ple, the ALT and HDG knobs on both displays perform identically. The upon the version of softwareinstalled
in the aircraft. In early Perspective
radio controls also perform the same functiono however,are totally inde-
aircraft, it's identical to the GI000. In
pendent, so you can adjust COMI from the PFD while your copilot uses later softwareversions,the pageguide
the identical knobs on the MFD to adjust COM2. displays the page names for every
In a few cases, the controls provide similar but different functions' page in the currently selected group
For example, the FMS knobs on both displays are used for data entry. (figure 15-14). The page guide disap-
However, on the MFD, you'll also use them to select the map and infor- pears after a user-settable timeout.
Later softwareversionsalso include a
mation pages available only on the MFD. The particular page selected
new Flight Data l.ogging feature that
by the FMS knobs is shown pictorially in the lower right corner of the automaticallystorescritical flight and
display. As you probably guessed, the softkeys on the MFD are also engine data on an SD data card.
totally different from those on the PFD.
62 Max Tfescott'sG1000GlassCockpitHutdbook

The engine indication system,

describedin the last chapter,occupies
the left portion of the display. It's
placed there so that you can monitor it
Statusbar has
Figure7-1 Navigation
datafields.o carmrn
fourconfigurable easily during flight without having to look far from the PFD. Softkeys
Ltd. or its affiliates 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 showsdistance 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
youorein flight. Next to it, the orientation of the current map (e.g. North

Figure7-2The MFDincludesthe
mapsand
engineinstrumentation,
other data. @GarminLtd.or its affiliates
 Chapter7:MFDOverview 63

Up, Track Up) is displayed.You shouldnote that while this orientation

can be changedfor somemap pages,others are only displayed North
Up, which might be confusingas you changepages.Belowtheseboxes,
map legendsfor the topographicaland weathermapscan be displayed
(figore 7 -2).
In the lower right corner,the currentmap range,set by twistingthe
rangeknob, is displayed.Alternatively,the rangecan be set automati-
cally with an auto-zoomfunction.Rangesvary dependinguponthe map
displayed,but the NavigationMap page,for example,can be zoomed
from a 500-foot scale out to a 2000-nm scale. To the left of the map
rangewindow,the weatherstatusbar usesiconsto indicatewhich data-
link weatherproductsare cunently selectedfor display.
You can openadditionalwindowsalongthe right side of the display.
For example,pushing the FPL key brings up the Active Flight Plan
window. Instrumentproceduresselectionsare also displayedin this
areawhile using the PROC key. Also, tables of waypointinformation
are displayedin this areawhenpagesfrom the WPT and NRSTgroups,
describedlater in this chapter,are selected.

N a v i g a t i n tgh r o u g ht h e M F Dp a g e s
As mentionedabove,the FMS knobsservetwo functions.One is to
selectthe current pageviewedon the MFD and the other is to enter
data and make selections.Garmin GNS 430 and GNS 530 userswill
quickly recognizeboth usesof theseknobs.
Think of the pagesin the MFD as organizedinto relatedgroupsor
chaptersin a book (figure7-3). You can selectfour groupsor chapters
of pagesby turning the large FMS knob. The groupsare MAP, WPT
(waypoint),AUX (auxiliary)and NRST(nearest).As you turn the large
knob,the label for the groupselectedwill be highlightedin cyan.Note:
there'salso a fifth pagegroup that's activatedby pushing the FPL key, Figure7-3 The MFD'sPageguide
which we discussin Chapter9. showsthatthe firstpagewithinthe
MAPgroupis selected.
Next to the grouplabels are a seriesof open squares'which repre-
sent the number of pagesin the currently selectedgroup.One of the
squareswill alwaysbe filled in, indicating the pagewithin the group
that'scurrentlydisplayed.You can selectother pagesin the groupby
turning the small FMS knob. Each pagehas a nameand you'll find it
at the top of the MFD displayjust belowthe NavigationStatusbar.
Organizationally,the most commonly used $oups and pages are
locatedat eachend, so that you can reachthem quickly. For example,
twisting both knobs to the far left selectsthe NavigationMap page
which is probablythe one most usedin flight. Twistingthe large knob
to the far right brings up the NearestAirports page,which may be
important in an emergencY.
If you ever get lost while navigatingthe pagesand want to get back
to a known state,push the CLR key and hold it for two seconds.This
will take you to the NavigationMap page,which is the first pagein the
64
TIP
o'yes"or
Think of the ENT key as the
"forward" key. Push it to enter data or
make a selection.The CLR key, in the
words of a fellow Master CFI, can be a
lifesaver. Think of it as the "noooor
"back" key. If you make a mistake and
need to go back, pressthe CLR key. Or,
ifyou've presseda key which bringsup a
new window that you didn't want, press
the samekey a secondtime to removethe
window. This works with the MENU,
FPL, PROC and Direct-to keys. Finally,
the MENU key accessesthe options
available for a particular page.
MaxlTescott'sG1000GlassCockpitHmdbook
MAP group.You can then get to any otherpageeasilyfrom this known
position.
E n t e r i n gD a t a
The FMS knobs are also used to enter data and make selections.
Knowingwhich oneto twist can occasionallyconfuseevenexperienced
users,but there are somegeneralizations that will help you in using
theseknobs.
First, to makea selectionor enterdata,you needa cursorhighlight-
ing the field-which is a computerterm for an elementor category
within a group-that you want to select. If you don't see a flashing
white cursor, then push the FMS knob once to display one. When
you'vefinished enteringdata or when you want to use the FMS knobs
to selectanotherpage,push the FMS knob a secondtime and the cur-
sor will disappear.
Oftenwhenyou go to makea selectionor to enterdata,therewill be
many differentfields from which to choose.For example,while enter-
ing a flight plan, you might chooseto selectyour airport by entering
eitheran airportidentifier,airportname,city nameor selectfrom a list
of recentlyused waypoints.The large knob will generallybe used to
selecta particularfield. In this case,you'd use it to scroll to the city
namefield if you knowthe city in which an airportis located,but don't
know the airport identifier or name.
Once you've reached a particular field, you sometimeshave to
choosebetweentwo or morefixed choices.For example,when select-
ing an instrument approach,you need to select from among the
approachesavailableat that airport.The small FMS is generallyused
to selectfrom amongchoiceswithin a particularfield.
Often, once you've selecteda field with the large FMS knob, you
needto entera numberof characters,suchas an airportidentifier.Stan
an entry by turningthe small knob until the first characteris displayed.
Then use the large FMS knob to selectthe next position(e.g.the sec-
ond positionin a stringof four characters)and usethe small FMS knob
to selectthe next character.Rememberingthesegeneralrules will help
you becomea pro at using the FMS knobs and accessingthe many
pagesof informationin the MFD.
This is fine when everythingis goingwell, but what if you have to
recoverfrom a mistakeduring data entry? If you'vepushedthe FMS
knob and are enteringdata,eitherintentionallyor unintentionally,you
can push the FMS knob again to get back whereyou were.AIso, this
removes any charactersyou were entering-provided you haven't
pushedthe ENT key.
W o r k i n gw i t h C h e c k l i s t s
Most manufacturersnow include electronic checklistswith their
Gl0O0-equippedaircraft,thoughmany early aircraft shippedwithout
 Chapter7: MFD Overview 65

this feature. Manufacturers are

responsiblefor the content of the
checklistsand for any updates.As a
user,you won't be able to make any
changes to the checklist and you
should be awarethat it's intendedto
supplementonot replace the check-
lists in your POH. Also, you wonotbe
able to use the electronicchecklists
for engine start in many aircraft,
sincein mostof them the MFD does-
n't comeon until after enginestart.
When the MFD is first powered
up, it will list the current checklist
file installed in the aircraft. If none
exists, "CHECKLIST FILE NOT
PRESENT"will be displayedand the
CHKLIST softkeyis grayedout. Figure7-4 Pressthe ENTkeyto check
To use the checklist, press the CHKLIST softkeyfrom any page. off an itemon the checklist.o Garmln
Ltd, or its aftlliates
Then,you'll wantto selecta particularset of procedures. Tirrnthe large
FMSknob to selectthe GROUPfield, turn the smallFMSknob to select
a procedureand pressthe ENT key.Then selecta checklistfrom with-
in a group by turning the large FMS knob to the CHECKLISTfield,
scrollingto the desiredchecklistand pressingthe ENT key (figure7-4).
You can scroll to select any item, which will turn it from cyan to
white. Checklistitems are precededby an open square.As you com-
plete each item, pressthe ENT key or the DONE softkeyto place a
checkmarkin the square.This turns the item cyan,movesthe cursorto
the next item on the list and highlightsit in white.To removea check-
markoscroll to highlight an item and press the CLR key. When you
o'GOTO THE NEXT CHECKLIST?" is high-
completea checklisto
lighted.Pressthe ENT key to moveto the next checklist.
In an emergency,press the CHKLIST softkey and then the
EMERGCY softkey,which will take you to the emergencyprocedures.
To exit the Checklistpageand return to the previouspage,pressthe
EXIT softkeyor pressthe CLR key.

MAPGroupPages
MapPage
Workingwith the Navigation
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 awarenessand can be configured in dozens ofways to convey
ih" infot-"tion that's most important to you at a particular time. You'll
66
Figure 7-5 Hold the CLR key for two
secondsto easily accessthe
NavigationMap page. @Garmin Ltd.or its
aftiliates
Figure7-6 Softkeysallowyouto layer
ontothe
of information
a combination
map. O Garmin Ltd. or its affiliates
MaxIlescott'sG1000GlassCockpitHandbook
undoubtedly use this page more than
any other in flight.
t'1 The easiest way to work with this
l r
i
page in flight is to add or subtract lay-
; t:.
ers of different information from the
iil
map. Much of this can be done with
l
ir
the MAP and DCLTR softkeys. The
MAP softkey accessesa 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 screenby 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, intersectionsand special use airspace.The easiestway to use
the key is to press it successivelyuntil 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.
Somemap featuresare automatical-
ly removedas you zoomout the map range.This keeps the map from get-
ting too cluttered as you view larger areas.To someextent, you can spec-
ify at what map range the features disappearby using the MENU key.
The MENU key is used to accessmost 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 accessedby pressing the MENU key,
choosing "MAP SETUP" and pressing the ENT key. What may not be
obvious 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.
Na v ig a t i o n M a p P a g e - T o p o g r pah i c a l I n f o r m a t i o n
The topographical map is certainly the most beautiful of all the map
displays. It uses color to display the elevation of the land and blue to
represent 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 land
below to the features seen on the MFD and your sectional chart.
To turn on topographical information, press the MAP softkey and
then the TOPO softkey. Notice that the TOPO softkey is now grayed
out, indicating that topographicaldata is selected.Pressingthe TOPO
 Chapter7: MFDOverview 67

key again turns off the topographicalmap. When it's

off, navigationdatais presentedon a black background
(figure7-7).
You can alsoenablea legend(figure7-B),displayed
in the lower right cornerof the MFD, that showswhich
colorscorrespondto eachelevation.To enableit, press
the MENU key,select"Map Setup,"and pressthe ENT
key.In the "GROUP" field at the top of the windoq use
ooMup"if it's not already
the small FMS knob to select
displayed.Then scroll the cursor with the large FMS
knob to highlight the field across from "TOPO
SCALE."Usethe smallFMS knobto select"ON," and
pressthe FMS knob to removethe window.
Notethat the topographicallegendor scalealsodis-
Figure7-7 Turningoff topographical
plays informationrelevantto your flight. For example, datareducesbrightness at night.
the minimum and maximum elevationscurrently displayed on the @ Garmin Ltd. or iE afliliates
NavigationMap pageare listed numericallyat the top of the box and
graphically,by a black rangeindicator,to the left of the columnof ele-
vationnumbers.You'll noticethat as you zoomin and out, thesefigures
change.AIso,your currentaltitudeis shownby a white line on the right
sideof the display.If you keepthe white line abovethe rangeshownby
the black line on the left, you'll be flying aboveall terraincurrentlydis-
playedon the MFD. FinallS if you enablethe map pointer by pushing
thejoystick,the elevationunderthe mappointeris indicatedby a white
arrow in the legendbox. Map pointer positionand elevationinforma-
tion are alsodisplayedat the top of the MFD'

n a p P a g e - T e r r a iInn f o r m a t i o n
NavigatioM
Terrain awarenessinformationcan help keep you out of the rocks,
particularlyat night when you may not be able to seethe terrain.You
can display it on the NavigationMap pageby pressingthe MAP soft-

the Terrain Proximitypage,which is the last pagein the MAP group

and is discussedlater in this chapter.
The GI000 has a databasethat divides the map into grids, each
approximatelyt/, x t/rmile in size,and lists the highestland elevation
*iitti" each grid. It comparesyour presentaltitude with this data and

Figure7-8 Topographicallegendalso
displayed
indicatesrangeof elevations
On map. @ Garmin Ltd. or its effiliates
you, red is displayed.
68 MacTrescott's
TIP
You may want to deselectthe topograph-
ical map display at night or when in the
clouds; the bright colors can be distract-
ing in a dark cockpit. If you do this, make
sure you are displaying terrain, by push-
ing the MAP softkey and the TERRAIN
softkey.This way you'll be alerted to any
high terrain in your path. Anytime-day
or night-you're using TERRAIN, you'll
want to deselect it after you're safely in
the traffic pattem at your destination, so
that you're not distracted by the entire
display tuming red as you approach to
land!
Hotdbook
G1000GlassCoclepit
It's importantto notethat in almostall GIO0O-equipped aircraftthis
is a terrain awarenesscapability and not a tenain warning system'
since it doesnot prouideany aural or aisual uarning of higher terrain.
Thus, you are totally responsiblefor enablingterrain informationand
monitoringit to assurethat you maintaina safealtitude.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),
originallyfoundonly in Beechcraftand Columbiaaircraft,is now avail-
able for mostGlO00-equippedaircraft.
NavigationMap Page-TrafficInformation
Traffic information from your Mode S transponder,or other traffic
system,can also be layeredon top of the NavigationMap page.First,
press the MAP softkeyand then pressthe TRAFFIC softkey,noting
that it becomesgray, indicating that traffic data is displayed.Press
TRAFFIC a secondtime to deselecttraffic information.Alternatively,
if you only want to view traffic data, you can turn to the Traffic Map
page,the secondpagein the MAP group,which is discussedlater in
this chapteralongwith more detailsaboutusing traffic informationon
your G1000 system.
Traffic information from a Mode S transponderonly extendsout 7
miles from your presentposition.However,you may find that you like
having the NavigationMap page zoomedout considerablyfarther, so
that you can seeyour next waypointand surroundingterrain. At high
map ranges,however,traffic informationis tightly clusteredin the cen-
ter of the map,makingit difficult to see.
A solutionis to set one map, such as the Inset Map on the PFD, to
a relativelysmall rangelike two or threemiles,so that you can seesur-
roundingtraffic and leavethe MFD at a longerrange.Alternatively,you
can leave the MFD at a longer rangeand, wheneveryou get a traffic
alertoturn the MFD'ssmall FMS knob oneclick to selectthe TRAFFIC
MAP page,which you can leaveset at a smallerrange.
NavigationMap Page-Weather
Softkeys
There are three other softkeys,STRMSCP,NEXRAD and XM
LTNG, which you can use to layer weather information onto the
NavigationMap page(figure7-5). If you havethe Stormscope optionin
your aircraft:pr€ssthe MAP softkeyfollowedby the STRMSCPsoftkey
to add lightning informationto the page.This also brings up a box in
the upper right cornerof the displaywhich tells you the rate at which
strikes are being detectedand the mode in which the Stormscopeis
operating.To selectCell or Strike mode,you'll need to go the Storm-
scopeMap page,which is usually the third page in the MAP group.
We'll discussthat pagelater in this chapterwhen we go into greater
detail on the use of the Stormscope.
 Chapter7: MFD Overview 69

While using the Stormscope,you'll want to periodicallyclear the

displayof accumulatedlightningstrikesto get a betterpictureof where
the current storm activity is located.To do this from the Navigation
Map page, press the MENU key, scroll to select "Clear Stormscope
Lightning" and pressthe ENT key.
If you havethe Garmin Data Link moduleand a subscriptionto an
aviationweatherpackage,you can enableNEXRAD Radarimagesand
data-link lightning imagesfor displayon the NavigationMap page.To
enableradarimages,pressthe MAP softkeyfollowedby the NEXRAD
softkey.This will bring up a legendin the upperright cornerof the dis-
play, gray out the NEXRAD softkey and add radar imagesto the cur-
rent display.NEXRAD radar is discussedin great detail in the next
chapter.
To add data-link lightning to the page,pressthe MAP softkeyfol-
Iowed by the XM LING softkey.Note that you can only display one
sourceof lightning at a time, so Stormscopedata will be deselected
anytime you press the XM LTNG key. There are many differences
between the two types of lightning data. You'll learn more about
Stormscopedata Iater in this chapterand aboutdata-link lightning in
the next chapter.

RangeRing
NavigationMap Features-Fuel
There are severalmap featuresthat you may find useful in different
situations.One of my favoritesis the Fuel Range Ring (figure 7-9).
When enabled,this displaystwo yellowrings aroundyour currentposi-
tion. Takinginto accountyour cunent airspeed,winds
aloft, fuel flow and remainingfuel, a dashedyellow
ring indicatesthe distanceyou can fly until reaching
your fuel reserve.An outer yellow ring indicatesthe
distanceyou can fly until fuel exhaustion.AII of this
can be calculatedmanually,but the graphical Fuel
RangeRing is moreintuitive and easierto use.
To enablethe Fuel RangeRing, pressthe MENU
key,select"Map Setup"and pressthe 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
minutesof reservefuel to be used in the calculations
and pressthe ENT key. Pushthe FMS knob to remove
the Map Setupwindow.
The Fuel RangeRing is particularlyusefulwhenfly-
ing long legs as it helps calculatewhetheryou'll have Figure7-9 FuelRangeRingsshow
sufficient fuel to reach your destination.Since the calculationis based time and distanceto reservefuel and
upon curTentgroundspeed, you'll want to monitorthe ring throughoutthe distanceto fuelexhaustion.
flight in casewinds becomeless favorableand you can no longerreach @GarmlnLtd' or its affrliates
 MacTlescott'sG1000Glass
Figure7-10Thewindvectorcontinual'
ly displayswindsaloft,in thiscase27
knotsfromthe east.@Garmin Ltd.or its
effiliates
Figure7-11Thetrackvectorshows
the distanceyou'lltravelin the next
minute. @GarminLtd.or its affitiates
your destination.It's an excellenttool for watchingthe effectsof power -
adjustmentsand fuel leaningupon your range.If, for example,you find
that your destinationis betweenthe rings but you want to land with your
full fuel reserves-always an excellent practice-you may be able to
avoida fuel stopby adjustingthe poweror leaningto a moreefficient set-
ting which movesthe rings out farther and allows you to land with full
reserves.
Vector
NavigationMap Features-Wind
You'll neverhave to guessagainwhich way the wind is blowing if
you enablethe Wind Vector(figure7-I0). It displaysthe directionand
strengthof the wind in a box in the upper right corner of the MFD.
You'll find this useful en routewhile seekingan altitudewith the most
favorablewinds or while on final approach,whether flying visually or
under an instrument approach, to determine how the crosswind
changesas you descend.This is a featureyou'll probablyset onceand
alwaysleaveenabled.
To enable the Wind Vector,press the MENU key, select "M"p
Setup" and pressthe ENT key, scroll to selectthe "Mapoogroup and
pressthe ENT key.Then scroll downusing the large FMS knob oppo-
ooON." Push
site WIND VECTORand usethe smallFMS knob to select
the FMS knob to removethe Map Setupwindow.
NavigationMap Features-Track
Vector
The track vectoraddsa dashedcyan arrowto the front of the aircraft
symbol,which indicatesthe distanceyou will travel in the next minute
(figure7-Il). The anow helps you maintainthe correctheadingas you
follow a courseand may help you gau1ewhen to start turning to inter-
cept a course.The track vectoris enabledin the sameway as the Wind
Vector,describedabove,exceptthat you'll scroll to the field opposite
TRACKVECTOR.t
NavigationMap Features-Nav
Range
Ring
The Nav RangeRing puts a compasscard around
the aircraft position indicator.This makes it easy to
identify your current ground track and the heading
toward any other feature on the map (figure 7-12).The
distancefrom the aircraftpositionindicatorto the com-
passcard ring is labeled,and this distancechangesas
you zoomthe map range in and out, Ieavingthe Nav
RangeRing a constantsize.The distanceis alwaysone
quarter of the map range.
Someinstructorslike using the Nav RangeRing to
determinethe headingthey'll need to enter a holding -
pattern.Othersfind that it is a quick way to estimate
the distanceto anyfeatureon the map.To do that, zoom
f Seepage223 lor updatesto this leature.I'or the Perspective,seefigure l5-13.
 Chapter7:MFDOverview 7I

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.

n a pF e a t u r e s - M a P
NavigatioM
Orientation
The NavigationMap 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 designedto use. There are four
different orientations:
North Up - Top of the maP is North
Track Up - Map alignedwith groundtrack
Figure 7-12The Nav RangeRing
DTK Up - M"p alignedwith DesiredTrack set by flight plan showscompassheadingsand distance
Heading Up - Map aligned with aircraft's current heading Ltd.or itsaffili-
tO compass ring. @Garmrn
North Up can be useful for reviewing the points of a long cross coun- afes

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 confusingto 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 generallyrecommended.
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.

N a v i g a t i o nM a p F e a t u r e s - A u t o - Z o o m
The auto-zoomfeature keeps the active waypoint displayed and pro-
gressively zoomsto lower and lower ranges as you approach a waypoint'
Figure 7-13 Map orientationis set with
iopping at the 1.5 nm range.t This is an alternative to manually zoom- the MENU keYand MaPSetuPcom-
lng th" ,utg" using the range knob. Whenever you use the range knob' mand. O Garmin Ltd. or its affiliates
u.rto-roo- is temporarily disabled until you reach the next waypoint.
72
Mar Trescott's
Figure7-14Toseethe heightof an
obstacle,panthe mappointerontothe
obstacle. @ Gamln Ltct.or tE eflltlates
G1000GlassCockpitHutdbook
To selectauto-zoom,pressthe MENU key, select"Map Setup" and
pressthe ENT ke5 scroll to selectthe "Map" groupand pressthe ENT
key. Then scroll down using the large FMS knob opposite AUTO
ZOOM and use the small FMS knob to select "ON." Push the FMS
knob to removethe Map Setupwindow.
Data
NavigationMap Features-Obstacle
Most versionsof the Gf000 have an obstacledatabase,which con-
tains data on broadcasttowersand other obstacles.Theseare displayed
usingthe sametowersymbolsusedon sectionalcharts(figure7-14).You
can also set a map rangesetting-up to 50 nm-above which obstacles
won'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 of
obstacles,so you must monitor the display to becomeawareof them.
To displayobstacledata,pressthe MENU key,select"Map Setup"and
pressthe ENT key, scroll to selectthe'oMap" group and pressthe ENT
key. Then scroll down using the large FMS knob oppositeOBSTACLE
DATA and usethe smallFMSknob to select"ON.o'Thenscrollto the next
field with the large FMS knob and use the small FMS knob to select a
maximumrangesetting.Pressthe ENT key and then push the FMS knob
to removethe Map Setupwindow.To seethe height of an obstacle,push
the joystick and pan the map pointeron top of the obstacle.
Navigation
MapFeatures-Measuring
Bearing
and
Distance
The G1000 provides an easyway to measurethe distancebetween
any two points on the NavigationMap page.To accessito push the
MENU key, scroll to "MeasureBearing/Distance"and pressthe ENT
key. Using the Rangeknob, pan the map pointerto the first point and
pressthe ENT key.Then pan the mappointerto the secondpoint (don't
push the ENT key!) and read the bearingand distanceinformationin
the upper left cornerof the display.To cancelthis function,pressthe
Rangeknob or pressMENU, scroll to "Stop Measuring"and pressthe
ENT key.
NavigationMap Features-Land
Data
Youcan alsodisplayland data,suchas riversolakes,roads,borderso
etc. To displayland data,pressthe MENU key,selectooMap Setup"and
pressthe ENT ke5 scroll to selectthe ooMap"
groupand pressthe ENT
key. Then scroll down using the large FMS knob oppositeLAND DATA
and use the small FMS knob to select"ON." Pressthe ENT kev and
then push the FMS knob to removethe Map Setupwindow
N a v i g a t i oM
n a p - M a n a g i n gt h e D a t a
The Navigation Map page can display an abundanceof informa-
tion-so much so that if it wereall displayedwhenyou zoomout to the
Iongerranges,the screenwould be totally obliteratedwith data and be
 7: MFDOverview

unusable.Therefore,the G1000hasthe capabilityfor you to specifyat

what range settingsdifferent types of data disappearas you progres-
sivelyzoomout the map.Theseparametersare setusingthe MENU key
and are distributedamongseveralmap groups.
M a p G r o u p - S e t t i n gT o p o g r a p h i c aal n d T e r r a i nR a n g e s
You can set the topographicaland terrain data to turn off when
you'vezoomedbeyonda particularmap rangeby usingthe MENU key
and the Map Group.Also, thesedata typescan be totally turned on or
off throughthe MENU key or the MAP softkeys.
To accessthesefunctions,pressthe MENU key,select"Map Setupoo
and pressthe ENT key, scroll to selectthe "Map" groupand pressthe
ENT key. Then scroll down using the large FMS knob oppositeeither
TOPO DATA or TERRAIN DATA (figure 7-15). use the small FMS
knob to select66ON"to turn the dataon or select"OFF." Scrollwith the
largeFMS knob to the next field and usethe small FMS knob to select
the map rangeat which this datatypewill no longerbe displayed.Press
the ENT key and then push the FMS knob to removethe Map Setup
window.You can verify that the data disappearsat a particular map
range by turning the Rangeknob.
W e a t h e rG r o u p - S e t t i n gW e a t h e rR a n g e s
You can turn the Stormscopedata on and select its mode via the
Figure7-15 In thiscase,topographical
datawilldisplaYuPto the 1500nm
fange. @Gamin Ltd.or its affiliates

To accessthesefunctions,pressthe MENU keF select"Map setupo'

window.
Traffic Group-Setting TrafficTypesand Ranges
Traffic informationcan be configuredthroughthe MENU key using
the Traffic group. It allows you to turn traffic information on the
NavigationMap pageon and off and selectthe modeof operation.
o'MapSetupo"
To ac"es. thesefunctions,pressthe MENU key,select Figure7-16TheWeathergrouPlets
yousetthe maximummaprangesat
and
whichthe lightningsYmbols
NEXRAD radar appear. @Gattrl,inLtd.or
its affiliates

ENT key to selectone of the following:

. All Traffic - display all traffic types
o TA/PA - display Traffic Advisories and Proximity Advisories
. TA Only - display only Traffic Advisories
74
Max TTescott's
Figure7-17Withthissetting,traffic
labelsdisplayup to the 50 nm range.
@ Garmin Ltd. or its afftliates
Figure7-18Here,smallairportlabels
aresetto displayin mediumsizetype.
@ Garmin Ltd. or its affiliates
G1000GlassCockpitHandbook
taffic Advisoriesare issuedfor aircraft within ll2 mile horizontally
and 500 feet vertically and are displayed in yellow. Proximity
Advisoriesare issuedfor traffic that'sfurther away,but still within 4 nm
horizontallyand 1200 feet vertically of your aircraft and are displayed
in white.
You can also specify that traffic data be turned off when you're
zoomedout beyonda particular map range.To accessthis, pressthe
MENU key and select ooMapSetup" and the "Traffic" group as
describedabove.Scroll to the TRAFFIC SMBL field and usethe small
FMS knob to selecta rangeup to 300 nm and pressthe ENT key.
Each traffic targetdisplaysthe hundredsoffeet separatingyou verti-
cally from the traffic and showsan up or down arrow if the traffic is
climbingor descendingmorethan 500 feet per minute.You can set the
map rangebeyondwhich theselabels are no longerdisplayedwith a tar-
get. Pressthe MENU key, go to the "taffic" group as describedabove
and scrollto the TRAFFIC LBL field. Usethe smallFMS knob to select
a maprangeup to 300 nm and pressthe ENT key (figure7-I7).
A v i a t i o nG r o u p - C o n f i g u r i n gA v i a t i o nD a t aL a b e l sa n d R a n g e s
In the AviationGroupsettings,you can selectthe text sizeof labels
usedfor airports,intersections,navaidsand airspace.It alsoallowsyou
to selectthe maximummap rangeat which each of thesewill be dis-
played. Finally, you can choosethe maximummap range settingsat
which the waypointsand magentaline generatedby an active flight
plan are displayed.
The differenttypesof data that can be configuredinclude:
ACTIVE FPL (magentaline)
ACTIVE FPL WPT (flight plan waypoints)
APT Large,mediumand small airports
INT (intersections)
RunwayExtensions
NDBs
VORs
CLASSB
CLASSC
CLASSD
RESTRICTED
MOA (MTLTTARY)
OTHER AIRSPACE (training, caution, danger,warning and alert
areas)
To changethe text size or maximum map range for any of these
parameters,press the MENU key, select ooMapSetup" and press the
ENT key, scroll to selectthe "Aviation" groupand pressthe ENT key.
Then scroll downusingthe largeFMS knob to selecta particularfield.
To choosea text size, use the small FMS knob to select ooNone,"
'oSmall,""Med" or ooLrg"
sizetext and pressthe ENT key (figure7-18).
To selectthe maximummap rangeat which a particulardata type will
 Chapter7: MFDOverview 75

be displayed,hightightthat field, turn the small FMS knob to selecta

TIP
range and press the ENT key. When done, push the FMS knob to To make it easyto line up with a runway,
removethe Map Setupwindow. enable Runway Extensions in the
Aviation Group. This turns on dashed
Land Group-ConfiguringLabelsand Rangesfor Land Features white lines, showingthe extendedcenter-
The Land Grouplets you selectthe text size of labelsfor highways, lines for all runways, of an airport that's
railroads,cities, rivers,and lakes and to determinethe maximummap the active waypoint.
rangeat which each of thesewill be displayed.You can also use it to
display a grid of labeledlongitudeand latitude lines and to configure
user-definedwaypoints.
The differenttypesof datathat can be configuredinclude:
LAT/LON (latitude/longitude)
FREEWAY
NATIONALHWY
LOCALHU/Y
LOCALROAD
CITY:Large,mediumandsmallcities
STATE/PROV
RIVER/LAKE
USERWAYPOINT
To change the text size or maximum map range for any of these
'oMapSetup" and pressthe
parameters,
-Utlt pressthe MENU key, select
k"p scroll to selectthe'oland" groupand pressthe ENT key (fig-
ure 7-19).Then scroll down using the large FMS knob to selecta par-
ticular field. To choosea text size,use the small FMS knob to select
NoneoSmall,Med or Lrgsize text and pressthe ENT key.To selectthe
maximummap rangeat which a particulardatatype will be displayed,
hightightthat field, turn the smallFMSknob to selecta rangeand press
ttreUXf key.When done,pushthe FMSknob to removethe Map Setup Figure7-19 lt's easyto overlookthat
the Groupfieldhasmorethanonecat-
window.
egory.You'llneedto scrollto display
the othercategories.@Garmin Ltd.or its
TrafficMapPage afliliates
The Traffic Map page is an important element in attaining the
increasesin safetypossiblewith glasscockpit systemslike the CI000.
Typically, it's used to display Traffic InformationService(TIS) data
broud"urt by the FAA througha Mode S transponderin the aircraft.
This is the traffic systemthat'sbeenshippedin mostGf000 aircraftto
date and the one we'll referencein this book'
Alternatively,traffic data can be supplied through optional inter-
facesthat connectto Traffic Advisory Systems(TAS)availablefrom L-
3, Honeywelland Avidyne.Thesesystemsacquiretraffic data by lis-
tening for transponderreturnsfrom nearbyaircraft and_displaythe data
on th; G1000 or their own separatedisplays.TAS is discussedbriefly
at the end of this section.If you're using one of these systems,you
shouldrefer to your operatingmanualsfor instructions'
The Traffic Map page (figure 7-20) is the secondpage in the MAP
group and you it from the NavigationMap pageby turning the
"urr-r*"h
76
Figure 7-20 One of the yellowTA air-
craftin close proximityis transmitting
mode C altitudedata but the otheris
llOI. @ Garmln Ltd. or its affiliates
Mox Tlescott'sG1000GlassCockpitHandbook
small FMS knob one click. There are only two softkeys,STANDBY and
OPERATE. which alternate with each other. Both functions can also be
accessedthrough the MENU key. To begin receiving traffic and display-
ing it on the page, press the OPERATE softkey. Press the STANDBY
softkey when you want to turn off the system.You might want to do this
to disable aural alerts when you're practicing in a traffic pattern and
other aircraft in the pattern are generatingmany traffic alerts.
Tlre rrrap has three ranges: 2 nrlr,6 nm and 12 nm. The ranges are
selectedby rotating the Range knob, which is combined with the joy-
stick. To see all traffic transmittedthroughTIS, you'll need to be on the
12 nm range.
T r a f f i cl n f o r m a t i o nS e r v i c e
TIS transmitsdata on up to B aircraft within 7 nm horizontally,3500
feet above and 3000 feet below your current position. (figure 7-2I).It
sendsdata on these intruder aircrafts' position, altitude, altitude trend
and ground track. To be visible, however,these intruder aircraft must
have an operatingtransponderand be within radar range.
Unlike the TCAS systemsused by the airlines. TIS only provides
alerts-it does not recommend maneuversfor avoidins intruder air-
 .tn
7: MFDOverview
Chapter I t

rlz
craft. An alert is generatedanytimean aircraftis within nm horizon-
tally or within 500 feet vertically. Alerts are also generatedanytime an
aircraft is projectedto enterthis areawithin the next 34 seconds.
These alerts, called Traffic Advisories(TA), are displayedon the
Traffic Map pagewith a solid yellow circle. A half yellow circle on the
outer rangering is used if the TA aircraft is beyondthe cumentmap
range.Whenevera TA is generated,an audio alert "Traffic" is heard
throughthe audiopanel,a yellow "TRAFFIC" annunciatorappearson
the PFD (figure4-6) and the Inset Map on the PFD is automatically Figure7-21TIS onlydisplaystraffic
enabled. within7 milesand lessthan3,500feet
Other traffic, which doesn'tmeetthe criteria for a TA, is displayed aboveor 3,000feetbelowyouraircraft'
as an open white diamondwith a trend vector showingthe aircraft's
directionof travel.The intruder'saltitude deviationfrom your altitude
is displayedin hundredsof feet. AIso an altitude trend amowis dis-
playedif the aircraftis climbing or descendingat greaterthan 500 feet
per minute.

S e r v i c eL i m i t a t i o n s
T r a f f i cl n f o r m a t i o n
TIS is only availablewithin about55 nm of certain
FAA approach radar systems (figure 7-22).
Depending upon your altitude and obstructions
betweenyour aircraft and the radar site, the actual
distanceat which you receive servicemay be less.
Aircraft below you that are below the radar floor in
your area will not show up. Also, if you fly directly
overthe radarsite,you mayloseTIS servicesincethe
maximumelevationof the radar is 34o and there is a
"cone of silence" directly above the radar site.
Finally, the altitude encoderin your aircraft must be
working so that altitude deviationsbetweenyou and Figure 7-2.TlS data is availablefrom
other aircraft can be calculated. If your altitude encoder is not working, some approach radar sites' o GarminLtd.
TIS data will be suppressedand no traffic is displayed. or its affiliates
The approach radar sweepsevery 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 secondsold. 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 compensatefor
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
crossesyour course at a shallow angle. If either you or the intruder sud-
llq nm of each other, TIS will
denly change course when you're within
dispiay the intruder on the opposite side of where it actually is.
78 MacTlescott'sG1000GlassCoclqitHandbook

As your distancefrom the radar site increases,the accuracyof the

systemdecreases.At these longer distances,TIS cannot accurately
determine bearing and distance information for intruder aircraft that
are close to you. Therefore,wheneveryou're more than 30 nm away
from the radar site, TIS will display an intruder aircraft within 3/8 nm
of your locationeitherdirectly in front of or behindyou.This is to avoid
the confusionthat would arise if, for example,an intruder to your right
were presentedto your left on the display.Thus, at longer distances
from the radar site, you should assumethat any aircraft displayed next
to your positioncould be up to 3/B nm awayin any direction.

Tl5 StatusMessages
If morethan six secondshaveelapsedsincetraffic informationwas
updated,your ModeS transponderhasmisseda radarsweep.The mes-
sage"AGE 00:06" appearsin the lower left corner of the display to
indicatethe ageof the data and the timer beginsto increment."TRFC
COAST" alsoappears,indicatingthat the data is of reducedquality.
After 12 secondswithout an update,the traffic data is removedfrom
the display and the message"TRFC RMVD" replacesthe "TRFC
COAST"message. Be awarethat theremay still be traffic in your vicin-
ity, but itosno longer displayed.After more than 60 secondshave
elapsed,the messageUNAVAILABLE or UNAVAIL is displayedand
the audio alert "Traffic Unavailable" is heard through the audio panel.
A "TA OFF Range"messageindicatesthat an intruder aircraft has
been detectedbut is not displayedsince it is beyond the currently
selectedrangeon the Traffic Map page.This messageis removedwhen
the intruder is displayed within the selectedrange. "NO DATA,"
*DATA FAILED" and "FAILED" indicatepotentialproblemswith the
systemand that you should consult your authorizeddealer for assis-
tance.

TASSystems
If your aircraft includes a TAS, such as the Avidyne (formerlyRyan),
Garminor the L3 SKYWATCHsystems,the GI000 only displaysTAS
data on the Traffic page.If TAS is not configured,the systemdisplays
TIS data. The SKYWATCHHP system,for example,tracks up to 35
intruder aircraft out to 35 nm and displays the 8 most threateningair-
craft.The displayrangeis selectedby rotatingthe MFD'sRangeknob.
When usingTAS,the Traffic pageis reachedin the sameway as for
TIS; it's the secondpagein the MAP group.Also, TAS data is config-
ured in the sameway as shownin Figure 7-l7.ln addition to the TA
and PA traffic types displayed on TIS, TAS has a third categoryfor
"Other" advisories.Theseare assignedto intruder aircraft within the
selectedvertical and horizontalrangethat havenot yet generateda TA.
A hollowwhite diamondis usedto depict them.
The sameOPERATEand STANDBYsoftkeysusedfor TIS are used
for TAS. When configuredfor TAS, however,the Traffic pagehas some
additionalsoftkeys.An ALjI MODE softkeybringsup additionalkeys,
 Chapter7:MFDOverview 79

which allow you to selectthe vertical operatinglimits for the system.

The softkeys,modes,and vertical displaylimits are:
. BELOW - Look Downmode:+2,700feet to -9,000feet of the
aircraft
. NORMAL - Normalmode:+2,700feet to -2,700feet of the
aircraft
. ABOVE - Look Up mode:+9,000feet to -2,700feet of the air-
craft
. UNREST- lJnrssllictedmode:+9,900feet to -9,900feet of
the aircraft (modeonly availablewith the SKYWATCHHP)
If you're using a TAS systems,you should refer to your operating
manualsfor instructions.

MapPage
Stormscope
Lightning data is extremelyimportantto you as a pilot, since itos
usually accompaniedby moderateor severeturbulence.To help you
detectand avoidlightning,manyG1000aircraftcomeequippedwith a
L-3 Stormscope@ WX-500 WeatherMappingSensoror have it avail-
able as an option.If installed,it displayson the Stormscope Map page
(figure 7-23), usually the third page in the MAP group. From the
NavigationMap page,turn the small FMS knob two clicks to reachthis
page.
The WX-500 is a passive device that detects electrical dis-
charges-usually associatedwith thunderstorms-within a 200 nm
radius of the aircraft.The systemmeasuresthe bearingand distances
to the discharges,and displaysthem on the Stormscope Map page.For
detailed instructions on using the WX-500, refer to the systemuser
guide.
Lightningdata,collectedby ground-based sensors,is alsoavailable
if you have a data-link weathersubscription.This data differs consid-
erablyfrom Stormscope lightningdataand the differencesbetweenthe
two are discussedin detail in the next chapter.
The StormscopeMap page displayslightning strikes amongrange
rings, indicatingthe distanceto the strikes.The rangecan be adjusted
by turning the range knob, which is combinedwith the G1000'sjoy-
stick. Twoviewsare available:a 360oview showingstrikesin all direc-
tions and a l20o arc view, showingstrikes aheadof the aircraft.The
viewscan be changedby pushingthe VIEW softkeyand then eitherthe
360o or the ARC softkey.You can also changeviews by pushingthe
o'ViewArc" and then
MENU key and scrollingto select"View 360o" or
the ENT key.
The upper left cornerof the pagedisplaysthe mode-either GELL
or STRIKE-in which the systemis cunently operating.The upper
right corner shows the Strike Rate, the relative number of strikes
detectedby the system.A "HDG UP" label indicatesthe map'shead-
ing up orientation,which cannotbe changed.As the aircraftturns,the
strike data rotatesto maintainthe properorientation.
Stormscope datacan alsobe displayedon the NavigationMap page'
80 Ma,cIlescott'sG1000GlwsCockpitHadbook

Rate
Lightning

Stormscope
Mode

Lightning
Strikes
WeatherMap
Ranges

Stormscope
Softkeys

Figure7-23TheStormscope Map
pageis dedicated light-
to displaying From that page,push the MAP and then the STRMSCPsoftkeysto
ning strikes. @ GarminLtd.ot lts affitiates enablethe display.The maximumrangeof the Stormscopeis 200 nm,
so to view all strikes availablein the 360o view. vou'll need to select
the 500 nm range.

U s i n gS t o r m s c o pD
e ata
The Stormscopeis an excellent tool for detectingthunderstorms
developinganywherewithin a200 nm radius.It's a complementary tool
to NEXRAD radar imagery discussedin the next chapter, which
detectsprecipitation.While lightningis associated with strongupdrafts
and downdrafts,particularly in the developingor cumulusstageof a
thunderstorm,precipitationoccurslater in the dissipatingstageof a
storm.Thus a Stormscope issuesthe first warningof a developingstorm
and NEXRAD radar helpsyou track it as the stormevolves.
Strike data is presentedwith symbolsthat indicate the age of the
strike (table7-l). A new strike is presentedas a Iightningsymbolwith
a black guard band aroundit for the first six seconds,and then as a
smallerlightning symbolfor the rest of the first minute. Strikesmore
than a minute old are representedwith a large "+" sign and strikes
morethan 2 minutesold are denotedwith a small "+" sign.After three
minutes,strikesare no longerdisplayed.
Older strikesmaybe associated with precipitationand strongdown-
drafts; recent strikes often containthe most severeupdraftsand may
not yet have a significantradar return. During times of heavyactivity,
 Chapter7:MFDOverview 81

you may want to clear the StormscopeMap page of

dataoso that you can easily identify where the new, Llghtnlng Age Symbol
mostrecent strikesappear.To clear the screen,press
the CLEAR softkeyor pressthe MENU key, scroll to
Strikeis bgr than 6 cecondcold +
"Clear LightningData" and pressthe ENT key. Strike is between6 and 60 s€condr dd 4
The Stormscopeoperatesin either Strike or Cell
mode.Strike modeshowseverydischargeand is most Skike ic betweenI and 2 minuto* old +
usefulduring light activity sincestrike datamay show Stslkels between2 and 3 mlnulsaold +
the beginningof a building thunderstormsoonerthan
Table7-1 Lightning AgeandSymbols.
cell mode. Cell mode uses a clustering algorithm to associatenew
@GarminLtd. or fts aftitiates
strikeswith nearbystrikesto locatestormcells. It is most useful dur-
ing periodsof intenseelectricalactivity as it will saveyou the time of
analyzinga screenfull of points to identify activecells.
The Stormscopeis an excellenttool when isolatedthunderstorms
are forecastover a wide area.Even onhazydayswith limited visibili-
ty, it will help you identify developingthunderstorms at long distances.
Use it to fly well aroundthunderstorms, not to fly betweencells. Or, if
you're contemplatingflying throughareasof rain, use it to make sure
that no lightning existsin the area.The Stormscopeis most effective
when used in combinationwith other tools such as NEXRAD radar,
discussedin the next chapter.Rememberto useall weathertoolsavail-
able at your disposalincluding in-flight weatheradvisoriesfrom Flight
Watchon L22.0.

WeatherDataLinkMaPPage
The MAP group of pagesalso includes a WeatherData Link Map
page,if you havea GarminDataLink moduleand a subscriptionto the
data-link weatherservice.The next chapteris devotedto describing
this page and the weatherdata available.You can skip aheadto this
chapternow,or wait until we'vefinisheddiscussingthe remainingMFD
pages.

TerrainProximityMaPPage
The Terrain Proximity Map page(figure 7-24) is a dedicatedpage
that showsonly terrain information.It's a useful way to watch for ter-
rain without any other distractinginformation.While you can add ter-
rain dataas a layer of informationto the NavigationMap page,you may
find it useful, particularly at night or in Instrument Meteorological
Conditions(IMC), to use the TerrainProximityMap pageinstead.[t's
generallythe last pagein the MAP groupand you can reachit from the
NavigationMap page by turning the small FMS knob four or more
clicks.
If the land elevationis between100 and 1000 feet belowyour cur-
rent altitude, yellow is displayed.If the land elevationis aboveyour
presentaltitude or as much as 100 feet below you, red is displayed.
Otherwise,the displayis black.
82 Max Tfescott'sG1000GlassCockpitHondbook

Figure 7-24 Use the TerrainProximity

page to steer around red and yellow
areas of high terrain. @Garmin
Ltd.or its
affiliates

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 accessthese functions.
The range knob and the joystick pointer allow you to examine your
entire route-or any location in the database-to see how its elevation
compares with your present altitude. Later versions of the G1000 soft-
ware also allow you to display aviation data, such as airportsand inter-
sections,on this page. If available,this feature is accessedby pressing
the MENU key, scrolling to "Show Aviation Data" and pressing the
ENT key. Aviation data is turned off by pressingthe MENU key, scroll-
ing to "Hide Aviation DaIa" and pressing the ENT key.
Note that there are no aural alerts in most G100O-equippedaircraft;
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 the
Terrain Awareness Map page to guarantee that you clear any obstruc-
 7: MFDOverview
Chapter 83

tions or tall trees that are not part of the database.The databaseis
storedon an SD type memorycard,which is insertedin one of the slots
visible on the bezelof the PFD and MFD. To view tenain data,the card
must remainin the slot and shouldbe updatedperiodically.

andWarning
Awareness
TAWS-Terrain
SystemPage
TAWS provides aural and visual alerts for hazardous terrain.
Initially found only in Beechcraftand the Columbia350i and 400i, it's
now available in most GIO00-equippedaircraft. In TAWS-equipped
aircraft, you'll find a TAWSpagein place of the Terrain Proximity page
describedabove.This page is reachedin the sameway and has the
samesoftkeys.
Severaladditional MENU key optionsare availableon the TAWS
page.When flying in an areawith unique terrain,the systemmay gen-
erate nuisancealerts. In this case' you can disable FLIA and PDA
alerts (other alerts remain active). To inhibit these alerts from the
TAWSpage,pressthe MENU key,scroll to select"Inhibit TAWS,"and
press the ENT key. To enable alerts, press the MENU key, scroll to
select'oEnableTAWS,"and pressthe ENT key.
The TAWSsystemperformsa systemself-testat power-up.You can
also initiate the test manuallyif the aircraft is on the groundby press-
ing the MENU key, scrolling to "Test TAWS," and pressingthe ENT
key. Wheneverthe TAWS completesa self-test, it generatesan aural
"TAWSSystemTest,OK" message.

TAWSFunctions
The FA,{s technicalstandardorderTSO-Cf5Ib prescribesthe min-
imum operational performancestandardsfor TAWS equipment. Per
this document,the systemshall providethe flight crew with sufficient
information and alerting to detect a potentially hazardousterrain situ-
ation that would permit the flight crew to take effective action to pre-
vent a controlledflight into terrain(CFIT)event.The basicTAWSfunc-
tions for all TSO approvedsystemsinclude the following:
1) A Forward Looking Tenain Avoidance (FLTA) function. The
FUIA function looks ahead of the airplane along and below the air-
plane'slateral and vertical flight path and provides suitable alerts if a
potentialCFIT threatexists.
2) APrematureDescentAlert (PDA)function.The PDA functionof
the TAWS usesthe airplane'scunent position and flight path informa-
tion as determinedfrom a suitable navigationsourceand airport data-
baseto determineif the airplane is hazardouslybelow the normal (typ-
ically 3 degree)approachpath for the nearestrunwayas defined by the
alerting algorithm.
3) An appropriatevisual and aural discretesignalfor both caution
and warning alerts.
84 Mar Ilescott'sG1000GlassCockpitHmdbook

The G1000usesa ClassB implementationof TAWS,which requires

indicationsof imminent contactwith the groundduring the following
airplaneoperations:
o ExcessiveRatesof Descent
. NegativeClimb Rate or Altitude LossAfter Takeoff
. A voice callout "Five Hundred" when the airplanedescendsto
500 feet abovethe nearestrunwayelevation.

ForwardLookingTerrainAvoidance
The majority of CFIT accidentshave occurredbecausethe flight
crews did not have adequatesituational information regardingthe ter-
rain in the vicinity of the airplane and its projectedflight path. The
FLTA function looks aheadof the airplanewithin a designsearchvol-
ume to providetimely alerts in the eventterrain is predictedto pene-
trate the searchvolume. The searchvolume consistsof a computed
look-aheaddistance,a lateral distanceon both sidesof the airplane's
flight path, and a specifiedlook-downdistancebasedupon the air-
plane'sverticalflight path. This searchvolumemay vary as a function
of phase of flight, distancefrom runway and the required obstacle
clearancein order to performits intendedfunction while minimizing
nuisancealerts.
The FUIA alert is composedof two subfunctions:RequiredTerrain
Clearance(RTC)and RequiredObstacleClearance(ROC).Thesepro-
vide alertswhen an aircraft'sflight path is aboveterrain or obstacles,
yet is projectedto fly into an areawhich no longermeetsthe minimum
clearancevaluesin Table7-2.If an RTC or ROC alert is issued,a red
or yellow "X" is displayedon the G1000'sTAWS pageto indicate a
potentialimpact point. Note that during the departurephaseof flight,
the FLIA function must alert if the airplaneis projectedto be within
100 feet verticallyof terrain,but shouldn'talert if the airplaneis pro-
jected to be morethan 400 feet abovethe terrain.
ImminentTerrainImpact (ITI) and ImminentObstacleImpact (IO|
alertsare issuedwhenan aircraftis belowthe elevationofterrain in its
projectedpath.Thesealertsare issuedwhen the flight path is project-
ed to comewithin minimumclearancealtitudes(table7-2). At the time
an ITI or IOI alert is issued,a red or
yellow "X)) is displayed on the
ase o eve escen
G1000's TAWS page to indicate a
Enroute 700 Feet 500 Feet
potential impact point. RTC, ROC,
Terminal 350 Feet 300 Feet
ITI, and IOI alerts are inhibited dur-
(Intermediate
ing the final approachwhen the air-
Segment)
craft is below200 feet AGL within 0.5
Approach 150 Feet I00 Feet
nm of the approach runwa5 or is
Departure I00 Feet 100 Feet
below 125 feetwithin I nm of the run-
TableT-2 TAWSRequired Terrain way.
Clearance(RTC)by phaseof Flight.
Premature
DescentAlert
Per TSO-CISIb, approximatelyone third of all CFIT accidents
 Chapter7: MFDOverview 85

occur during the final approachphaseof flight, when the airplane is

properly configuredfor landing and descendingat a normal rate. For a
varietyof reasons,which include poorvisibility, night time operations,
loss of situationalawareness, operatingbelowminimumswithout ade-
quate visual referencesand deviationsfrom the published approach
procedures,many airplaneshave crashedinto the groundshort of the
o'blackhole" approaches,
runway.This is particularlylikely at night on
wherethere are few surfacelights illuminating the groundleadingup
to the approachend of the runway.
PDA alertsare only generatedduring descentto land usingan alert-
ing algorithm based upon speed, distance and other parameters.
Alerting endswhenthe aircraftis within 0.5 nm of the approachend of
the runway,or when the aircraft reachesL25 feet AGL within I nm of
the runwaythreshold.The TAWSunit usedwith the G1000 generates
PDA alertsunder the followingscenarios:
o No ApproachLoaded- Alerting becomesactivewhen the air-
craft is within 15 nm of the destinationairport.
o Non-PrecisionApproachLoaded- Alerting becomesactive
when the aircraftis within 15 nm of the destinationairport and
the FAF is the activewaypoint.
. ILS ApproachLoaded- Alerting becomesactivewhen the air-
craft is within 15 nm of the destinationairport and the FAF is
the activewaypoint.Alerts are generatedif the aircraftdescends
0.7 degreesbelowthe glide slope.

Rate(f0n1Alert
Descent
Excessive
TSO-CI5lb requiresEDR alertswheneveran aircraftis descending
into terrain at an excessivespeed.Figure7-25 showsthe criteria used
by the G1000 TAWSto generatetwo types of alerts.Alerts are based
upon height aboveterrain and descentrate, and either a "Sink Rate" 3 t *
o'PullUp" Warningis generated.
Cautionor a

NegativeCtimbRate(NCR)After TakeoffAlert
TSO-Cfsfb requiresa TAWS systemto generatean alert when it e'*
e

determinesan aircraft is losing altitude after takeoff or a missed

approach.Thereare manyaccidentson recordwherea departingpilot
crashedon takeoffby descendinginto the ground,usually within the Des(entRate(tPM)
first mile of departingthe airport.Accidentsof this type almostalways
happenat night, panicularlywhentakeoffis overunlit groundor water Figure7-25Criteriafor Excessive
with few visual groundreferences. DescentRateAlerts.@Garmin Ltd.ot its
These accidentsare usually the result of.som,atograaic ilfiuion. affiliates

Accordingto the FAA'5Instrument Flying Handbook, "...a rapid accel-

eration, such as experiencedduring takeoff, stimulatesthe otolith
^
organsin the same way as tilting the head backwards.This action
createsthe somatogravic illusion of being in a nose-upattitude,espe-
cially in situationswithout good visual references.The disoriented
86 MacTlescott'sG1000GlassCockpitHandbook

pilot may push the aircraft into a nose-lowor dive attitude. A rapid -
decelerationby quick reductionof the throttle(s)can havethe opposite
effect,with the disorientedpilot pulling the aircraft into a nose-upor
stall attitude."
NCR Alerts consistof an aural "Don't Sink" or "Too Low,Tenain"
message.They're accompaniedby a "Terrain" annunciationon the
PFD and MFD TAWSpageand a pop-upalert on the MFD Navigation
Map page.NCR alerting occursduring departurewhen the following
conditionsare met:
. Height aboveterrain is lessthan 700 feet
. Aircraft is within 2 nm of.the airport
o Aircraft headingis still within II0' of departureheading

" u r a lA l e r t
" F i v eH u n d r e dA
TSO-C151b requires the voice callout "Five Hundred" during
descentsfor landing, which is intendedto provide situationalaware-
nessto a pilot when an airplane is operatednormally.The feature also
has an importantCFIT protectionfunction.In the eventthe airplaneis
operatedunintentionallycloseto tenain whennot in the airportareaor
the areafor which PDA protectionis providedothe 500-footvoice call-
out, referencedto Height aboveTenain, will alert the pilot to a haz-
ardouscondition.
Alerting is enabledwhen an aircraft is morethan 675 feet aboveter- -
rain and is disabledwhenthe aircraft'sheightabovetenain is lessthan
500 feet. At 500 feet, the aural 'ofive-hundred"messageis heard. No
PFD annunciationsor pop-upalertsaccompanythis message.
A completelist of TAWS alert types and their correspondingaural
messages and annunciatorscan be found in the Appendix.

WPT(Waypoint)
GroupPages
The WPT pagegroup is a treasuretrove of information.Rather than
scramblefor charts to find a frequencyor books to find a runway lay-
out, usingthe WPT groupof pagesis a much easierway to getthe infor-
mation-if you rememberto use it! To reach the WPT group, turn the
large FMS knob until the "WPT" label is highlightedin cyan. Then
turn the small FMS knob to reacha particularpagewithin the group.

AirportInformationPage
The Airport Information page (figure 7-26) is the first page in the
WPT group-probably becauseit's the page you'll use most in this
group.Trainyourselftogo to this pageafter enginestartand load all of
the frequenciesyou need-Clearance Delivery ATIS, Ground, Tower
and Departure.Later,in flight, you'll alsowant to useit as you nearyour
destination to study the runway diagram, load frequenciesand even
review the latest METAR if you have a data-link weathersubscription.-
As an instrument pilot, you may find it useful for examining the
StandardArrival Procedures(STAR)to seewhich one you're most like-
 7:MFDOverview
Chapter 87

Figure7-26 UsetheAirportInformation
andget
pageto loadfrequencies
ly to be assignedand to review the instrument approachesavailable. runway information. @GarminLtd. or itsaffili-
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.
88
MacTfescott's
Figure7-27 Usingthe MENUkey
savestimeversusenteringan airport
identifier. @GarmtnLtd.or tE aff,tlates
Figure7-28 Enterthe citynameif you
don'tknowthe airportnameor identi-
lier. @ AarminLtd. or its affiliates
Figure7-29TheAirportInformation
pagealwayshasa NorthUp orienta-
tion. @GarmrnLtd.or its affitiates
G1000GlassCockpitHandbook
Alternatively, if you don't know the airport identifier, you can enter
the full nameof the airport or the city in which it is located.To enter
an airport name or city name, push the FMS knob and turn the large
knob one click to highlightthe airportnamefield or two clicks to high-
light the city namefield. Then turn the small and large FMS knobs to
enter the name(figure 7-28).If morethan one airport sharesthe same
nameor city you can scroll throughthem all by continuingto turn the
small FMS knob. Then pressthe ENT key.
P a g e - U s i n gt h e M a p
A i r p o r tI n f o r m a t i o n
The runway map occupies the largest portion of the Airport
Information page. You can zoom the map in and out using the range
knob. If you want the backgroundcolor to correspondto the elevation
of the airport, pressthe MAP softkeyand then the TOPO softkey.Now
if the airyort you're viewingis near sealevel you'll seea greenback-
ground;a brown backgroundwould indicate an airport locatedin the
mountains.
In the upper right cornerof the map, you'll seethat it has a 'oNorth
Up" orientation(figure 7-29), which cannot be changed.This may
cause some initial disorientationwhen viewing the
destination airport, particularly if you are flying with
the NavigationMap pagein a differentorientation.An
easy way to orient yourself is to look at the bottom of
the HSI to seefrom what directionyou'recoming.
If, for example, you were on a heading of 24Oo,
you'd note that the numberat the bottomof the HSI is
60o, which meansthat you're approachingyour desti-
nation airport from the northeast.Now, looking at the
map on the Airport Informationpage,imagineyourself
approachingthe airport from the upper right cornerof
the display,which is the northeastquadrant.Youshouldnowbe able to
visualizewhich portion of the field you'll reach first, which runway
you'll likely be assignedand whetherthe traffic patternis closeto you
or on the far side of the field.
A i r p o r tl n f o r m a t i o nP a g e - l n f o r m a t i oFni e l d s
All of the airportinformationcanbe accessed from this page,though
it cannotall be displayedsimultaneously. Use the softkeys,or if you
prefer the MENU key, to selectthe different types of informationavail-
able. As always,you can use the large FMS knob to scroll to any visi-
ble field.
Pressthe INFO softkey,or use the MENU key and select "View
Info," to bring up three windows:Airport, Runwaysand Frequencies.
The Airport window lists the airport identifier, airport nameand city. It
also showsthe field elevation,the longitudeand latitude coordinates
for the airport and the type offuel servicesavailable(figure7-30).
Airport type, such as public, military or private is also listed.
Finally,there is a coloredairport symbol,similar to the onesshownon
 Chapter7:MFDOverview 89

sectionalcharts.For example,toweredairportsare blue and non-tow-

ered airports are magenta.Tick marks around the airport symbol indi-
catethat services(e.g.fuel) are availableduring normalworkinghours.
Military airfieldsare depictedwith two concentriccircles and airports
with other than hard-surfacerunwaysare indicatedby a singlecircle.
The Runwayswindow(figure7-3I) displaysinformationon runway
designations,dimensions,surfacetype and lighting. If there'sdata for
additionalrunways,you'll seea greentrianglenext to the runwaydes-
ignation.To displaythe additionalrunwayinformationoscroll with the
IargeFMS knob to highlightthe runwaynumbers,and then scroll with Figure7-30TheAirportwindowshows
the small FMS knob to displayinformationon other runways.Runway the fieldelevationandotherinforma-
tion. @ Garmin Ltd. or its effiliates
data includesthe followingtypes:
o Surface- Hard, Turf, Water,Sealed,Gravel, Dirt, Soft or
Unknown
o Lighting - PCL FREQ (frequencyof pilot controlledlighting)' TIP
When entering a three-letter identifier
Part Time, Full Time or No Lights for a U.S. airport, you must precedethe
The Frequencieswindow lists virtually all of the frequenciesthat identifier with the letter K. For exam-
you needto know for an airport.Theseinclude, but are not limited to, ple, the Palo Alto, Calif., airport would
ATIS or AWOS,Ground,ClearanceDelivery Tower,ClassB, ClassC, be entered as KPAO, not PAO.
However, airport identifiers that are a
Approachand Arrival frequencies.[n caseswhere multiple frequen-
combination of letters and numbers
cies are usedfor the samefunction,such as Approachor ClassB fre- must not be precededby a K. For exam-
quencies,a blue "i" in a circle indicatesthat additionalinformationis ple, the Wellsboro-Johnstonairport in
provided on the sectorsand altitude informationto which these fre- Pennsylvaniawould be enteredas N3B,
quenciesapply.In thesecases,scroll the large FMS knob to highlight not as KN38. If, while entering charac-
the type of frequency,such as "Departure"and pressthe ENT key to ters, you want to start over at any point,
press the FMS knob and the characters
seethe additionalinformation.Pressingthe ENT key againor the CLR
you've entered will be replaced with a
key will closethe additionalinformationwindow. blank field and the original flashing
You can alsoload any of thesefrequenciesdirectly into the NAV or cursor,
COM radio,which can saveyou time. Notethat if a scroll bar (figure7-
32) appearsalongthe right side of the window,then there are more fre-
quenciesthan can be displayedand you'll need to continuescrolling
with the FMSknobsto seethemall. To entera frequency,scrollthe cur-
sorusingthe largeFMSknob to highlightthe frequency.Then pressthe
ENT key to transferit to the standbyfield of the NAV or COM radio
with the tuningbox. Notethat if the airporthasa localizeror ILS instru-
ment approach,thosefrequencieswill be listed and can be loadedinto
the NAV radio.
Other designationsthat appearin the frequencywindoware:
RX - receiveonly frequency(suchas ATIS)
TX - transmit only
PT - part-time frequencY Figure7-31Runwayinformation. The
"i' - additionalinformationavailable thereare more
greentriangleindicates
runwaysandyoucan accessthisdata
withthe FMSknobs.@Garmin Ltd'ot its
affiliates

proceduresusing the softkeylabelslisted below:

90
Flgure7-32Youcan savetime by
auto-tuning radiofrequencies.Thever-
ticalscrollbaron the rightindicates
you needto scrollto seeall frequen-
cies. @ Gamin Ltd, or lE affrtiates
Figure7-3ltThelntersection
Information pagegivesdetailsonevery tered on the intersectionyou've chosen.You can use the rangeknob to
intersection. @GarmlnLtd.or tE aff,tiates zoomin and out and pressthe MAP and TOPO softkeysto bring up the
Mar Ilescott'sG1000GlassCockpitHotdbook
o DP(Departure
Procedures)
o STAR (StandardArrival Procedures)
. APR (InstrumentApproach Procedures)
Once you'vevieweda procedurer]ou c&r load or activateit using
the MENU key. You can also selectand load procedureswith just the
MENU key without using the softkeys.
AirportInformationPage-Weather
While you're reviewing informationabout an airport, you can easily
get weatherinformationfor that airport-assuming you subscribeto an
aviation weatherpackage.To get the METAR and TAF for an airport,
pressthe WX softkey.Full details on using data-link weatherare cov-
ered in the next chapter.
Intersection
InformationPage
As an IFR pilot, you'll becomevery familiar with intersections,
which are pointsin spaceusuallydefinedby crossingVOR radialsand
Iabeledwith five-letter namesthat are sometimesbarely pronounce-
able. It's not unusualin flight to be instructedto fly to an intersection.
If it's unfamiliaroyou may want to ask how it's spelled if it's not obvi-
ous.If you wantto know moreaboutthe intersection,
go to the IntersectionInformationpage(figure 7-33),
the secondpagein the WPT group.To reach it, hold
the CLR key for two seconds,tum the large FMS
knob one click to the WPT group and turn the small
FMS knob one click to reachthe secondpagein the
group.
To enter a five-letter intersectionidentifier such
as MARVN, push the FMS knob to get a cursorand
then use the largeand small FMS knobsto enter the
characters,press the ENT key, and then push the
FMSknob to removethe flashingcursor.Or, pushthe
MENU key, select"View RecentIntersectionList,o'
scroll to an intersection,and pressthe ENT key.
On the left side of the page,you'll find a map cen-
topographicalmap background.Along the right side, you'll find the
Intersectionidentifier and symbol(a cyan triangle),the regionand exact
longitudeand latitude coordinateswhereit's locatedand the bearingand
distanceto the nearestVOR. Notethat the VOR might not be oneusedto
definethe intersection.
NDBInformation
Page
Non-DirectionalBeacons(NDB)are low frequencynavigationalaids
that are slowlybeing decommissioned.They are frequentlyassociated
with ILS instrumentapproachesand are commonin remoteregionsthat
donothave other more modernnavigationalaids. Many modem glass
 Chapter7: MFDOverview 91

cockpit aircraft no longer include an Automatic

Direction Finder (ADF) receivercapableof receiving
thesestationsdirectly.Instead,they use GPSto iden-
tify the locationof the NDB.
To reach the NDB Information page (figure 7-34),
hold the CLR key for two seconds,turn the largeFMS
knob one click to the WPT group and turn the small
FMS knob two clicks to reach the third page in the
group. You can select a NDB 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, using the large FMS knob, scroll to either the
identifier, station name or city field. Tirrn the small
and largeFMS knobsto enterdata,pressthe ENT key page.
Figure7-34NDBInformation
and push the FMS knob to removethe cursor.Or, you @ Garmln Ltd. or iE afflllates
ooViewRecentNDB List,"
can pressthe MENU key at anytime,select
scroll to a NDB and pressthe ENT key.
Youcan usethe rangeknob to zoomin and out of the mapthat'sdis-
played and pressthe MAP and TOPO softkeysto bring up the topo-
graphical map background.On the right, you'll see the NDB name,
identifier,location,frequencyand bearingand distanceto the nearest
^
airport.

Page
VORInformation
VHF Omni-directionalRadio-range(VOR) stations are ground-
basednavigationalaids used extensivelythroughoutthe United States
and other countries.With the adventof GPS,it's likely that they will
eventuallybe decommissioned, but they continueto serveas the major
meansof radio navigationfor the thousandsof non-GPSequippedair-
craft.
VOR stationscome in severaltypes. If combinedwith a military
TACAN station,it will be listed as a VORTAC and will include dis-
tancemeasuringequipment(DME) which will displayyour slantrange
distanceto the stationon a DME receiver.If it includesonly DME, it's
listed as a VOR-DME. Thereare alsoseveralclassesof VOR stations.
Each broadcastswith different amountsof power and can be received
at differentdistances.They are,from high to low power:High Altitude,
Low Altitude or Terminaltype stations.
InstrumentLandingSystem(ILS) signalscan be receivedon a VOR
receiver,and informationabout thesecan also be found on the VOR
Informationpage.However,informationaboutIocalizerstationso which
are very similar to an ILS, is not includedon this page.
To reach the VOR Informationpage(figure 7-35),hold the CLR key
--
for two seconds,turn the largeFMS knob oneclick to the WPT groupand
then tum the small FMS knob until you reachthis page.You can selecta
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,
92
MacTfescott's
Figure7-&5TheVORInformation
pagealsoincludesinformation
on ILS
instalfations. @ carmin Ltd.ot fts alfitiates
Figure7-36Youcan createwaypoints
anywhereyou'dlikefor anyreason.
@ Garmin Ltd. or its atfiliates
G1000GlassCockpitHadbook
usingthe largeFMS knob,scroll to -
eitherthe identifier,stationnameor city
field. Theno turn the small and large
FMS knobsto enterdata,pressthe ENT
key and push the FMS knob to remove
the cursor.Or, you can pressthe MENU
ooViewRecent
key at anytime, select
VOR List," scroll to a VOR and press
the ENT key.
You can usethe rangeknob to zoom
in and out of the map that's displayed
and pressthe MAP and TOPOsoftkeys
to bring up the topographical map
background.On the right, you'll seethe
VOR or ILS identifier,name,city and
type of station. In the Information win-
dow.vou'll find the classof stationand
its location. Below are the frequency
and bearing and distance to the nearest airyort.
UserWaypointInformationPage
The Gl000lets you createand storeup to 1000user-definable way-
points.Thesecan be createdfor any locationfor any reason,such as -
markingwhereyour houseis locatedor defining a customroute to fly.
Waypointscan be createdfrom either the NavigationMap page by
selectinga position on the map with the pointer or from the User
WaypointInformationpage by referencinga direction and distance
from an existingwaypointor the directionsfrom two existingwaypoints.
Once created,you can rename,delete or move a waypointusing the
MENU key.
To createa new waypointfrom the NavigationMap page,push the
joystick and pan the mappointerto the desiredlocation.Then pressthe
ENT key use the small and large FMS knobsto enter a nameof up to
six characters(figure7-36) and pressthe ENT key.Pushthe FMS knob
and youoredone.Oq if you wish, you can enter additionalinformation
aboutyour waypoint.
Note that the G1000 automaticallyentereddata in the Comment
field and, in the ReferenceWaypointsfield, selecteda referencepoint
such as an airport or VOR to defineyour point. You can acceptthese
automaticallygeneratedcommentsand referencepoints or customize
them usingthe small and largeFMS knobs.Commentscan be up to 25
characterslong and referencepoints can be an airport, VOR, NDB,
intersectionor other userwaypoint.
You can also createwaypointsfrom the User WaypointInformation
page.To reachthis page,pressthe CLR key for two seconds,turn the --
Iarge FMS knob one click to the WPT group and then turn the small
 7: MFDOverview
Chapter 93

FMS knob until you reachthis page.To createa new waypoint,press

the NEW softkey,or pressthe MENU key, scroll to "CreateNew User
Waypoint" and pressthe ENT key. Then, use the small and large FMS
knobsto enter a nameof up to six charactersand pressthe ENT key.
Next, scroll with the FMS knobs to either the Informationwindow to
enterthe longitudeand latitudecoordinatesfor your waypointor to the
ReferenceWaypointswindowto enterthe bearingand distancefrom an
airport,VOR, NDB, intersectionor other user waypointto defineyour
waypoint.Alternatively,you can defineyour waypointusing the bear-
ing from two reference points. Note that as you modify the
longitude/latitudeinformation or the ReferenceWaypointinformation,
the map pansto showwhereyour userwaypointwill be located.

UserWaypointInformationPage-Workingwith
Waypoints
The mostcommonchangesyou'll maketo a waypointare to rename
it or deleteit. You can accessthesefunctionseither via softkeyor the
MENU key.To makechangesto a waypoint,pressthe FMS knob to get
a flashingcursorand then scrollto highlightoneof the waypointsin the
User WaypointList windowin the lower right cornerof the screen.To
renamea waypoint,pressthe RENAME softkey,or pressthe MENU
key and scroll to select "Rename User Waypoint"(figure 7-37) and
pressthe ENT key. Use the FMS knobsto entera new nameand press
the ENT key.To deletea waypoint,pressthe DELETE softkey,or press
the MENU key and select"Delete UserWaypoint."Pressthe ENT key
twice.
The following additional functions are availablethrough the MENU
key:
o DeleteAll UserWaypoints Figure7-37Usethe MENUkeYto see
o View RecentUserWPT List Ltd.
whatoptionsare available.@Garmin
o Use PresentPosition or its afflrates

o Auto Comment
To accessthesefunctions,pressthe MENU key, scroll to the item
and press the ENT key. To delete all user waypoints,you'll need to
press the ENT key a secondtime to confirm your selection."View
RecentUser WPT List" brings up a list of recentwaypoints.Scroll to
selectone, pressthe ENT key and you'll bring up data on that way-
point.
Any time you updatethe locationof a userwaypoint,you can choose
'oUsePresentPosition,"which will enterthe longitude/latitudedatafor
the aircraftospresentposition.To use this, enter the desiredwaypoint
in the User Waypointwindow,press the MENU ke5 scroll to select
"Use PresentPosition"and pressthe ENT key. Notethe cursormoves
to highlightthe longitude/latitudefield. Nowpressthe ENT key to save
this informationas the waypoint'snew location.
The automatically generatedcommentfor a user waypoint usually
incorporatesa referencewaypoint,bearingand distanceinformation.If
94 Mar Tlescott'sG1000GlassCockpitHotdbook

commentwith one of your own,you

you ,eplacedthe system-generated
can use"Auto Comment"to generatea newcomment.TOusethis, enter
the desiredwaypointin the User Waypointwindow,pressthe MENU
key,scroll to select"Auto Comment"and pressthe ENT key.The com-
ment generatedis basedupon the referencepoint cunently used to
define the waypoint.

AUX GroupPages
Trip PlanningPage
Traditionally,trip planningwas tediouswork which requiredmany
manual calculations and thereforewasnotalways done in detail. Now,
the Trip Planningpagemakesit so easythere'sneveran excusenot to
review your projected arrival time and fuel reservesoften while flying
a trip.
The Trip Planningpage(figure 7-38) is the first pagein the AUX
group.To get there,turn the large FMS knob until AUX is highlighted
in cyanand if necessaryturn the small FMS knob to find the page.The
page operatesin either automaticor manual mode, selectedwith the
AUTO and MANUAL softkeysor by using the MENU key.

T r i pP l a n n i n gP a g e - A u t o m a t iM
c ode
Automaticmodeis the easiestto usein flight, sinceit enterscurrent
groundspeed,fuel flow and remainingfuel on board to calculatewhen
you'll arriveat your destination.It alsogenerates fuel statistics,suchas
how much gasyou'll haveleft when you arrive. AII you haveto do to ana-
lyze a trip is select a flight plan or flight plan leg or manually enter a
destination.Pusheitherthe FPL softkey(notthe FPL key on the bezel!)
to selecta flight plan, or the WPTS softkeyto entera destinationway-
point.The MENU key can alsobe usedto maketheseselections.
To use automaticmode, pressthe AUTO softkeyor, alternatively,
pressthe MENU key,scroll to select"AutomaticMode," and pressthe
ENT key.To analyze,for example,the activeflight plan, pushthe FMS
knob,scrollwith the largeFMSknob to the FPL field and usethe small
FMS knob to selectFPL #0, the active flight plan. Then scroll to the
LEG field. Usingthe small FMS knob, selectCUM (cumulative)for the
entire flight, or a number for one of the individual legs of the flight.
Then, look below in the TRIP STATSbox and you'll seethe following
statisticsupdatedfor the flight plan leg or destinationselected.The
type of units usedfor eachparameter(e.g.nauticalor statutemiles) is
selectedon the SystemSetuppage,describedlater in this chapter.
. DTK (desiredgroundtrack) in degrees
o DIS (distance)in miles
. ETE (estimatedtime en route)in hoursand minutes
o ETA (estimatedtime of arrival) in hours and minutes
. ESA (en route safealtitude) in feet or metersfor the leg or trip
basedon 1000 foot clearancewithin 5 miles of the route or 2000
 Chapter7: MFD Overview 95

Figure 7-38 The Trip Planningpage

feet in mountainous areas as defined by the Airman's
continuously calculatesinformation for
Information Manual. your currenttrip or allowsyou to manu-
o Sunrise and Sunsettimes in hours and minutes Ltd.or
ally analyzea future lrip. @Garmin
In addition to analyzing flight plans, you can enter waypoints to its affiliates

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,pressthe 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 presentposition.

P a g e - M a n u aMl o d e
T r i pP t a n n i n g
The 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
96
Mar TTescott's
TIP
If your aircraft uses a fuel totalizer, the
fuel statistics generatedare NOT based
upon the actual fuel in the tanks, but are
calculated by the totalizer. Therefore,
your start-up checklist should include
pressingthe ENGINE and then the SYS-
TEM softkey on the MFD so you can
enter into the totalizer the amount of any
fuel added or removed from the tanks.
Otherwise,the fuel statistics generated
will be inaccurate.Note: someearly ver-
sions of the G1000 have only a RST
USED softkey, which should only be
pressedwhen you fill the tanks to the top.
G1000GlassCockpitHadbook
future trips, possiblediversionsor to see the effect of changingair-
speed, fuel consumptionor other parametersfor your present trip.
Generallyin the air, however,it's easierto use the automaticmodeand
then make power and Ieaningchangesto see their impact upon your
cunent trip.
To usethe Manualmode,pressthe MANUAL softkeyor, alternative-
ly, pressthe MENU key,scroll to select'oManualMode,"and pressthe
ENT key. Finally, selecta flight plan or enter waypointsas described
in the AutomaticModesectionabove.Then, scroll usingthe largeFMS
knob to the followingfields and use the small and large FMS knobsto
enter theseparameters:
. DEP TIME (departuretime) in hoursand minutes
. GS (groundspeed) in nauticalmiles (or km per hour)
. FUEL FLOW in gallonsper hour (or liters per hour)
. FUEL ON BOARD in gallons(or liters)
T r i p P l a n n i n gP a g e - F u eP
[ lanning
Regardlessof whetheryou use the automaticor the manualmodes,
the FUEL STATSbox generatesa lot of useful information.However,
the way that information is generatedvaries depending upon what
equipment your aircraft manufacturerincludes in your plane (see
Appendixfor your aircraft'sequipment).The GI000 workswith the fol-
lowing combinationsof equipment:
o No fuel sensors.You'll needto enterthe fuel flow rate and fuel
on board.The GI000 will use this data to continuouslycalculate
the remainingfuel on board.Onceyou enterthis data,it is
retaineduntil you changeit.
o Fuel flow sensorand totalizer.The fuel flow rate is provided
automatically,but fuel quantitiesare providedby a fuel totalizer
that relies upon you properlyenteringinto the C1000 the
amountof fuel you add to the tanks.Seethe relatedtip.
o Fuel FIow sensorand Fuel on Boardsensors.Fuel on boardis
measuredautomaticallyand cannotbe changedon this page.
Fuel Flow is alsomeasured,or can be enteredmanually,though
manualentriesare not retainedon future viewsof this page.
In automaticmode,informationin the FUEL STATSbox is based
upon your actualgroundspeed and,if equippedwith a fuel sensor,your
actual fuel flow. Thesefigures will changeif, for example,you were to
encounterstrong headwindslater in the trip. In the manual mode,
you'll needto specifythe groundspeed, fuel flow and fuel on board.In
either mode,the followingdata is displayed.The actual units depend
upon what you selectin the SystemSetuppage.
. EFFICIENCY in nauticalmiles per gallon
. TOTAL ENDUR (endurance) in hours:minutes to fuel exhaustion
. REM FUEL (remainingfuel) in tanks in gallons
o REM ENDUR (remainingendurance)in hours:minutesof fuel
remainingat destination
. FUEL REQ (fuel required)in gallonsto reachdestination
 Chapter7: MFDOverview 97

. TOTALRANGEin nautical
miles
T r i p P l a n n i n gP a g e - D e n s i t yA l t i t u d e a n d T r u e
Airspeed
You can easily calculatedensityaltitude and true airspeedfor any
setof conditions.For currentconditions,it's generallyeasierto readthe
true airspeeddirectly from the bottomof the airspeedindicatoron the
PFD. The Trip Planningpage,however,will allowyou to calculateit for
any set of conditions.
To do so, pressthe MANUAL softkey,push the FMS knob to get a
cursor,and scroll using the large FMS knob to highlight the CALI-
BRATEDAS (airspeed)field(figure7-39)and enterthe airspeedusing
the small and large FMS knobs.Scroll with the large knob and enter
data in eachof the followingfields:
. IND ALTITUDE (indicatedaltitude)
o PRESSURE(barometricpressure)
o TOTAL AIR TEMP (degrees)
Using this data,the GI000 calculatesand displaysdensityaltitude
Figure7-39UsetheTripPlanning
and true airspeed.
densityaltitudeand
Pageto calculate
true airspeed. @GarminLtd.or its affrliates
Utility Page
The utility page(figure7-40) is usuallythe secondpagein the AUX
group.To reachit, turn the Iarge FMS knob until AUX is highlighted
in cyan and turn the small FMS knob to find the page. It displays
timers,trip statisticsand allowsyou to schedulefuture reminders.

U t i t i t yP a g e - T i m e r as n d
D e p a r t u rT eime
The Utility page includes two
timers, one for generalpurposeup or
down timing and one that recordsthe
actual flight time. It also notes the
time of departure.To use any of the
timers,pressthe FMS knob and scroll
the cursor to the timer (figure 7-41).
For the generic timer, the first field
allowsyou to selectUP or DOWN tim-
ing by using the small FMS knob.
Scroll to the secondfield and succes-
sive pressesof the ENT key will
START,STOPand RESET the timer.
Scroll to the third field and you can
use the small and large FMS knobsto
presetthe counterwith the time from Figure7-4OTheUtilitypagedisplays
which you'd like to start counting. and letsyou
timersandtripstatistics
To use the flight timer, scroll with the large FMS knob to the first schedule reminders. @GarminLtd.or its
field and, using the small FMS knob, scroll to selectthe criteria upon affiliates
98
MaclYescott's
Figure7-41TheTlmerwindowhasa
generictimerand letsyouset criteria
time.
for theflighttimeranddeparture
@ Garmin Ltd. or its affiliates
Figure7-42Starta reminderby enter-
ingthe messageyouwantdisplayed.
@ Garmin Ltd. or its affiliates
G1000GlassCockpitHandbook
which you'dlike the timer to start(e.g.PWR-ON,IN-
AIR or GS>3OKTdependingupon the versionof your
G1000). You can reset this timer by pressing the
MENU key, scrolling to "Reset Flight Timer" and
pressingthe ENT key.
To set the criteria for recordingthe departuretime,
scroll with the large FMS knob to the first field and,
using the small knob, scroll to selectthe criteria upon
which you'd like the departuretime to be recorded(e.g.PWR-ON,IN-
AIR or GS>30KT).Youcan resetthe departuretime to the currenttime
'oResetDepartureTime" and
by pressingthe MENU key, scrollingto
pressingthe ENT key.
Utitity Page-TripStatistics
The followingare displayedin the Trip Statisticsbox and all can be
resetat any time:
. ODOMETER
. TRIP ODOMETER
. TRIP AVERAGE GS (groundspeed)
. MAXIMUM GS (groundspeed)
To resetany or all of the parameters,pr€ssthe MENU key scroll to
o'ResetTrip
select one of the following and press the ENT key:
'oResetMaximum Speed" or
ODOM/AVG GS," "Reset Odometer,"
"ResetAll."
Utitity Page-Scheduler
The Schedulerlets you programreminder messagesbased upon
elapsedtime or a particular date and time. Time-basedmessagescan
be periodic,suchas "CHANGE FUEL TANKS" every30 minutes,or
one time after you enter the message.Event messages are basedupon
a particulardate and time, such as "ANNUAL DUE NEXT MONTH."
Sincethe schedulerusesthe GPSreceivertime, you shouldn'tuseit for
eventsbasedupon "tach time" such as oil changes.When an eventis
due, the ALERTS softkeyon the PFD will flash. Push the softkeyand
you'll see the messageyou programmedinto the
scheduler.
To use the Scheduler,push the FMS knob to get a
cursor, scroll with the large FMS knob to the first
blank MESSAGEline and, using the small and large
FMS knobs,entera remindermessagein the 2O char-
acterfield (figure7-42).Pressthe ENT key and scroll
with the large FMS knob to the TYPE field. Turn the
small FMS knob to selectone of the followingand pressthe ENT key:
r Event- singlemessagebasedupon a date and time
o One Time - occursafter time expireseachtime G1000is pow-
eredup
. Periodic- recursbasedon the amountof time specified
 Chapter7: MFD Overview 99

Scroll to the next field and enter a

date and time (for events)or a time for
one time and periodic events.Use the
small and large FMS knobs to enter
dates and times and then press the
ENT key. For One Time and Periodic
events, the REM field displays the
time remainingbeforethe message will
be displayed.

GPSStatusPage
The GPS Statuspage (figure 7-43)
is the third pagein the AUX group.To
accessit, turn the largeFMSknob until
AUX is highlightedin cyan and turn
the small FMS knob to find the page.It
providesa visual referenceof the sta-
tus of the GPSreceiverand allowsyou Figurc7-43Go to the GPSStatus
to determinein advanceif the satellite pageto verifythat you havegoodsig-
configurationwill allow you to use GPSwhen you reachyour destina- nal strengthfor bothGPSreceivers
tron. and to calculateRAIM.@GarminLtd.or its
The ACTIVE GPS,which performsall GPSfunctions,is displayed affiliates

in the upperright corner.[n mostaircraft,GPSI is the first CPSreceiv-

er to receivepower and becomethe active GPS,thoughoccasionally
GPS2will comeonline first. The active GPS performsall GPS func-
tions,while the otherone is a hot sparethat'sreadyto takeoverin case
of a failure.
The Constellationwindow,in the upper left of the display,gives a
graphical representationof satellite positions.The outer ring repre-
sentsthe horizon,the inner ring represents45o abovethe horizonand
the center representsa point directly overhead.Circles representthe
satellitesand numberscorrespondto the bar graphin the lower half of
the screenthat showsreceivedsignalstrength.Circlesand bars which
are filled in indicatethat a complete3O-second data transmissionwas
receivedfor that satellite;hollow circles and bars indicatethat a com-
plete transmissionhas yet to be received.If no bar is present,the
receiveris still looking for a particular satelliteand if a bar is check-
ered, the receiverhas excludedthat satellite'sdata from all calcula-
tions.
You can push softkeysGPSI and GPS2(or use the MENU key and
selectGPSI or GPS2)to switch the bar graphdisplayto showthe sig-
nal strengthfor 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 beforetakeoff.
The Satellite Status window, at the upper center of the display,
showsone of the followingstatusmessages:
. ACQUIRING- The GI000 is acquiringsatellitedata and
100
MacTlescott's
Figure7-MTo predictRAIM,entera
waypoint,
dateandtime,scrollto
"ComputeRAIM?"and pressthe ENT
key. @Garmin Ltd.or iE affitiates
G1000GlassCockpitHadbook
its locationandpro-
doesn'tyet haveenoughdatato establish
vide navigationguidance.
o 2D NAV - The G1000 is receivingat Ieastthree satellitesand
providing2-dimensionaldatawhich is sufficientfor courseguid-
ance,but which doesn'tprovidealtitudedata or the RAIM cal-
culationsrequiredto allow using the GPSfor an instrument
approach.
. 3D NAV - The G1000is receivingat leastfour satellitesand
providing3-dimensionaldata including altitude.
The SatelliteStatuswindowalsoincludesthe followingdata:
. EPE - EstimatedPositionError
. DOP - Dilution of Precision
. HUL - HorizontalUncertaintyLevel
. POSITION- Longitude/Latitudecoordinatesof current position
. TIME - time derivedfrom the GPSsatellites
o ALTITUDE - GPSderivedaltitude
. GROUNDSPEED
. TRACK - surrsn[ groundtrack in degrees
GPSStatusPage-RAIMPrediction
ReceiverAutonomousIntegrityMonitoring(RAIM) is a GPSreceiv-
er functionthat predicts,for a givenlocationand time, the geometryof
the GPSsatellitesand whetherthey will be in a positionto providethe
accuracyrequired for an instrumentapproach.GPS coverageis not
universal,since the 24 satellitesoperatein low earth orbit and their
positionsare constantlychanging.The orbits are designedso that at
leastfive satelliteswill be visible mostof the time; however,at higher
latitudes(asyou get closerto the North and Southpoles),RAIM warn-
ing messages are morelikely to occur.
It's a good practice to check aheadof time whether you'll "have
RAIM" when you arrive at your destination,particularly if you are
flying in IMC. If you don't check,you may be surprised-and needto
changeyour plans-if you receivea RAIM messagewhile flying an
instrumentapproachto your destination.If you receivethe message
outside the final approach fix (FAF), you must discontinue the
approach.However,if youoreinsidethe FAE,the receiverwill continue
to operatein approachmodefor up to 5 minutes.You can also get a
RAIM messageif one or more of the satellitesis providingerroneous
dataor if thereare not enoughsatellitesvisible to calculateRAIM. For
non-precisionGPS approaches,a RAIM warning must be generated
within 10 secondsof a fault occurring.
To predictRAIM, pressthe FMSknob from the GPSStatuspageand
scroll with the large FMS knob to highlight the WAYPOINTfield (fig-
we 7-44).Usingthe small and largeFMS knobs,enterthe waypointfor
which you'dlike to calculateRAIM. If you'reflying to a waypointusing
the Direct-tokey,your waypointmay alreadybe properlyloadedin this
field. To check RAIM for your cunent position, you can press the
 Chapter7: MFDOverview 101

MENU key,scrollto highlight"set WPT to PresentPosition"and press

the ENT key.
Next, using the large FMS knob, scroll to the ARV TIME and ARV
DATE fields and use the small and large FMS knobsto enter the esti-
matedanival time and date at your destination.Finally, scroll to high-
light "COMPUTERAIM?" and pressthe ENT key' If you'repredicted
to have RAIM upon arrival, the field will display "RAIM AVAIL-
ABLE." Otherwise,it will display "RAIM NOT AVAILABLE" or
"COMPUTINGAVAILABILITY" if the computationis still in progress.
If RAIM will not be available,you shouldplan to usea non-GPSinstru-
ment approach.

SystemSetupPage
The SystemSetuppage(figure 7-45) is where you'll go to configure
the many user preferencesavailablewithin the G1000. It's the fourth
pagein the AUX group,and you can reachit by turning the largeFMS
knob until AUX is highlightedin cyanand turningthe small FMS knob
to find the page.Later softwareversionsof this pageinclude a Pilot
Profilesectionowhich allowsmultiple pilots to enterand savetheir own
preferencesfor easyrecall eachtime they fly the plane.Pilot Profiles
are discussedat the end of this section.
The DATE/TIME box allows you to specify the format in which the
time is displayedand to enter the number of hours from which your
local time is offsetfrom UniversalCoordinatedTime (UTC)alsocalled
GMT or Zulu time. You'renot ableto makeany changesto the dateand
the actualtime as both of theseare deriveddirectlyfrom the GPSsatel-
Iites which are highly accurate.
To changethe time formatopressthe FMS knob and scroll with the
IargeFMS knob to the TIME FORMATfield. Use the small FMS knob
to selectLOCAL l2hr, LOCAL2A\: or UTC and pressthe ENT key' To
set your local time zone,push the FMS knob and scroll to the TIME
OFFSETfield. Usethe smalland largeFMS knobsto enterthe number
of hoursand, in rare cases,the numberof minutesyour local time zone
is offsetfrom UTC. Pressthe ENT key and check the TIME field to
ensurethat it displaysthe correctlocal time. You'll needto adjustthis
field if clocksin your time zoneare changedfor DaylightSavingTime.

y n i t sa n d M a p D a t u m
S y s t e mS e t u pP a g e - D i s p t aU
Youcan usethe DISPLAYUNITSbox to configurethe G1000to dis-
play data in differentunits. Alternatively,you can restorethe units to
ih"it d"fuult values by pressing the MENU key, where "Restore
Defaults"is highlighted,and then the ENT key.Defaultvaluesare list-
ed first below.
To changea data type, pressthe FMS knob, scroll with the large
FMS knob to the desiredfield, turn the smallFMS knob to selecta data
type and pressthe ENT key. The NAV ANGLE field lets you select
t02 G1000GlassCockpitHandbook
MaxTfescott's

Figure 7-45 The System Setup page
lets you set your preferencesand store
them in pilot profiles.@Garmin
Ltd.or its
affiliates
whether track, course and heading information is displayed relative to
true north or whether the data is corrected with the computed local
magneticvariation to display data relative to magneticnorth. If "Thue"
is selected,the letter "T" follows all data to indicate this. "Auto" is
used to selectmagneticnorth. The fields, their default valuesand alter-
nate display units are listed below:
. NAVANCLE: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 datumsare setsof map referencepoints basedupon a survey
conductedin a region at a particular time. While many map datums
coverthe sameregion,they may showa particularpoint as far as a few
 7:MFDOverview

thousandfeet awayfrom the samepoint using a differentdatum.WGS-

84 is the primary datum usedworldwidefor GPS,thoughyou may want
to checkwhetheranothermap datumis recommended for your country.
To set the map datumopressthe FMS knob and scroll with the large
FMS knob to highlight the MAP DATUM field. Turn the small FMS
knob to selecta particulardatum and pressthe ENT key.

Alerts
SystemSetupPage-AirsPace
The AIRSPACE ALERTS box (figure 7-46) allowsyou to select for
which typesof airspaceyou'll receiveAlerts messages on the PFD and
howclosein altitudeto 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 aboveor belowthe airspace,you won't
receivean alert. [f you'rewithin 200 feet verticallyof the airspaceand
are projectedto enter it, an alert messageis generated.Note that turn-
ing off any alertsin this box doesnot changethe airspaceboundaries
depictedon the NavigationMap page,nor doesit affectany of the alerts
on the NearestAirspacespage.
Alerting can be tumed on or off for the followingtypesof airspace:
. CLASSB/TMA (TerminalManeuveringArea)
. CLASSC/TCA (TerminalControlArea) Figure7-46 UsetheAirspace Alertsto
OCLASSD of nearbyair-
alertyouto the presence
. RESTRICTED Space, @GarminLtd.or its afftliates
. MOA (MILITARY)
. OTHER AIRSPACE
To makechangesto AirspaceAlerts, pressthe FMS knob and, with
the largeFMSknob, scroll the cursorto highlighta field. For the AUII-
TUDE BUFFER field, use the small and large FMS knobsto enter an
altitude and pressthe 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.

SystemSetupPage-ArrivaIand AudioAlerts
Arrival alerts,availablein more recentversionsof the G1000 soft-

largeknob to highlightthe ON/OFFfield in the ARRIVAL ALERT box.

Turn the smallFMS knob to selectan optionand pressthe ENT key.To
set the distance,scroll the cursorwith the large FMS knob to the dis-
tancefield and use the small and large FMS knobsto enter a distance
in nautical miles and pressthe ENT key.
The G1000 includes audio alerts, heard through the audio panel,
to make you awareof situationslike nearbytraffic. You can chooseto
104 Mar llescott'sG1000GlossCockpitHandbook
Figure7-47Youcanchoosethe
parametersdisplayedin the MFD's
NavigationStatusbar. @GarminLtd.or tts
afflllates
TIP
XTK shows how far left or right you are
from course and is particularly useful
whenflying instrumentapproaches. VSR
is very useful when used in conjunction
with the Vertical Navigation page, dis-
cussedin Chapter9. It can be used to
estimatethe descentrate required for the
final segment of a non-precision
approach. To be most useful, you must
look at VSR just before the final
approachfix, where the systemautomati-
cally tums it off.
hear these alerts with either a male or female voice. To changethe
voice, pressthe FMS knob and scroll the cursor to the VOICE field
in the AUDIO ALERTS box. Use the small FMS knob to select
FEMALE or MALE and pressthe ENT key. Note that the volume of
Traffic alerts can be adjusted,but you'll need an avionicstechnician
to do it.
SystemSetupPage-Changing
the Navigation
StatusBar
Both the PFD and MFD display four fields of information in a
NavigationStatusbar at the top of their respectivedisplays.You can-
not changethe fields on the PFD, sincethey are specifiedas part of the
aircraft certification;however,you can specifythe onesdisplayedon
the MFD. The default fields are, in order from left to right, ground-
speed,XTK (crosstrackerror in nm), ETE (estimatedtime en route)
and ESA (en route safe altitude).You can changeeach of thesefour
fields to displayany of the following:
. BRG (bearingin degrees)
. DIS (distance)
. DTK (desiredtrack)
. ESA (en route safealtitude)
. ETA (estimatedtime of arrival)
. ETE (estimatedtime en route)
. GS (groundspeed)
o MSA (minimumsafealtitude)
. TKE (track angle error)
. TRK (track)
. VSR (verticalspeedrequired)
o XTK (crosstrackerror-distance from the course)
To changethe datadisplayedin any of the four fields,pressthe FMS
knob and scroll the cursorto highlightoneof the four fields in the MFD
DATA BAR FIELDS box (figure 7-47).Then turn the small FMS knob
to selectan option and pressthe ENT key.
SystemSetupPage-CDl,COMConfiguration
The GPSCDI box givesinformationaboutthe scalingof the course
deviationindicator(CDI),which is representedby four dotsacrossthe
face of the HSI. A detaileddiscussionof the CDI can be found in the
Navigation with the HSI sectionof Chapter4.
When using GPS,the distancerepresentedby the CDI scalecan be
either 5.0, 1.0 or 0.3 nautical miles from the center of the display to
eitherfull left or full right deflection,dependinguponwhetherthe GPS
receiveris operatingin en route,terminalor approachmode.The GPS
will automaticallycycle throughthese modesas it gets closer to the
destinationif it's operatingin AUTO mode.More than 30 miles from
the destination,it operatesin enroutemode.Insideof 30 milesoit oper-
ates in terminal mode and, if an instrumentapproachis activated,it
changesto approachmodetwo miles outsideof the FAF.
 7: MFDOverview
Chapter 105

If you wish to navigatemoreaccuratelyall the time, you can set the

CDI to 1.0 or 0.3 nm, and the higher settingswon't be used. If you
select I.0 nm, the CDI will still changeto 0.3 nm on an instrument
approach.You can selectthe AUTO mode,5.0, 1.0, or 0.3 scalesby
pushing the FMS knob and scrolling to the SELECTEDfield in the
GPSCDI box. Use the small FMS knob to selecta modeand pressthe
ENT key. The current scaling is alwaysdisplayedin the next field,
which is labeledSYSTEMCDI.
As an instrumentpilot, you alwayswant to make sure that the HSI
displayscourseguidancefrom the conect VOR or GPSreceiver.For
ILS approaches,it's not uncommonto navigateinto the vicinity of an
airport using GPS and then switch the HSI to display the ILS signal
beingreceivedon NAVI or NAV2. To protectyou if you forgetto switch
the CDI, the G1000hasthe capabilityto makethis switchfor you auto-
matically. However,anytime the HSI switches,whethermanually or
automatically,the autopilot will switch to ROL mode.t This is dis-
cussedin more detail in Chapter1I. Note: Someaircraft, such as the
DiamondDA40, statein the Limitationsin the Airplane Flight Manual
Supplementthat the ILS CDI CAPTURE function must be set to
Manualfor autopilotcoupledILS approaches.
To setthis mode,pushthe FMS knob and scroll the cursorto the ILS
CDI CAPIURE field. Scroll with the small FMS knob to selectAUTO
or MANUAL and pressthe ENT key (figure7-48).
The G1000 coM radios can operatewith either 25 kHz spacing
betweenchannelsor 8.33 kHz spacing.Currently,25 kHz spacingis
used in the United Stateswhile 8.33 kHz is used in someother coun-
tries. To set the channel spacing,push the FMS knob and scroll the
Figure7-zl8The ILSCDICapturecan
cursor to the CHANNEL SPACINGfield. Then scroll with the small automaticallyswitchthe CDlfromGPS
FMS knob to select25.OkHz or 8.33 kHz and pressthe ENT key' to an ILS Theautopilot
signal. will
revert to ROL mode when the CDI
Airport
SystemSetupPage-Nearest SWitCheS. @Gatmln Ltd. or tE atfrllates
The NRST softkevon the PFD and the NearestAirports page(figure

EST APT box to select your minimum criteria for an airport to appear
when you push the NRST softkeyor turn to the NearestAirports page.
To set the criteriarpush the FMS knob and scroll the cursorto the
RNWY SURFACEfield. Then scrollwith the small FMS knob to select
a runway surface type. choose ANY, HARD ONLY, HARD/SOFT or
WATER and presstlie 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 Cessna172,lB2 and 206 aircraft.

106
Figure7-49 Pilotprofilesmakeit easy
for eachpilotto savehisor hersystem
preferenCeS. @ GarminLtd,ot its affttiates
Figure 7-50 To use a profile,you must
select it as the active profile.@Garmin
Ltd. or its aftiliates
Ma,cTlescott's
G1000GlassCockpitHutdbook
PFDor goto the NearestAirportspageandconfirmthatonly airports
meetingyourcriteriaarelisted.
SystemSetupPage-PilotProfiles
If someoneelsedrivesyour car,you know how annoyingit can be to
haveto readjustthe seatand mirrorseachtime. Likewise,if morethan
onepersonis flying a G1000aircraftoeachof themmay havehis or her
ownpreferences for configuringthe system.Pilot profileslet you create
up to 25 profiles,each with its own configuration.You might use one
profile for each personwho flies the plane. Or, if you have different
configurationpreferencesfor differenttypesof flight, you might create
a separateprofile for each.Early G1000versionsdid not include pilot
profiles,but mostaircraftnow ship with this feature.
To createa profile from the SystemSetuppage,push the FMS knob
and scroll with the largeknob to highlightthe CREATEfield and press
the ENT key. Then use the small and large FMS knobs to enter the
namefor your profile and pressthe ENT key. The cursorwill moveto
the CURRENTSETTINGSfield; pressthe ENT key to usethe current
settingsfor the profile. Alternatively,you can turn the small FMS knob
to selectGARMIN DEFAUIiIS, DEFAULTPROFILE, or the nameof
an existingprofile, and pressthe ENT key (figure7-49).Then,turn the
large FMS knob to select CREATE and pressthe ENT key or select
CANCEL and press the ENT key. Alternatively,select CREATE &
ACTIVATEand pressthe ENT key,which will makeyour newly creat-
ed profile active.
To use a profile, you must selectit as the activeprofile. To do this,
pushthe FMS knob,scroll with the largeknob to the ACTIVE field and
turn the small FMS knob to displaythe list of profiles.Scroll ro high-
light the desiredprofile (figure7-50) and pressthe
ENT key to makeit active.
You cannotdeletean active profile, so to delete
a profile, first load a different one using the steps
above.Then press the FMS knob, turn the large
FMS knob to highlightthe DELETE field and press
the ENT key.Next,scrollto highlightthe profile you
want to delete and press the ENT key. Press the
ENT key a secondtime to deletethe profile or turn the largeFMS knob
to selectCANCEL and pressthe ENT key to cancelthe deleteopera-
tion.
To renamea profile, pressthe FMS knob, turn the large FMS knob
to highlight the RENAME field and pressthe ENT key. Next, scroll to
highlight the profile you want to renameand pressthe ENT key. Use
the small and largeFMS knobsto entera newnameand pressthe ENT
key.Pressthe ENT key a secondtime to renamethe profile or turn the
large FMS knob to selectCANCEL and pressthe ENT key to cancel
the renameoperation.
 7:MFDOverview

XM InformationPage
If you havethe optionalGDL 69A data-linkmoduleand an aviation
type subscriptionfrom XM satellite,
youoregoing to love this page and so
will the kids! To reach this page,turn
the largeFMS knob until AUX is high-
lighted in cyanand turn the small FMS
knob until you reach the page (figure
7-5I). Pressingthe INFO softkey or
pressing the MENU key, selecting
"View XM Informationo'and pressing
the ENT key showsthe list of weather
products available through your sub-
scription.The next chapteris devoted
to describingtheseproducts.
To use the satellite radio system,
pressthe RADIO softkeyor pressthe
o'OperateRadio"
MENU ke5 select
and pressthe ENT key.Thereare three
waysto selecta channel:selectfrom a
categorypressa presetsoftkey(much
Iike your car radiobuttons)or enterthe
channel number directly. If you're Figure7-51Witha satelliteradiosub-
you can listento yourfavorite
scription,
unfamiliarwith the channelnumbers,you'll wantto pressthe CATCRY
channels. @GarminLtd.or its affiliates
softkeyand turn the small FMS knob to list the current categoriesof
audio such as Hits, Rock, Country etc. Highlight the desiredcategory
and pressthe ENT key.If you select"All Categories,"you can use the
CAT- and CAT+ softkeysto cycle throughthe categories.
Selectinga categoryloadsall relatedchannelsinto the CHANNELS
window.To step through the channels,press the CHNL softkeyand
then the CAT-and CAT+ softkeys.Alternatively,you can pushthe FMS
knob and scroll with the large FMS knob to highlight a channel.
Onceyou becomefamiliar with the channels,you can entera chan-
nel number directly.First, pressthe CHNL softkeyand then the DIR
CH softkey.Use the numberedsoftkeysto enter the channelnumber

softkeys.
Thereare two waysto set the radiovolume:usingthe softkeysor the
FMS knobs. To select the volume control, press the vol softkeyor
108
Figure7-52The SystemStatuspage
showsthe statusof all systemcompo-
nents. @Garmin Ltd. or tts affrliates
Mar llescott'sG1000GlassCockpitHandbook
press the FMS knob and scroll with
the large knob to highlight the oo7o"
sign in the right corner of the VOL-
UME window. Then use the VOL+
and VOL- softkeysor turn the small
FMS knob to changethe volume.You
can also use the MUTE softkey to
mute the audio.
SystemStatusPage
The SystemStatuspage(figure 7-
52) is the only page where you can
verify that all of the G1000 system
componentsare working. For exam-
ple, if your first GPSreceiver(part of
GIAI) hasfailed and the secondGPS
receiver has taken over for it, you
might not be aware of the failure.
Consideraddingan item to your start-upchecklistthat tells you to view
this pagesoonafter enginestart.
The SystemStatuspageis usually the last pagein the AUX group
and you can reachit by turning the largeFMS knob until AUX is high-
lighted in cyan and turning the small FMS knob to find the page.A
greencheckmarkindicatesa componentis working and a red X indi-
catesthat it hasfailed and that serviceis required.The pagealsoindi-
catessoftwareversionsfor eachcomponent.
NRSTGroupPages
Most modernGPSreceiversinclude sometype of nearestfunctiono
which givesyou informationaboutthe nearestairportsand is invalu-
able if the enginequits and you needto find a placeto land quickly. In
addition to airports,the G1000 includesseparatepageswith informa-
tion on the nearest intersections,NDBs, VORs, user-definedway-
pointsofrequenciesand airspaces.
The NRSTpagegroupis the last groupand can be reachedby turn-
ing the large FMS knob three or more clicks clockwise.This makesit
easyto find this groupin an emergency-just give the largeFMS knob
a big twist and you'll reachthe NRST group.Then use the small FMS
knob to selecta particularpagewithin the group.
In mostcases,therewill be morefacilities than can be displayedat
onetime. Wheneveryou seethe scroll bar alongthe right side of a win-
doq pressthe FMS knob and scroll with either knob to seethe entire
Iist and highlight a facility. This causesa white dashedline to appear
on the map,connectingthe airplanewith the highlightedfacility,which
makesit easyto orient yourself.
You can also navigatedirectly to any airport, intersection,NDB,
VOR or user defined waypointon a NRST page.Just push the FMS
 7:MFDOverview
Chapter 109

knob, scroll to highlightthe facility with the cursor,pressthe Direct-to

key and pressthe ENT key twice.
Like the WPT grouppages,the NRST group pageshavea large map
on the left side of the pagethat you can zoomin and out using the range
knob. The MAP softkey allows you to add layers of information to the
map by pressingthe appropriatesoftkey.TheseincludeTOPO,TRAF- TIP
FIC, STRMSCRNEXRAD' and XM LTNG softkeys.Like the WPT If you're a GI00O-equipped aircraft
groupmaps,the NRSTgroupmapsusea "North Up" orientation,which owner,you'll want to write down the soft-
cannotbe changed. ware version loaded for every component
in your system.Then, after each time a
Nearest
AirportsPage technician works on the G1000, check
the System Status page to see that the
The NearestAirports page (figure 7-53), the one you'll most likely correct software version-<r a later ver-
needin an emergency, was purposelydesignedas the first pagein the sisn-$ras reloadedonto vour system.
NRST group.Turnthe large FMS knob clockwiseuntil NRST is high-
Iightedin cyanand turn the small FMSknob counterclockwise if you're
not on the first page.The pagedisplays
up to 25 airports within 200 nm and
containsinformationon:
o Airport identifier, symbol,bearing
and distanceto airport
o Airport name, nearestcity, state
and field elevation
o Runway designations, length,
width and surfacetype
o Frequencies
o Instrumentapproaches
Most pagesin the Gf000 allow you
to use the large FMS knob to scroll
across all of the fields. The Nearest
Airports pageis an exception.To move
the cursorfrom one windowto another,
you must usethe softkeysor the MENU
key. For example,to scroll throughthe Figure7-53 The NearestAirportspage
list of nearestairports,pressthe APT softkeyor pressthe MENU key, is one of the few pageswhereYou
scroll to "select Airport Window" and pressthe ENT key. Then press needto usesoftkeYsto accessall of
the FMS knob and scroll to select an airport. Information for that air- the informatioll. @ GarminLtd.or iE afflliat$
port will now appearin the other boxes.
If there is more than one runway,a green triangle appearsin the
RUNWAY window.To view informationon other runways,press the
RNWY softkeyand then scroll with the small FMS knob to view other
runways. You can also use the MENU key to select the RUNWAY
window.
You can load a frequencyfrom this pagedirectly into a COM receiv-
er, or in the caseof an ILS frequency,directly into a NAV receiver-Just
pressthe FREQ softkey,scroll to selecta frequencyand pressthe ENT
key. The frequency will be loaded into the standby side of the ra-
dio with the tuning box. Finally, press the FrequencyTogglekey to
ll0 Mar Itescott'sG1000GlassCockpitHandbook

transferthe frequencyto the activefield. You can also use the MENU
key to selectthe FREQUENCIESwindow.
You can alsoload any instrumentapproachin the databasefor an air-
port. To select an approach,pressthe APR softkey,scroll to select an
approachand pressthe LD APR softkey'This brings up the Approach
Loadingpage(figure 7-54),from which you can selecta transitionwith
the small FMS knob and pressthe ENT key.Youcan then scroll to load
or activatethe approachand pressthe ENT key. Approachescan also
be loadedfrom this pageusing the MENU key. Full detailson loading
instrumentapproaches can be found in ChapterlI.

Page
NearestIntersections
If you'rean instrumentrated pilot, you'veprobablyhad ATC direct
you to fly to an intersection.If it's nearby,you may be able to find it on
the Nearestlntersectionspage.To reachthis page,turn the large FMS
knob until NRSTis highlightedand turn the small FMS knob to select
the page.
To learn more aboutan intersection,pressthe FMS knob, scroll to
highlightthe intersectionand pressthe ENT key.You'll nowfind infor-
mationfor this intersectionin the INFORMATIONand REFERENCE
VOR windows(figure7-55). Informationdisplayedincludes:
o Identifier,symbol,bearingand distanceto the intersection
. Longitudeand Latitudecoordinates
o Informationon the nearestVOR including identifier,symbol,
Figure7-84Youcan loadan instrument frequency,bearingand distance
approachfromthe NearestAirportspage
by pushingtheAPRandLDAPRsoft- NearestNDBPage
keys. O GarminLtd.or its affiliates
To reach the NearestNDB page, turn the large FMS knob until
NRST is highlightedand turn the small FMS knob to selectthe page.
To learn moreabouta NDB, pressthe FMS knob, scroll to highlightthe
NDB and pressthe ENT key. You'll now find informationfor the NDB
in the INFORMATIONand FREQUENCYwindows.
Informationdisplayedincludes:
o ldentifier,symbol,bearingand distanceto the NDB
o Longitudeand Latitudecoordinates
. NDB frequencyin kHz

NearestVORPage
To reach the NearestVOR page, turn the large FMS knob until
NRST is highlightedand turn the small FMS knob to selectthe page.
To selecta VOR, pressthe FMS knob, scroll to highlight it and press
the ENT key. You'll now find informationfor the VOR in the INFOR-
MATION and FREQUENCYwindows.
Informationdisplayedincludes:
o ldentifier,symbol,bearingand distanceto the VOR
. Longitudeand Latitudecoordinates
o VOR nameand closestcity and state
 7: MFDOverview
Chapter 111

o VOR type and magneticvariation

. VOR frequencyin MHz
To load a VOR frequencyinto a NAV receiver,pressthe FREQ sofL-
key and press the ENT key. The frequencywill be loaded into the
standbysideof the radiowith the tuningbox. Now,pressthe Frequency
Togglekey to transferthe frequencyto the activefield. Youcan alsouse
the MENU key to selectthe FREQUENCYwindow

NearestUserWpts Page
This pagewill help you accessany user-definedwaypointsthat you
havecreated.To reachit, turn the largeFMS knob until NRSTis high-
Iightedand turn the small FMSknob to selectthe page.To selecta user
waypoint,pressthe FMS knob, scroll to highlightit and pressthe ENT
key. You'll now find informationfor your waypointin the INFORMA-
TION and REFERENCEWAYPOINTSwindows(figure7-56).
Informationdisplayedincludes:
. Identifier,symbol,bearingand distanceto the userwaypoint
t Waypointcomment
o Longitudeand Latitudecoordinates
. Identifier,bearingand distanceto referencewaypoint

Page
NearestFrequencies
Onechallengeall pilots face is finding the right frequencyto usefor
Figure7-55Youcan usethe Direct-to
flight followingwhen outsidemajor metropolitanareas,since they are keyto navigateto a waypointlistedin
not listed on sectionalcharts.The G1000 makesa major contribution the NearestIntersections
Page.
in that it makesit easyto find mostof thesefrequencies.Its database @GarminLtd. or its affrliates
includes Air Route Traffic Control Center (ARTCC),better know as
o'Center,"and Flight ServiceStation(FSS)frequencies. This pagedoes-
n't, however,include Approach and Departurefrequenciesused in
ClassB and C airspace;thesecan be found in the Airport Information
and NearestAirspacespages'
Like other pagesin the NRST page group,a white dashedline 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 contactwith Center.If you do, go to this
pageand scroll throughthe nearbyARTCC frequenciesuntil you find
one in front of you, as shownby the dashedline. This is probablythe
next frequencyto which you would havebeenhandedoff.
You will need to use softkeysor the MENU key to selectdifferent
windows,as you cannotscroll betweenwindows.To load a Centeror
FSSfrequency,pressthe ARTCC or FSSsoftkey,scroll with the small
FMS knob to selecta facility and then scroll with the large FMS knob
to selecta frequency.Pushthe ENT key to transferthe frequencyto the
standbyfield of a radio and then pressthe FrequencyTogglekey to
transferit to the activefrequency.Bearingand distanceinformationis
also shownfor thesefrequencies.To selecta weatherfrequency,push
the wX softkey,scroll to selecta frequencyand pressthe ENT key.
r12
Figure7-56The NearestUserWpts
pagelistsuserdefinedwaypoints
that
you havecrealed.
@ Garmln Ltd. or its atfiliates
Figure7-57Youfind nearbyCenter
and FSSfrequencieson the Nearest
Frequencies page. @ GerminLtd.or its
affiliates
Mar Ilescott'sG1000GlassCockpitHondbook
Page
Airspaces
Nearest
The NearestAirspacespageis an excellenttool for trackingnearby
airspace,particularlywhenyou are flying in an unfamiliarareaor in a
crowdedmetropolitanarea.Justrememberto setthe MFD for this page
in theseareas.You can still monitoryour progresswith the map on this
page,althoughit is only orientedNorth up. Alternatively,enableair-
spacealertsin the SystemSetuppagein the AUX groupand eachtime
the ALERTS softkeyon the PFD flashes,pressthe softkeyto read the
messageand go to the NearestAirspacespagefor moreinformation.
This pagedisplaysand sendsalert messages for the followingtypes
of airspace:
o ClassB. C. D
. TCA, TMA, TRSA
o Prohibited,Restricted,MOA
o Alert, Caution,Danger,Training,Unspecified,Warning
It's easyto reach,sinceit's the last pagein the last group.Turn the
largeFMSknob severalclicks clockwiseand then do the samewith the
smallFMS knob.
The AIRSPACEALERTSwindow(figure7-58)showsa list of alerts
prioritized accordingto their statuslabel, with "Inside" alerts listed
first and alertsthat are still "Ahead" listed last.The differentalert sta-
tusesare from highestto lowestpriority:
o "Inside" - Aircraft has alreadyenteredairspace
. "Ahead < 2 nm" - Aircraft will enter airspacein less than 2
miles
. "Within 2 nm" - Airspaceis within 2 miles,but aircraftwon't
enteron currentcourse
o o'Ahead"- Currentcoursewill take aircraftinto airspacewith-
in l0 minutes
The alerts are basedupon the boundariesof the airspaceand the
buffer altitude selectedon the SystemSetuppagein the AUX group.
For more informationabouta particularalert, push the ALERTS soft-
key or usethe MENU key.Thenpressthe FMSknob and scrollto high-
light an alert. lnformationabout that alert is now shownin the AIR-
SPACEAGENCY,VERTICALLIMITSand FREQUENCIES windows.
The followinginformationis shown:
. Typeof airspaceand controllingagency
o Verticallimits of the airspace
o Frequencies
To load a frequencyor get more informationabout it, press the
FREQ softkey or press the MENU key, scroll to "Select Frequency
Window" and pressthe ENT key. To load a frequency,scroll to high-
Iight it, pressthe ENT key to transferit to a radio'sstandbyfield and
then pressthe FrequencyTogglekey to transferit to the activefield.
ln caseswheremultiple frequenciesare usedfor the samefunction,
suchasApproachor ClassB frequencies,a blue "i" in a circle indicates
that additionalinformationis providedon the sectorsand altitudeinfor-
 Chapter7: MFDOverview 113

mationto which thesefrequenciesapply.In thesecases,scrollthe large

FMS knob to highlightthe type of frequency,such as "Departure"and
pressthe ENT key to seethe additionalinft-rrmation.
Pressingthe ENT
key againor the CLR key will closethe additionalinformationwindow.

Summary
If 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 at
once, 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 are
relatively easy to use. Next, start using the WPT group, particularly the
Airport 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!

Figure7-58TheAirspace Alenswin-
dowprioritizes
alertsandgivesfrequen-
cies for nearby airspace. @GarminLtd.or
its affiliates
 ChapterB:
DataLinkWeather
Onboard

ear real-timeweatherdata,in the cockpit,is the ultimatein graph-

ical information for general aviation pilots-at least until synthetic
vision becomesavailable. Now, for a fee, it's available for any G1000
glasscockpit aircraft. If you're a clear skies,weekendflyeroyou may not
have much real world use for this data. If, howeveroyou fly crosscoun-
tries regularly, whether you're instrument rated or not, you'll find that
datalink weatheris an invaluable service that makes flying safer and
more enjoyable.If you fly a G1000 aircraft without a subscriptionto an
aviationweatherpackage,you can skip this chapter,or continueread-
ing to seewhat you'remissing!
To receivethe onboarddata-link weather,your GI000 must have a
GDL 69 or GDL 69A Data Link module.Both modulescan receivethe
weathervia satellite. In addition, the GDL 69A can receive satellite
radio for your onboard entertainment.Some manufacturersinclude a
GDL 69 or GDL 69A with all GlOOO-equipped aircraft; othersmay offer
it as a separateoption.
In addition,you needa subscriptionto an aviationweatherpackage
createdby weatherforecastersat WxWont@and distributed via satellite
through XM Satellite@. This is different from-and more expensive
than-the subscriptionthat you may alreadyhavefor a satellite radio in
your car. Currently, three packagesare available: Aviator LI, Aviator
and Aviator Pro.
If you're like the majority of pilots who fly normally aspiratedaircraft
at lower altitudes,the basic servicemeetsyour needs,particularly if
your aircraft is also equipped with a Stormscope.Togetherwith the
NEXRAD radar,you'll be able to steerclear of problem areas.Yes,it
would be nice to havethe AIRMET data,but you'll get this information
when you phonefor a briefing beforeyou leave,and you can alwayscall
Flight Watch on 122.0 for updateswhile en route.
116 MacIlescott'sG1000GlassCoclqitHotdbook

The Aviatorpackageis a goodmatchfor pilots flying at higher alti-

tudes,whetherthey'rein turbochargedaircraftor flying one of the new
VU jets. If you'reflying high in one of theseplanes,you'remorelike-
ly to want to know how high the cloudsare,wherethe freezinglevel is
locatedand which flight level will providethe mostfavorablewinds. If
you fly at loweraltitudes,panicularlyin cold winter locations,you may
alsobe interestedin the Aviatorpackage.The newAviatorPro package
will be of mostinterestto businessand commercialaviationoperators.
This chapter is organizedby weatherproduct, first covering the
servicesavailablewith the Aviator LT subscription.Note that by the
time you readthis, the exactcontentof the aviationsubscriptionpack-
agesmay havechanged,thoughthe descriptionsof the weatherservic-
es themselvesare lesslikely to change.
All of the weatherservicesare accessedthrough softkeyson the
MFD. Use the large FMS knob to selectthe MAP group of pagesand
thenturn the small FMSknob to reachthe WeatherDataLink page(fig-
ure 8-l). Youcan simultaneously displaymostbut not all combinations
of weatherinformationby pushingsoftkeysto add or subtractweather
productsfrom the display.In addition,a few of the weatherproducts
can be selectedon the main NavigationMap page.For informationon
how to listen to XM Satellite@radio in the cockpit, turn to the XM
Informationpagein the AUX groupin Chapter7.

package
AviatorLTaviationsubscription
The basicweatherproductspackagemeetsimportantneedsby pro-
viding NEXRAD radar,TFR, METAR and TAF data.TableB-l lists the
productsin this package.

NEXRAD
versusAirborneRadar
If you'veever watcheda weatherforecaston the local news,you'll
recognizeNEXRAD radar data. At the most basic level, it's easy to
understand.Avoidflying wherethere'scolor,but if you mustfly through
it, try to stayin the greenareasthat indicatea lower intensityof radar
return. Like most things that seem simple on the surface,however,
there'sconsiderablymore to NEXRAD radar and we'll discussit in
detail in this section.
NEXRAD Radaris selectedby pushingthe NEXRAD softkey(fig-
ure 8-2) on the WeatherData Link pagein the MAP groupof pages.It
brings up a box along the right side of the display that showsthe
"AGE" of the weatherdataand a scalefor interpretingthe colorson the
screen.Note that the age displayedis the length of time since the
weatherdata was received.However.at best NEXRAD radar data is
approximatelyeight minutesold at the time that it's first receivedon
boardthe aircraftand may be evenolder by the time you look at it.
Hence, you should use NEXRAD radar to develop strategiesfor
avoidingwide areasof weather,not for determiningwhereto penetrate
a storm. It's highly complementaryto airborne radar, such as the
 Chapter8: OnboardDataLink Weather I77

Figure8-1 TheWeatherDataLink
Garmin GWX 68, used in some GlOOO-equipped aircraft like the pagedisplaysweatherdatareceived
Beechcraft Baron. through a data link module. @GarminLtd.
In contrast, airborne radar data is real-time, so it can be used tacti- or its affiliates

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 generatedfrom 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.

Radar
NEXRAD
NEXRAD, 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
118 Mac llescott's G1000GlassCockpitHotdbook

and Hawaii. Dopplerradar is unique

Figure8-2 Usesoftkeysto select
whichweatherproductsto displayon
the WeatherDataLinkp6ge.@Garmrn
Ltd, or its aftillates
Figure8-g WSR-88Dradarlocatedin
the hillsaboveSanJose,Calif.
in that it can determinethe speedof
objects as they move toward or away from the radar. This allows the
NWS to detect the speedand direction of weathercells and the forma-
tion of tornados.
NEXRAD has limitations.It can detectmostforms of precipitation
within about 80 nm of a radar site and intense snow and rain out to
about 140 nm. However,light rain or snow and drizzle from low level
cloud systemsmay go entirelyundetected.
This gap is causedbecauseall weatherradar systemshave a certain
amountof tilt angle,which meansthat farther awayfrom the radar site,
the beam is higher abovethe ground.The minimum tilt angle is 0.5o
abovethe horizon.AIso, manyweatherradar sitesare locatedon moun-
tain tops (figure B-3), which puts their beamseven higher abovethe
ground.
The maximum range of the "short-range'oradar product is 124 nm,
and at that distancethe radar beamwill typically be at least 8000 feet
abovethe ground.The maximumrangeof the o'long-range'o radar prod-
uct is 248 nm and at that distancethe beamwill typically be at least
15,000 feet abovethe ground. Radar stationsare located so that there
is often someoverlappingof beams,and stormsbelow the outer reach-
es of one stationmay be picked up by the adjacentstation.
The imagedisplayedon your G1000 is a mosaicformedby adding
together the 124 nm short-rangeradar 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 below
10,000 feet, which have no radar coverage,and these are marked in

Product Descrintion
NEXRAD
radar Color indicatesintensityof precipitation.
Data at least8 minutesold.
TFRs TFRs are alwayson TemporaryFlight Restrictionsdue to
nationalsecurity,presidentialmovement,

METARs Hourly weather observationsmade at

TAFs 24hour forecasts at selected ai

City Forecasts MOREWX, SFCOFE, Forecast hieh and low temperatures and
CURRENT sraphic foriun" clouds or ihowers.
County Warnings MOREWX, COUNTY National WeatherServicewarningsabout
tornados,thunderstorms,floods and
flash floods.

Table8-1 AviatorLT packagemeetsbasicweatherneeds.

 Chapter DataLinkWeather
8: Onboard il9

grey on the G1000when displayingNEXRAD data.Low level storms,

beneaththe beamtilts of adjacentstationso will alsogo undetected.
There are two different types of radar images:base reflectivity and
compositereflectivity.Both displaythe echointensityof energyreflect-
ed back to the radar site in dBZ, decibelsof Z, whereZ is reflectivity.
Base reflectivity is a commonimagethat's taken at the lowesttilt of
0.5o abovethe horizon.It's useful for detectingprecipitationand hail
potential.
Compositereflectivity,the type displayedon your GI000, is a com-
positeimageof data gatheredfrom multiple tilt angles.Data gathered
from eachsweepat differentanglesis compared,and eachgrid square
of data is painted with the highestlevel of reflectivity found at any
height over that location.Compositereflectivitycan help revealinfor-
mationaboutthe structureof a stormand the trend of its intensity.
Each radarsite operatesin either
ooclearair mode"or ooprecipitation
mode," as selectedby the radar operator.Clear air mode is the most
sensitive,but also the slowestto update,since it takeslongerto sam-
ple the volumeof air aroundthe radarsite. In this mode,the maximum
beamtilt is 4.5o abovethe horizon,and it takesten minutesto collect
the data to form an image.
When there'sprecipitationin the area,forecasterswant to seehigh-
er in the atmosphereto analyze the vertical structure of a storm.
Precipitationmodescansup to a beamtilt angleof I9.5' and operates
at a lower sensitivity,sincerain has a high reflectivityand sendsback
a strongsignal.Therearetwo scanspeedsin this mode,and a complete
radar imageis updatedeveryfive or six minutes,dependingupon the
scanspeed.
Notethat sincethe maximumbeamtilt in any modeis I9.5o, the air
directly abovethe radar stationis not sampled!Thus it's possiblefor a
small storm directly overheadto go undetected.This area abovethe
'oconeof silence."
stationis referredto as the
The NEXRAD data displayedon your Garmin Gf000 is shownin
2x2 km squaregrids. Any radar return from within a grid causesthe
entiregrid squareto be painted.The displaycolor is determinedby the
strongestreflectivityor echostrengthnotedin the grid.
The color scale beginsat I0 dBZ and goes upto 75
dBZ (figure8-4).
10<20< 30 < 40 < 4s < so < ss < 7s
In clear air mode,reflectivityis measuredbetween dBZ
-2BdBZ and +2BdBZ. In precipitation mode, each
radarsite measuresreflectivityfrom 5 to7SdBZ.While
you'll neverknow for sure in which modea radar site
is operating,it really doesn'tmatter.Regardlessof the
mode,the reflectivity data receivedfrom the NWS is Figurc8-4 Lightgreenshowsthe light-
convertedto the scaleshownaboveand transmittedto whileredand purple
est reflectivity,
your aircraft (figure 8-5). showthe highest.
Typically,lightrain is occurringby the time2OdBZ,
the dark green color, is reached. Anything greater than 40 dBZ, the
t20 G1000GlassCoclqitHandbook
MaxTTescott's

orangecolor,shouldbe consideredconvectiveactivity
associatedwith a thunderstorm.Greater amountsof
turbulenceare also associatedwith high dBZ levels.
Strongerupdrafts are required to hold larger, heavier
raindrops aloft. Thus larger raindrops and stronger
reflectivity are associatedwith strongerupdrafts and
downdraftsand hencegreaterturbulence.
The NEXRAD display also incorporates the
PrecipitationTypeat Surfaceweatherproduct.During
the winter season,additionalcolorsare usedto display
whererain, snowor mixed precipitationis most likely
to occur on the ground.Greensrepresentrain, pinks
representmixed snow and rain, and blues represent
snow (figure B-5). Updatesto this product are broad-
castevery5 minutes.

RadarData
Age of NEXRAD
In the best case, some of the data you view in a
NEXRAD imageis at least eight minutesold. In pre-
Figure8-5 NEXRADradarshowsthe cipitation mode, it takes five minutes to completea
locationof precipitation.
@Garmin
Ltd.or scan of the atmosphereat the radar site. The data is sent to a central
its affiliates NWS computerwhereit's processedfor a coupleof minutesand then
sent to XM Satellite@,which distributesthe data your G1000 system
receives.Updatesare broadcastto your G1000system
everyfive minutes.
While eight minutesmay not seemlike a long time,
considerthat cumuluscloudscan grow at up to 3,000
feet per minute.Thus, in eight minutes,cloud heights
could have increasedby 24,000feet and evolvedinto
a seriousthunderstormsendinghail and turbulencea
long distancefrom the clouds.Hence,your best strat-
egy is to use NEXRAD weatherdatato steerwell clear
of any radar returnsdisplayed.Despiteits limitations,
NEXRAD is one of the most useful data-link weather
products,and you may want to leave it on whenever
you fly.

Figure8-6 TFRsappearas yellowcir-
CfeS. O Garmin Ltd. or its affitiates
T e m p o r a rFyl i g h tR e s t r i c t i o n-s T F R s
TemporaryFlight Restrictionsexcludeaircraftfrom
portionsof airspace.Traditionally,thesewere usedfor
areasstruck by forestfires or natural disastersto pro-
tect public-useaircraftfightingthe fires or flying relief
aid into the area.Sincethe eventsof 9/Ll, TFRs have
becomemore frequent, and are also associatedwith
nationalsecurity,movementof the presidentand large
sportingevents(figure8-6).
 Chapter8: OnboardDataLink Weather 721

Pilots are responsiblefor knowing about and avoiding all TFRs TIP
alongtheir route of flight. Inadvertentlypenetratinga TFR can lead to Add eight minutes to the "Age" of
enforcementaction and possibly the loss of your pilot certificates. NEXRAD data, since the data is at least
However,identifyingTFRs has been difficult at times, since they can that old when it arrives on your display.
appearwith short notice and, in the caseof "rolling TFRs," because
they moveto follow presidentialmotorcades.
With data-linkweatherin the cockpit,it's easyto identify and avoid
TFRs, which appearcontinuouslyas yellow circles on the Navigation
Map and WeatherData Link pages.For more details on a particular
TFR, simply push the joystick knob and pan the map pointer to high-
Iight its yellow circle. Pressthe ENT key for full details,such as the
effectivetimes, dates,altitudesand TFR type, displayedat the top of
the MFD.
Unlike mostweatherproducts,which must be selectedwith a soft-
key to view them, TFRs are always shown on the display. They are
updatedevery12 minutes,so you'll alwayshavethe latestinformation
on a TFR-even those createdafter you left the ground! Note that it's
still highly advisablethat you call a Flight ServiceStationbeforeevery
flight to checkfor TFRs and NOTAMs.

METARS
METAR is the internationalstandardfor routine weatherobserva-
tions ar airports. It's an acronym for "message doobservation
m6t6orologique pour I'aviation," Frenchfor Aviation RoutineWeather
Report.The METAR codeusesabbreviationsto communicateweather
conditions in a concise, standardformat. Updates to the METAR
reportsare broadcastevery12 minutes(figure8-7).
The FAA's'oAviationWeatherServicesAC00-45E"bookgivesa full
descriptionof all METAR codes.A METAR reportcontainsthe follow-
ing elementspresentedin this order:
1. Typ" of report
2. ICAO stationidentifier
3. Date and time of report
4. Modifier (asrequired)
5. Wind
6. Visibility
7. Runwayvisual range(RVR) (asrequired)
B. Weatherphenomena
9. Sky condition
10. Temperature/dewpoint group
ll. Altimeter
12. Remarks(RMK) (asrequired)
There are two typesof reports:METARs,hourly observations taken
between45 minutesafter the hour until the hour,and SPECI,nonrou-
Figure 8-7 METARdata is presentedin
tine, specialweatherreportsmadewheneversignificantchangeshave
plain Englishand in coded format.
occuned in the weather.Both reportsuse the samecodesand format. @ Garmin Ltd. or iE affiliates
r22 Mac Tlescott'sG1000GlassCockpitHandbook

ToviewMETARinformation on the G1000,pressthe METARsoft-

key on the Data
Weather Link page.Coloredpennantflagsappearto
indicateairportsthat haveMETAR information.The colorssignify the
categoryof weatherpresentduring the most recent observation.The
codeis:
Cyan- Visual Flight Rules (VFR) - ceilings>3,000feet or visibil-
ity > 5 miles
Green- MarginalVisual Flight Rules (MVFR)- 1000to 3,000 foot
ceilingsand/orvisibility 3 to 5 miles
Yellow- InstrumentFlight Rules (IFR) - 500 to 1000 foot ceilings
and/orvisibility I to 3 miles
Magenta- Low TFR- ceilings<500 feet and/orvisibility < I mile
The flagsareusefulfor gettinga quick ideaaboutthe generalweath-
er conditionsin a particular area. For example,they can indicate if
weatherconditionsare deterioratingmore rapidly than forecastand
also identify frontal passages.Monitor the flags during flight and, if
they change,considerchangingyour plans. Note that since METAR
data is generallyupdatedhourly,the changein pennantflag color may
lag the passageof a stormfront as depictedon NEXRAD radar.
Thereare a coupleof waysto get METARs.From the WeatherData
Link page,pressthe METAR softkeyand then the joystick, pan the
map pointeronto an airport showinga pennantand push the ENT key.
In the METAR box, you'll see the plain English text for the latest
report.Noticethe scroll bar on the side of this box. This indicatesthat
you can scroll down further,whereyou'll seethe report in its original
METAR codedformat.To scroll,turn the largeFMS knob until the cur-
sor is in the METAR box and then scrollwithin the box usingthe small
FMS knob.
You can get METAR data in nearly the same way from the
NavigationMap page.Pushthejoystick,pan to an airportand pressthe
ENT key.Then,pressthe WX softkeyand you'll seeMETAR dataif it's
available for that airport. METAR data is also available from the
Airport Informationpagein the WPT group.From this page,enter an
airportidentifierusingthe FMS knobsand ENT key and then pressthe
WX softkey.

TAFs
The TerminalAerodromeForecastor TAF is a conciseforecastof
conditionsexpectedduring a 2$-hourperiod within a S-mile rangeof
an airport'srunways.The forecastsusethe samecodesas METARsand
updatesare broadcastto your G1000every 12 minutes.
Accordingto the FAA'sooAviation WeatherServicesAC00-45E," a
TAF containsthe followingelementsin the orderlisted:
l. Typeof report
2. ICAO stationidentifier
3. Date and time of origin
 Chapter8: OnboardDataLink Weather t23

4. Valid period date and time

5. Wind forecast
6. Visibility forecast
7. Significantweatherforecast
B. Sky conditionforecast
9. Nonconvective low-levelwind shearforecast(optionaldata)
10. Forecastchangeindicators
11. Probabilityforecast
TAFs are accessedin the samewaysthat METARsare accessedas
describedabove.Note that there is no separateTAF softkey;use the
METAR softkeyfor both typesof reports.A separatewindow,belowthe
METAR window,givesTAF datafor airportswhereit's available.
Note that relativelyfew airportsissueTAFs, comparedto the many
airports that issue METARs. There'sno easyway for you to identify
which airportshaveTAFs, though,in generallarge,busierairportsdo.
If an airport only issuesMETARs,then the TAF windowis empty.

NWSCity Forecasts
Youcan get a quick, graphicalview of the weatherforecastfor major
cities acrossthe United Stateswith the City Forecastsproduct (figure
B-B).Forecastsinclude the predictedhigh and low temperatures and a
graphicindicatingwhethersunshine, partly cloudyskies or showers are Figure8-BThis City Forecastis for
partlycloudyskies.o carminLtd.or its
forecast.Updatesto the city forecastsare broadcasteveryL2 minutes.
affiliates
The City Forecastsare displayed
whenever the Surface Weather
Analysis Maps are selected.To dis- Figurc8-9 Pressing the MOREWX
play them on the Data Link Weatherpage,pressthe MORE WX soft- softkeybringsup thesesoftkeys.
@ Ga'|r?in Ltd. or fts alfitiates
key and then the SFCOFF softkey(fig-
ure 8-9). Then select the CURRENT,
12 HR, 24 HR, 36 HR or 48 HR soft- Figure8-10Pressing the SFCOFF
key (figureB-10)for the time period in which you'reinterested. softkeybringsup thesesoftkeys.
@ Garmin Ltd. or its affiliates
C o u n t yW a r n i n g s
County 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
124 G1000GlassCockpitHandbook
MacTTescott's

can supplementit in flight by contactingFlight Watchon

122.0 for additionalinformation,such as AIRMETs and
SIGMETs,cunently available only in the Aviator and
AviatorPro package.

Aviatoraviationsubscription
package
The Aviator packageincludes the basic weather
productsdescribedin the prior sectionand the prod-
Figure8-11Thebluecircleindicatesa ucts listed in Table8-2.f
countywarningfor flashflooding.
@ Garmin Ltd. or its affiliates

Weather
Product Softkev Description Svmbol
AIRMETs SIG/AIR Weatherhazardousto lieht
aircraft.
SIGMETS SIG/AIR Forecasts of significant weather
hazardous to all aircraft.
Echo Tops ECHOTOP Radarmeasureof maximum
heightof precipitationin clouds.
Actual cloud tops may be hisher.
Severe Weather CELLMOV Arrows identify strongstorms,
Storm Tracks and provide information on
forecasteddirection/speed, hail
size probabilitv and wind shear
SurfaceAnalysis MOREWX, Showshigh and low pressure
WeatherMaps SFCOFE systemsat the earth'ssurface.
CURRENT Also showslocationand
OR 12 HR. etc directionof warm and cold fronts.
Lightning LTNG Near real-timedisplayof cloud-
to-groundlightning,which
occursin later staeesof stormdeveloDment
Winds Aloft MOREWX, WIND OFF, Wind speedand directionin 3000
SFCor 3000,etc. foot increments.Wind data
undatedhourlv bv forecasters.
Satellite CLDTOP Cloudheights,basedon satellite
temperaturemeasurements, in
5000 foot increments.
FreezingLevel MOREWX, Contourlines indicatelocation
FRZLVL and altitude of the freezinslayer

Table8-2 TheAviatorweatherpackageincludesall productslistedin Tables8-1 and8-2.

f ln 2008, Air reports (AIREPS), pilot reports (PIREPS) and Storm Prediction Center (SPC)products were added to the Aviator
package.
 Chapter8: OnboardDataLink Weather r25

SIGMETs
SICMETsare forecastsof weatherthat extendsover a widespread
area and is potentially hazardousto all types of aircraft. They are
unscheduledproductsthat are valid for up to 4 hours and, over time,
affect an area of at least 3,000 squaremiles. The G1000 can display
both SIGMETsand ConvectiveSICMETs,which contain warningsof
thunderstormactivity.
According to the AeronauticalInformationManual, SIGMETsare
issuedwhen the followingweatherconditionsare expectedto occur:
I. Severeicing not associated with thunderstorms.
2. Severeor extremeturbulenceor clear air turbulence(CAT)not
associated with thunderstorms.
3. Dust stormsor sandstorms loweringsurfaceor in-flight visibil-
ities to below3 miles.
4. Volcanicash.
ConvectiveSIGMETs are issued when any of the following are
forecastto occur:
L Severethunderstormdue to:
a. Surfacewinds greaterthan or equal to 50 knots.
b. Hail at the surfacegreaterthan or equal to 3/4 inches in
diameter.
c. Tornadoes.
2. Embeddedthunderstorms.
3. A line of thunderstorms.
4. Thunderstormsproducingprecipitationgreater
than or equal to heavyprecipitationaffecting40 per-
cent or moreof an areaat least3,000 squaremiles.
To view SIGMETson the G1000,go to the Weather
Data Link page in the MAP group and press the
SIG/AIR softkey.Then,push the joystick and pan the
map pointerinto oneof the areassurroundedby a bro-
ken yellow line. The type of SIGMETwill be listed at
the top of the screen.For a full textual descriptionof
the SIGMEI pressthe ENT key.

AIRMETs
AIRMETsare advisoriesof weatherthat is significant,
but of lowerintensitythanSIGMETs.This weathershould
be consideredhazardous to singleengineand otherlight
aircraft. They affectan areaof at least3,000 squaremiles
and arevalid for up to 6 hours(figure8-12).
According to the Airman's Information Manual, Figure8-12SIGMETS andAIRMETS
aredepictedgraphically
anddescribed
there are threetypesof AIRMETs:
in text. @ Garmin Ltd. or its atfiliates
f . AIRMET SiertadescribesIFR conditionsand/or
extensivemountainobscuration.
2. AIRMET Tangodescribesmoderateturbulence,sustainedsur-
facewinds of 30 knots or greater,and/ornonconvective low-levelwind
shear.
126 G1000GlassCockpitHatdbook
Mac Tfescott's

3. AIRMET Zulu describesmoderateicing and providesfreezing

level heights.
AIRMETs are viewedon the G1000 in the sameway as SIGMETs,
thoughdifferentcoloredboundarylines are used.The colorsare:
Red - IFR or mountainobscuration
Orange- Turbulence
Cyan- Icing
To get the full textual descriptionof an AIRMEI place the map
pointerwithin the boundaryof the AIRMET and pressthe ENT key.

EchoTops
Echo tops (figureB-I3), obtainedfrom WSR-88Dradar,displaythe
maximumheightof precipitationin the clouds.The tops of the clouds,
however,may actually be higher.Echo tops help indicatethe relative
strength of a storm, since higher tops generallymean more severe
stormswith strongerupdraftsand moreturbulence.
The maximumheightof stormsis generallycappedby the height of
the Tropopause. Over the poles,cloudsmay only extendup to 25,000
feet,while overthe equatorcloud heightscan towerto over50,000feet.
Thus, maximumecho tops will vary by region.Updatesare broadcast
to your G1000 every7.5 minutes.
Echo tops shouldnot be considereda reliable way to indicate how
high you may needto fly to get aboveicing, evenif you'reflying a jet.
That'sbecauseice crystalsor super-cooled waterdropletsmay not have
enoughreflectivity to be detected.Thus, clouds and icing may still
exist abovethe echotops.
To view echotops,go to the WeatherData Link pageand pressthe
Figure8-13 Echotopsshowthe height
of precipitation
in clouds,thoughthe ECHO TOP softkey.Then push the joystick and pan the map pointer
cloudtops can be higher.@Garmin Ltd. overthe cloudsof interest.The heightof the echotopswill be displayed
or its effllietes at the top of the MFD. You can push the LEGEND softkeyto seehow
the color correspondsto echotop heights.

SevereWeatherStormTracks
The SevereWeatherStormTracksproduct usesarrow-likeindica-
tors to identify the locationof strongerstorms.In addition,it provides
informationon forecasteddirectionand speed,hail sizeprobabilityand
wind shear.The SevereWbatherStormTracks are updatedand broad-
cast to your G1000 every1.25 minutes.
This is a new productthat becameavailablein 2006 with a software
upgradeto the G1000.To view SevereWeatherStormTracks,go to the
WeatherData Link pageand pressthe CELL MOV softkey.

SurfaceAnalysisWeathermaps
SurfaceAnalysisWeathermaps(figureB-14) showthe locationsof
high and low pressuresystemsat the earth'ssurface.A large "H" is
used for high pressureregions,which usually denote areasof good
weather,and a large"L" is for low pressureareas,which generallyhave
poorerweatherwith cloudsand precipitation.
 Chapter8: OnboardDataLink Weather t27

The mapsalsodepict the locationof warm and cold

fronts and symbolsshow the direction of the frontal
movements.Mapsare availablein l2-hour increments
for up to 48 hours,so they are an excellentway for you
to see both the locationof current weatherfronts and
how they are projectedto moveover time. Updatesto
the Surface Analysis Weather maps are broadcast
every12 minutes.
To display them on the Data Link Weatherpage,
pressthe MORE WX softkey,then the SFC OFF soft-
key.Selectthe CURRENT,12 HR,24 HR, 36 HR or
48 HR softkey for the time period in which you're
interested.
Figure8-14ThisSurfaceAnalysis
D a t a - [ i nlki g h t n i n g Weathermapshowstwostationary
Lightningis a goodindicationthat a stormis growingrapidly.Data- fronts. O GarminLtd.or its affitiates
Iink lightning (figure 8-15) information differs, however, from
Stormscopedata, which is gatheredlive in the aircraft and was dis-
cussedin Chapter7. Stormscopes detectall typesof lightning,includ-
ing intra-cloud(which often dominatesin the early stagesof thunder-
storm development),cloud-to-cloudand cloud-to-groundlightning.
Data-link lightning, however,only detectscloud-to-groundlightning,
which accountsfor aboutl0-20%oof all lightning.Accordingto NASA,
cloud-to-groundlightning oftenoccursduring the dissipatingstagesof
a thunderstorm,so data-link lightning might miss a
stormin the early stagesof development.
The data is collected by the National Lightning
Detection Network (NLDN), a private group, which
sells data from their network of one hundred ground-
basedsensorsthat triangulatethe locationof lightning
strikes.A lightning bolt is displayedin any 4 x 4 km
grid that has had a cloud-to-groundlightning strike
within the prior 20 minutes. The time, polarity and
amplitude of the strikes are shown.However,only a
singlelightningbolt is shownregardlessof the number
of strikes that occur within a particular grid. Updates
are broadcastto your G1000 every5 minutes.
In contrast,the Stormscopewill show every strike,
which should assist you in determining the overall
strengthand locationof the storm.Useboth Stormscope
and Data-link lightning strategicallyto steerwell away
from areasof lightning.
To view data-linklightningfrom the NavigationMap page,pressthe Figure 8-15 Data-linklightningonly
detectscloud-to-groundlightning.
MAP softkeyand then the XM U|NG softkey.Youcan alsoview it from
@ Garmin Ltd. or its affiliates
the WeatherData Link pageby pressingthe LTNG softkey.Note that
you can displayeitherdata-linklightningor Stormscope lightningdata,
but not both at the sametime.
128
Figure8-16Windsaloftdatais updated
hOuffy. O Gamin Ltd. or its aflilietes
Figure8'17 PressingtheWINDOFF
softkeybringsup thesenewsoftkeys.
@ Garmin Ltd. or its affiliates
Figure8-18 Pushthe CLDTOPsoftkey
Ltd.or its
for satelliteimagery.@Garmin
affiliates
Mac'llescott's G1000GlassCockpitHandbook
WindsAtoft
Winds Aloft data (figure 8-16) is invaluable for
selectingan altitudethat givesyou the besttailwind or
perhapsthe least headwind.Rather than climb thou-
sandsof feet to determinewhat the winds are doing,
use the Winds Aloft data, updated hourly by the
WxWorxweatherforecasters, to get a graphicalpresen-
tation of wind directionand velocity.Thesewinds will
generallybe more accuratethan the winds aloft fore-
castfrom the NWS,which are basedupondatacollect-
ed by balloons that are releasedonly twice a day.
Updatesto the Winds Aloft product are broadcastto
your C1000 everyL2 minutes.
Wind speed and direction are provided from the
surfaceup to 42,000feet in 3,000 foot increments.To
displaythis productfrom the WeatherDataLink page,
pressthe MORE WX softkeyand then the WIND OFF
softkey,which will bring up a new set of softkeys(fig-
ure B-17)for differentaltitudes.Presso for example,the 6000 softkeyto
seewinds at that altitude.Pressthe NEXT softkeyto choosealtitudes
above15,000feet.
Weatherspeedsare displayedwith standardwind symbols,which
use a line to indicate wind direction
and feathersalongthe line to indicate
wind speed.Longfeathersare 10 knotseachwhile shortfeathersare 5
knots.For winds in excessof 50 knots,a pennantis shown.If you for-
get the wind symbols,just pressthe LEGEND softkeyto seethem.
Satettite
Satelliteimagery(figure8-18) showsyou wherecloudsare located
and howhigh they are.You'll find this usefulif, for example,you'refly-
ing to a coastalcity and want to seeif cloudshavemovedonshorecov-
ering your destination.Or it can give you a generalidea of cloud top
heights,which are determinedby measuringthe temperatureof the
cloud tops.You'll only get a relativeindicationof height though,since
the data is presentedin 5,000foot increments.
The Satelliteproductusesinfraredcompositecloud imagestakenby
NOAA geostationary weathersatellites,the sameoneswhich provide
the satellitepicturesyou seeon you local televisionnews.Eight levels
of cloud heightare displayedand updatesare broadcastto your G1000
every 15 minutes.To accessthis productfrom the WeatherData Link
page,push the CLD TOP softkey.
FreezingLevel
The FreezingLevel product(figure8-19) usescontourlines to indi-
catelocationsand altitudeswherethe air temperatureis approximate-
Iy 32"E, the temperatureat which waterfreezes.If you fly IFR, you'll
 Chapter8: OnboardDataLink Weather t29

want to know the height of the freezinglevel, since

above that level, you're likely to encountericing in
clouds.About 80Vaof the time, the layer of icing is no
more than 4000 feet thick, so if you can rapidly climb
through this layer, you may be okay. While jets and,
under somecircumstances, turbochargedaircraft may
be able to climb throughthe icing layer,normallyaspi-
rated aircraft might not be able to escapethe ice by
climbing. Encounteringicing in any aircraft is a seri-
ous matter and you should take immediateaction to
escapethe ice.
This is a new product that becomesavailable in
2006 with a softwareupgradeto the GI000. To access
it from the WeatherData Link page,push the MORE
WX softkeyand then the FRZ LVL softkey.Updatesto
your G1000 are broadcastevery 15 minutes.

Cyclone
Some versions of the G1000 softwaresimulator
have a CYCLONE softkey,which displays tracks of
deeplow pressureareaslike tropical stormsand hurricanes.Howevero Figure8-19Contourlinesshowthe
that weatherproductis not currentlyincluded in either the Aviatoror locationandaltitudeof thefreezing
level. O ca,,|,in Ltd.or its afliliates
Aviator LT weatherpackages.

AviatorProsubscription
In July 2008, XM SatelliteRadio announcedthe new Aviator Pro
package.It includesall of the productsin the Aviatorpackageplus the
followingnew weatherproducts:

Turbulence
The turbulenceproduct is a 2-hour forecast,updatedhourly, that
identifiesthe potentialfor clear air turbulence.Turbulenceis classified
as light, moderateor severeat altitudesbetween2I,000 and 45,000
feet in 3,000 ft. increments.

C e n t e (r S P C )
S t o r mP r e d i c t i o n
The Day I ConvectiveOutlook providesa text synopsisof severe
thunderstormthreatsacrossthe continentalUnited States.Threat lev-
els are classified as slight, moderateor high. The SPC Mesoscale
Discussionprovides text identifying current severeweather threats
beforetheyreachthe thresholdfor a watchto be issued.SPCMesoscale
Discussionsareoccasionallyissuedfor heavyrain or convectivetrends.

l c i n g C u r r e n tl c i n g P r o d u c t( C l P )
The CurrentIcing Product(CIP),updatedhourly,identifiesthe cur-
rent icing environmentby altitudefrom 1,000- 30,000feet in 3,000ft.
increments.Icing is classifiedby the percentageprobabilityor by one
of five levelsof severity:none,trace,light, moderateor heavy.
Mar Tlescott'sG1000Glass Handbook

LargeDroplets(StD)
lcing Supercooled
The SLD icing productidentifiesthe presenceoflarge, supercooled
water droplets, indicative of freezing drizzle and freezingrain aloft, at
altitudesfrom 1,000- 30,000feet in 3,000ft. increments.The product
is classifiedby percentageof probabilityor one of five levelsof sever-
ity: none,traceolight, moderateor heavy.

Visibitity
For areaswith estimatedvisibilities of less than ten nauticalmiles,
the productidentifiesvisibility in one nauticalmile increments.

Tracks
Hurricane
This productgivesa five-dayincrementalforecastof hurricaneloca-
tion, strength,and associatedwind speedand direction.

5ummary
Weathercontinuesto be the causeof a significantnumberof aircraft
accidents.However,onboarddata-link weatheroffersthe potentialto
eliminatetheseaccidents-if you understandhow to use it and exer-
cise goodjudgment. If you can afford to fly, you probablycan't afford to
be without this valuableservice.
If you're goingto fly a glasscockpit aircraft,you'll want to use the
GPS receiver in more ways than just pressingthe Direct-to key. To
Iearn the basics of GPS flight planning for any flight, read the next
chapter.[f you're an instrumentrated pilot, read ChapterII to learn
about flight plans and how to fly instrument approacheswith the
Gr000.
 Chapter9:
F l i g h tP t a n n i n w
g iththe Gl000

hnyone with Garmin GNS 430 or GNS 530 experiencewill feel

instantlyat homewhenflight planningwith the Gf000. In fact, practic-
ing flight planningon thesepanelmountsystemso whetherwith the actu-
al GPSor the softwaresimulators,is excellent preparation.What expe-
riencedusersmay not noticeat firstohowever,is that while they can pro-
gram the G1000 in the sameway to which they are accustomed,it also
offers new waysto programwith fewer keystrokes!So even experienced
Garmin userscan benefit from this chapterby learninghow to operate
the G1000 cockpit mostefficiently.
For VFR flight, knowledgeaboutthe flight planning functionsis nice
to have,but not essential,sinceyou can alwaysfall back upon traditional
navigationusing maps,pilotageand VOR navigation.Of course,for IFR
flight you'll want to know how to use the flight planningfunctionswell.
Regardlessof whetheryou're an instrumentrated pilot, you might
startby usingthe "Direct-to" functionof the GPS,sincethis will address
manyof your needsin a VFR environment.Soon,you'll wantto progress
to enteringand usinga flight plan, which is separatefrom but relatedto
the Direct-tofunction.Finally,as an instrumentpilot, you'll wantto start
using proceduresspecificto instrumentflight.
The G1000is unique in the glasscockpitworld in that it will let you
flight plan from either the MFD or PFD, though there are someminor
limitations to the use of the latter display.To simplify the discussion,
we'll focus first on programmingcommonto both the PFD and MFD and
later discussdifferencesunique to flight planningwith the MFD. We'll
'oDirect-tonavigation"and later cover
start by discussingthe simpler
navigationwith flight plans. Thesefunctions,importantfor any flight,
are discussedin this chapter,while IFR specific proceduresare dis-
cussedin ChapterlI.

Direct-toNavigationvs. ActiveFtightPlan
The Direct-tofunction, accessedby pressingthe Direct-to key (fig-
ure 9-9) on either the PFD or MFD, is a less powerfulthougheasierto
132 G1000GlassCockpitHandbook
Mar Tfescott's

usealternativeto the Active Flight PIanpage.You'llfind it usefulif you

wantto fly a direct coursefrom your currentpositionto a singlepoint,
such as a nearbyairportwhereyou plan to land.
Whenflying to a moredistantairport,you oftenwon't fly direct,par-
ticularly if you needto avoid terrain and specialuse airspacesuch as
restrictedareas.In that case,you'd probablyfind it easierto use the
FPL key and enter all of the intermediatepointsfor your trip into the
Active Flight PIan page.If, however,you didn't know how to use that
page,you could alternativelyuse the Direct-to function and, as you
reachedeach waypoint,enter the next waypoint.This is less conven-
ient and may lead to brief periodsof time when you don't know what
headingto fly, sinceyou haven'tyet enteredthe next waypointwith the
Direct-tofunction. Nonetheless,somepeopleuse this approachto fly
with a GPSreceiverif they don't know how to use the flight planning
pages.Hopefullythesepeopleare not flying IFR!
You should treat the Flight PIan page and Direct-to navigationas
separatefunctions and be very careful about mixing their use. For
example,many peoplewill load a seriesof waypointsinto the Active
Flight Planpageand later usethe Direct-tokey to entera newwaypoint
and fly directly to that waypoint.What they may not realizeis that the
waypointwas NOT addedto their flight plan, which, while still active,
is no longerbeingused.After they reachthe waypointenteredwith the
Direct-tokey, they will no longerhave courseguidanceas the Direct-
to function is operatingindependentlyof the Active Flight Plan and
can only handleonewaypointat a time. In this circumstance, you might
reasonablywonderwherethe Active Flight Plan went (thoughit is still
there)and resortto continuingto use the Direct-tofunction one way-
point at a time.
In other circumstances,however,the Direct-to key will cooperate
with the Active Flight Plan page.If, for example,you have loaded a
seriesof waypointsinto a flight plan and you later usethe Direct-tokey
to enter a waypoint which is already load'edin the flight plan, the
Direct-tofunctionwill lead you to that point and, upon reachingit, the
flight plan will sequenceto the next waypointin the plan. If you don't
understandwhen the Direct-to key interfaceswith the Active Flight
PIan pageand when it doesn'toyou'refar betteroff to use either one or
the other,but don't mix them.
You can verify whetherthe activeflight plan is beingusedby push-
ing the FPL key and bringingup the Active Flight Plan page.If, at the
top of the page,you see the magentaDirect-to symbolfollowedby a
Figure9-1 The magentaDirect-to waypoint(figure9-I), you are NOT using the activeflight plan, but are
symbolindicates you'reusingDirect-to
insteadusing Direct-to navigationto that waypoint.Il however,there
navigation to KVCVandare not navi-
gatingvia the flightplan.o Garmin
Ltd.or is a magentaarrow (figure 9-5) or a "U-turn" arrow (figure 9-I2) next
its affiliates to a waypointin the flight plan, you are using the activeflight plan.
 Chapter9: FlightPlanningwith the G1000 133

Direct-to
Navigation
As mentioned above, the Direct-to key is relatively simple to use.
We'll first discuss procedures that work from either the PFD or MFD
and later a few extra functions available from just the MFD. First, from
either display, press the Direct-to key. This brings up the Direct-to
page (figure 9-2) with the destination field highlighted. You don't need
to 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 the
desired airport, VOR, NDB, intersectionor user waypoint. Then turn
the large FMS knob one click to move the cursor to the next character
position 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-to
course function, which draws a magenta line on the maps from your
current position to the destination. From there, follow the line to your
destination. Note that if the destination is not in front of you, the start
of the magentaline 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 the
identifier with a K if it's a U.S. airport. For airport identifiers with a
combination of letters and numbers, enter the three-letter identifier
without preceding it with the letter K.
If you wander off course while flying to your destination, you may
want to use the Direct-to function again so that you can fly directly to
the destinationfrom your current position, rather than reinterceptthe
original magentaline. To do this, press the Direct-to key and then the
ENT key twice. This recentersthe CDI needle and redrawsthe magen-
ta line from your current position. NOTE: Doing this while flying an
instrument approach and navigating to the missed approach point
(MAP) will cancel the approach. Instrument approachesare discussed
in detail in Chapter ll. Figure 9-2 The Direct-topage allows
entry of a waypointfor Direct-tonavi-
C a n c e l i nD
g i r e c t - t oN a v i g a t i o n gation. @ Garmin Ltd. or its affiliates

If 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 and
pressing the ENT key completes the operation (figure 9-3). If you had
an active flight plan, the Gl000 would then resume following the flight
plan from the nearest leg.

D i r e c t - t oN a v i g a t i o tno N e a r e sAt i r p o r t
This 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. Figure9-3 Use the MENU keYto can-
The fastest way to perform this function is with softkeys on the PFD. Ltd.or
cel Direct-tonavigation'@Garmin
Press the NRST softkey to bring up the Nearest Airports window. Tirrn its affiliates
134
Figure9-4 Usingthe NRSTfieldcan
save time when entering a Direct-to
waypoint. @ GarminLtd.ot its affltiates
Figure9-5 The magentaarrowindi-
catesyou'regoingdirectlyto a way-
pointin yourflightplan.o Garmin
rts atflhtes
TIP
TocancelDirect-tonavigation,
DME. Pushthe Direct-to,MENU, and
ENT keysto canceldirect-tonavigation. Direct-tokey to bring up the Direct-toPage.Use the large and small
Mar Ilescott's G1000GlassCockpitHotdbook
either FMS knob to highlight a nearbyairport.Then pressthe Direct-
to key and the ENT key twice to activate this function. Follow the
magentaline to the airport.
On older Gl000s, an alternatemethodwas available.From either
the PFD or MFD, pressthe Direct-tokey to bring up the Direct-topage.
Next, turn the large FMS knob three clicks (or four clicks if you have
an activeflight plan at the time)to highlightthe NRSTfield. Then,turn
the small FMS knob to selecta nearbyairportof your choiceand press
the ENT key twice (figure9-4).
Direct-toNavigationto a FtightPlanWaypoint
The Direct-tokey can be used in combinationwith an activeflight
plan. For example,supposeyou usedthe FPL key (discussedbelow)to
enter a seriesof waypointsand are now navigatingusing that active
flight plan in the Gf000. Sometimes, you'll wantto bypassone or more
waypointsand fly directly to a later waypointin the flight plan. This
could happenif you'reVFR, the weather'sgood,and you decideto fly
overa mountainratherthan aroundit. Or, if IFR, perhapsyou'venego-
tiated with ATC to skip some intermediatewaypointsand now fly
directly to a waypointcloserto your destination'
There are multiple ways to skip aheadon a flight plan using the
Direct-to key; all can be accessedfrom either the PFD or MFD. The
easiestmethodis to pressthe FPL key to displaythe activeflight plan.
Pressthe FMS knob to turn on the cursorand then use the large FMS
knob to scroll to the desiredwaypoint.Pressthe Direct-tokey onceand
the ENT key twice. A magentaarrow appearsoppositethe waypoint,
and you now havecoursenavigationdirectly to that waypointfrom the
positionwhereyou usedthe Direct-tokey (figure9-5). Notethat if your
desiredwaypointis the next waypointin your flight plan (the one to
which the U-turn arrowpoints),there'sa shortcutavailable.Insteadof
Ltd.ol pushingthe FMS knob,just pressthe Direct-tokey and the ENT key.
On older Gl000s, you can alsoskip aheadusingthe Direct-topage.
Pressthe Direct-to key and turn the large FMS knob three clicks to
highlightthe'oFPLo'field.Turningthe small FMSknob will displayand
scroll throughthe list of waypointsin your activeflight plan. Highlight
the desiredwaypoint(figure9-6) and pressthe ENT key twice to navi-
gatedirectly from your presentpositionto the selectedwaypoint.You
can verify the operationby pushingthe FPL key and looking for the
magentaarrowoppositethe desiredwaypoint(figure9-5).
A third method is available,but there'snever a reasonto use it
remember unlessyou forgetthe prior two methods.It takeslongerand is slightly
more error prone,but, if done correctly,works equally well. Pressthe
FMS knobs to enter a waypointthat's alreadyin your flight plan and
pressthe ENT key twice.Youcan verify that this wasdonecorrectlyby
pressingthe FPL key and notingthat the magentaarrowis oppositethe
 Chapter
9: FlightPlanning
with the G1000 135

selectedwaypoint.NOTE: This methodwill not work if the waypoint

you enteredusingthe Direct-tokey wasnot alreadyin the activeflight
plan, or if you enterthe identifierincorrectly.Hencethis methodis less
reliable.

Direct-toNavigationby Facitityor City name

You can also selecta Direct-todestinationby enteringthe nameof
the facility (e.g.airport, VOR or NDB) or city name.This is useful if
you don't know the exactidentifier of your destinationairport.It takes
longerto entera destinationthis way,sinceyou must entermorechar-
actersand becauseyou'll haveto scroll throughall facilitieshavingthe
samecharactersin common.
To enter a Direct-todestinationby facility nameor city name,press
the Direct-to key and turn the large FMS knob one click to highlight
the facility namefield or two clicks to highlight the city namefield.
Turn the small and large FMS knobs to enter the name.If more than Figure9-6 Usethe Direct-topageand
one facility sharesthe samenameor city, you can scroll throughthem the FPLfieldto go directlyto a pointin
your ff ight plan. o camin Ltd.or its affiliates
by continuingto turn the small FMS knob. Then pressthe ENT key
twice to activatethe Direct-function.This featureis availablefrom both
the PFD and MFD.

Direct-toNavigationvia a SpecifiedCourse
Wheneveryou use Direct-to navigation,the G1000 calculatesa
great circle route from your presentposition to your destinationand
guidesyou alongthat direct path. However,you may occasionallywant
to anive at your destinationfrom a particular direction.For example,
you might want to line yourselfup with the runway centerlinemiles
from the airport and fly that course to the airport. The Course to
Waypointfunction allowsyou to do this from either the PFD or MFD.
First, press the Direct-to key to bring up the Direct-to page and
selecta destinationusing the FMS knobs.Then, using the Iarge FMS
knob, scroll to the bottomof the pageand highlight the "Course"field
(figure9-7). Use the FMS knobs to enter the courseyou want to fly to
the destinationand pressthe ENT key twice.Go to the NavigationMap
pageand you'll find a magentaline, 500 nauticalmiles long,extending
from your destination.You can now fly any interceptangleto that line
and then follow the line to arrive at your destinationon the desired
course.

U n i q u eM F DD i r e c t - t oF u n c t i o n s
There are two Direct-to functions that can only be performedfrom Figure9-7 Thecoursefield,at the bot-
the MFD. Both can saveyou time, sinceyou might not haveto enter a tom of the Direct-towindoq letsyou
facility identifier using the FMS knobs. selectthe directionyou'llfly to a way-
Almost any time you seea facility listed on a page'you can navigate point. @ Gamin Ltd, or its aftitiates

directly to it by scrollingwith the FMS knobsto highlight the identifi-

er. Then pressthe Direct-tokey and the ENT key twice.Youcan do this
from all of the pagesin the WPT group,such as the Airport Information
136 Mar Ilescott's G1000GlassCockpitHandbook

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
Figure9-8 Thejoystickcan selecta
created and direct navigation will be to that waypoint.
Ltd.or its
Direct-todestination.@Garmin
afftliates
D i r e c t - t oN a v i g a t i o S
n ummary
As you can see,usingthe Direct-tokey is a powerfuland simpleway
to navigate.Almost all of its functionscan be usedfrom eitherthe PFD
or MFD, which makesits use highly consistenton both displays.A
more powerfuland generallypreferredway to navigateis with the use
of flight plans,discussedin the nextsection.

keyand FPL
Figure9-9 The Direct-to
keyare usedfor Direct-tonavigation
and ffight planning. @ GarminLtd.or its
affiliates
FtightPlanNavigation
Instruction in modernTAA includes a greaterfocus on using the
automationtoolsand the autopilot.This emphasisstartson the ground,
where instructorsencouragetheir clients to load a flight plan before
takeoff.You can, of course,enterflight plans afteryou'rein the air, but
that further distractsyou from one of your primary responsibilities,
which is seeingand avoidingother aircraft. All glasspanels tend to
draw your eyesinside the cockpit anyway,so loadingyour flight plan
aheadof time will help you avoid this tendency.
ln Chapter7, we discussedthe four pagegroups-MAP, W[rI, AUX
and NRST-that are accessedthroughthe large FMS knob. The flight
planningfunctionsare really a fifth chapterof pages.Insteadof using
the large FMS knob on the MFD, this groupof three pagesis selected
by pushingthe FPL key on the MFD (figure9-9).1The FPL key on the
PFD canalsobe used,but it only accesses a portionofthe first ofthese
three pages.
The first pagein the group is the Active Flight Plan page,the one
you'll use most of the time. Turning the small FMS knob on the MFD
allowsyou to accessthe other two pages-the Flight Plan Catalogand
Vertical Navigationpages-both of which are discussedlater in this
chapter.We'll talk first about featurescommonto the Active Flight
Plan pageon both the PFD and MFD beforetalking aboutdifferences.

ActiveFlightPlanPage
'Ihe
G1000 can storeup to 99 flight plansonumberedI through99.
Think of the Active Flight Plan pageas flight plan 0 or the flight plan cur-
rently in use.It is usedto create,edit and useflight plans,eachof which
can containup to 3l waypoints.You can bring up the Active Flight Plan
pageat any time by pushingthe FPL key on eitherthe PFD or MFD.
t Latest softwareversionshave only two pages.Seepages2I4-I5
 9: FlightPlanningwith the G1000
Chapter t37

or
Along the left side of the page,you will find a list of waypointso
emptyfields if you haveyet to enterwaypoints.Adjacentto this are two
user-definablecolumns. The default is for the columns to display
desiredtrack (DTK) and distance(DIS)for eachwaypoint.The columns
are user selectableby pressingthe MENU key,scrollingthe FMS knob
to "ChangeFields" and pressingthe ENT key.t Then turn the large
FMS knob to selecta column,the small FMS knob to selectthe desired
field and pressthe ENT key (figure9-10).Noteyou can chooseto have
different fields selectedfor the Flight PIan windows on the PFD and
MFD. The followingfields are available: Figure9-10Thecolumnsin theActive
o CumulativeDistance(CUM)- total flight distanceto reacha FlightPlancan be changedto display
waypoint Ltd.oriE
two of six choices.@Germln
r Distance(DIS)- lengh of a leg in nauticalmiles affrliates
o DesiredTrack (DTK)- groundtrack course(in degrees)to be
flown to stay on course
o En route SafeAltitude (ESA)- safealtitudefor the leg in feet
o EstimatedTime of Arrival (ETA)- time at which you'repredict-
ed to anive at waypoint
o EstimatedTime En route (ETE)- numberof hoursand minutes
requiredto reachthe waypoint
Returningthe flight plan fields back to the defaultsis easyand may
be necessaryif multiple peoplefly the sameplane.Pressthe FPL key
to displaythe Active Flight Plan page,then pressthe MENU key,scroll
the FMS knob to o'RestoreDefaults" and press the ENT key. The
defaults are restoredseparatelyon both the PFD and MFD flight plan
windows,so restoringone doesnot affectthe other.
The Active Flight Plan page on the MFD has severaladditional
fields not shownin the PFD'ssmallerflight plan box. Theseare:
o Active Leg Information- displaysdesiredgroundtrack and
ESA for the leg
o RemainingDistance- displaysremainingdistanceto destina-
tion
o Total Distance- displayslengthof entireflight plan
. FPL EstimatedSafeAltitude - displaysa safealtitudefor the
entire route

C r e a t i n ga F l i g h tP l a n
Creatinga newflight plan is relativelyeasy.First, pushthe FPL key
to bring up the Active Flight Plan page.If you enter the flight plan
while on the ground,your departureairport is often alreadylisted as the
first waypoint,since the GPS receiverknowswhere you are located.
Tirrn the small FMS knob one click to bring up the Waypoint
Informationwindow Turn the small FMS knob a secondclick and it
entersthe letter K as the first character.Using the large and small FMS
knobs, enter the identifier for your first waypointand pressthe ENT
key.Continueusingthe FMS knobsin the sameway to enterall of your
waypoints.
f Not available in most recent software versions. See page222.
 MacTlescott'sG1000Glass
Figure9-11Whenenteringwaypoints,
checkfor fasterways,likethe Most
RecentList,to entera waypoint.
@ Garmin Ltd. or its affiliates
TIP
Round-robin flight plans, where you
enter multiple airportsinto a flight plan,
make it a little more difficult to use the
Airport Information page and to load
instrument approaches,since they will
initially default to whichever airport is
the activewaypoint.The easiestsolution
is to not enterround-robinflight plans.If
you do, however,just use the Direct-to
key to selectan airport in the flight plan.
Or, if a pagedoesn'tcomeup with the air-
port you want, enter the airport identifier
manuallywith the FMS knobs.
Figure9-12The"U-turn"arrowindi-
catesthe activeleg alongwhichyou're
navigating.
SinceMZBis highlighted,
youcan entera newwaypointbetween
OCN and MZB. O carmin Ltd. or its affiti-
ates
It's evenfasterto entera waypointif you'verecentlyusedit in other
flight plans or with the Direct-to key. After the Waypointlnformation
box is displayed,don't enter the identifier manually with the FMS
knobs. Instead,use the large FMS knob to scroll down to the "Most
RecentList" (figure9-ll) and then use the small FMS knob to scroll
to highlightthe desiredwaypointand pressthe ENT key.t
Onceyou'veenteredmorethan two waypoints,the G1000will acti-
vatethe first pair of waypointsas the first leg-provided you'renot cur-
rently using Direct-tonavigation.Activationof a leg is depictedwith a
magentaooU-turn" arrow(figure9-12) leadingfrom onewaypointto the
next one in the flight plan, and by a magentaline drawn on the
NavigationMap pagedepictingthe courseto be flown. You now have
an activeflight plan which will provideyou courseguidancefor flying
the route.
You can also createa new flight plan from the Flight Plan Catalog,
the secondpagein the FPL group,accessibleonly from the MFD. Once
you'reon this page,the easiestway to createa flight plan is to pressthe
NEW softkey.Or, pressMENU, scrollwith eitherFMS knob to "Create
New Flight Plan" and pressthe ENT key. If you createa flight plan
here, however,you must first storeand then activateit beforeusing it
for active navigation.You'll find more details on this in the Working
with StoredFlight Planssectionlater in this chapter.
E d i t i n ga n dW o r k i n gw i t h a n A c t i v eF t i g h tP l a n
While creatinga flight plan on the groundis relativelyeasy,making
changesto one in flight, particularly in a high workloadenvironment
such as flying singlepilot IFR, can be challenging.If you'renot famil-
iar with your system,it may be impossible.This is wherelesspracticed
usersmay find themselvesrevertingto the Direct-tokey to get out of a
jam. Unfortunately,changesare often necessaryparticularly if you're
an IFR pilot and you hear a controllercall you with the dreadedwords
"I havea changein your routing,advisewhen readyto copy."
Here are the most commonthings that you may needto do with an
activeflight plan:
o Insert additionalwaypoints
o Deletewaypointsin the activeflight plan
. Fly directly to a waypointin the flight plan
o Activatea differentleg in the flight plan
o Invert the activeflight plan
o Deletethe activeflight plan
Theseactions,which we coverin the next section,
are madein the sameway from both the PFD and MFD
I n s e r ta d d i t i o n a lw a y p o i n t si n t h e A c t i v e F l i g h t P l a n
Insertinga newwaypointis similar to enteringa waypointwhen cre-
ating a new flight plan. The differenceis that you must first highlight
with the cursorthe waypointthat will follow your new waypoint(figure
t Seepage213 for updatesto this feature.
 withtheG1000

9-12).If your waypointis to be the last one in the flight plan,just high-
light the blank field after the last waypointin the plan.
To insert a new waypoint,pressthe FPL key,push the FMS knob and
turn the large FMS knob until the cursorhighlights the waypointto fol-
low your new waypoint.Then turn the small FMS knob to bring up the
WaypointInformationwindow.Turn the small FMS knob onemoreclicko
enter the new identifier with the FMS knobs and pressthe ENT key.
If, in the courseof entering a waypointoyou want to start over,just
push the FMS knob once, and the charactersyou entered will be
cleared. If you decide that you really don't want to insert a waypointo
pressthe FMS knob a secondtime to removethe WaypointInformation
window.
Deletea waypoint in the Active Flight Plan
Deleting a waypointis similar to insertinga waypointin that you
mustfirst highlighta waypointwith the cursor.In somecases,you don't
actuallyneedto deleteoneor morewaypoints.For example,if you want
to skip somewaypointsand fly directly to a point funher down in your
flight plan, you can do this by flying directly to a waypoint,which is
describedbelow.
If you do want to delete a waypoint,pressthe FPL key, push the
FMS knob and turn the large FMS knob until the cursor highlights the
waypointto be deleted.Then push the CLR key.This bringsup a win-
dow askingif you really wantto deletethe waypoint(figure9-I3). Push
the ENT key to deleteit or, to cancelthe deleteoperation,turn the large Figure9-13 Usethe CLRkeYto
FMS knob to highlight CANCEL and pressthe ENT key. removea waypointfroma flightplan.
@GamrlnLtcl.or rts aft rates
Fly directly to a waypoint in the Active Flight Ptan
There may be times when you want to skip waypointsand fly direct-
Iy to a later point in your flight plan. This could occurif you'reIFR and
you've negotiatedwith the controller to get a more direct route toward
your destination.In this case,you want to fly directly from your pres-

a magentaline will be drawn on the map from your presentposition to

the waypoint.Onceyou reachthe waypoint,the G1000will activatethe
next lej and the magenta"[J-turn" anTowwill appearin the flight plan
oppositethe two waypointsthat form the leg.
Activate a leg in the Active Flight Ptan
Activating a leg in a flight plan draws a magentaline betweentwo
waypointsrnd p.ouid"s courseguidanceto the segment,if the aircraft
is not on it, and then alongthe segment.For example,an instrument
pilot might be navigatingalong an airway betweentwo VORs, each set
,rp u. waypointin the flight plan. At somepoint, the pilot may have
"
 r40
Figure9-14Toactivatea segmentof a
flightplan,highlight
the secondway-
pointof the pairthatdefinethe seg-
ment,pressthe MENUkeyandselect
"Activate Leg." o Gamin Ltd.ot its affrtiates
Figure9-15 Manymenusgiveyouthe
choiceto cancelan actionyou'vestart-
ed. @Garmtn Ltd.or its alfittates
Figure9-16TheACTLEGsoftkey
appearson the MFDafteryou highlight
a waypointin yourflightplan.@camin
Ltd. or its affiliatos
Figure9-17 A quickwayto createa
returnflightplanis to invertthe flight
planyou usedgoingto yourdestina-
li'n. @ Garmin Ltd. or its affitiates
MacIlescott'sG1000GlassCockpitHmdbook
turnedoff the airway,perhapsto avoidweatheror becauseATC issued
a vectorto avoidconflictingtraffic.
Now the pilot needsto return to the airway.If he hasn'treachedthe
next VOR, the currentsegmentis still activeand no changeis required.
Perhaps,however,the controllerwantshim to interceptthe next airway,
representedby the next leg of the flight plan which isn't yet active.
Activating the next leg will highlight that segmenton the Navigation
Map page,and providecourseguidanceto and alongthat portionof the
flight plan.
To activatea differentleg in the flight plan, pushthe FMS knob and
turn the largeFMS knob to highlightthe secondwaypointthat defines
the leg. Then pressthe MENU key. "Activate Leg" shouldalreadybe
highlighted,sinceit is the first choiceon the menu(figure9-14). Press
the ENT key twice to activatethe leg.The magenta"U-turn" arrowwill
appearin the flight plan oppositethe two waypointsthat form the leg,
and the correspondingsegmenton the NavigationMap page turns
magenta.
Shouldyou makean error and needto cancelselectionof an active
leg, you can do so after you select"Activate Leg," and pressthe ENT
key. Beforepressingthe ENT key a secondtime, pressthe CLR key or
scroll with the large FMS knob to "CANCEL''and then pressthe ENT
key (figure9-15).
You can also activatea leg from the MFD using the ACT LEG soft-
key (figure 9-16). Pressthe FPL key to open the Active Flight PIan
window,pressthe FMS knob and scroll to highlight the secondway-
point that defines the leg you want to activate. Then
press the ACT LEG softkey followed by the ENT key.
Invertthe ActiveFlightPlan
It's commonfor pilotsto fly to a destination
andthenfly backusing
the exactsameroute.If you do that, there'sno needfor you to re-enter
a new flight plan;just invert the originalflight plan.
To invert a flight plan, pressthe FPL key and then pressthe MENU
key. Using either FMS knob, scroll to highlight oolnvertFlight PIan"
(figure9-17) and pressthe ENT key twice.Shouldyou makea mistake
and need to cancelthis operationbeforepressingthe ENT key a sec-
ond time, press the CLR key or scroll with the large FMS knob to
"CANCEL" and then pressthe ENT key.
Deletethe Active Flight Plan
You may want to deletean activeflight plan if you no longer have
any use for it. For example,if you are flying a round-robintraining
flight with landingsat severalairports,you maywantto deletethe flight
plan after you reachyour first destinationso that you can enter a new
flight plan for the next leg of your trip. Or, you might want to deletea
plan if the changesyou needto maketo it are so major that you'd pre-
fer to start over.
 9: FlightPlanning
Chapter with theG1000 T4L

Beforeyou deletethe activeflight plan, you maywantto storeit first

if you haveany possiblefuture usefor it. Otherwise,if the activeflight
plan hasneverbeenstoredbefore,it will be irretrievablygoneafteryou
delete it. Use this function with care, particularly when dealing with
long flight plans.
Note: You don't need to deletean active flight plan if you're plan-
ning to replace it with a previouslystoredflight plan, which is dis-
cussedin the next section.Recallinga previouslystoredflight plan will Figure9-18Pressthe MENUkeyto
deletethe activeflight plan and replaceit with the storedone. delete a flight plan. @ GarminLtd.ot its
To deletethe activeflight plan, first pushthe FPL key to displaythe affiliates
Active Flight Plan pageif it isn't alreadyon the screen.Then pressthe
MENU key and scroll with either FMS knob to highlight"DeleteFlight
Plan" (figure9-lB). Finally,pressthe ENT key twice to deletethe flight TIP
plan. If, during the operation,you changeyour mind, you can pressthe On a retum trip, you can save time by
CLR key at any time or afterpressingthe ENT key once,turn the large invertingthe flight plan you usedon your
FMSknob to highlight"CANCEL" and pressthe ENT key to cancelthe outboundtrip. However,the activeflight
plan is lost when the G1000 is shut
operation.
down.So you mustrememberto storethe
flight plan beforeyou shut down, if you
S t o r i n gF t i g h tP l a n sa n dA c t i v a t i n gS t o r e dF l i g h t want to invert it and use it on the return
Plans trrp.
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 a
new one each time you flew, just as we've done above. However, pilots
often fly to some destinations repeatedly.Therefore the GI000, and all
modern 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. Figure9-19To storea flightplanat
anytime,pushthe MENUkey.@Garmin
Sto r i n ga F l i g h tP l a n Ltd. or its affiliates
Anytime after you've createda flight plan-or even after you've
startedusing it-you can storea flight plan for future use.First, push
the FPL key to displaythe Active Flight Plan pageif it isn't alreadyon
the screen.Then press the MENU key. "Store Flight Planooshould
alreadybe highlighted;if it's not, scrollwith eitherFMS knob to "Store
Flight Plan'o(figure9-I9). Finally,pressthe ENT key twiceto storethe
flight plan. If you changeyour mind during the operation,you can press
the CLR key at any time or, after pressingthe ENT key onceoturn the
largeFMS knob to highlight"CANCEL" and pressthe ENT key to can-
cel the operation.
A c t i v a t i n ga P r e v i o u s l yS t o r e dF l i g h t P l a n - M F Do n l y
The GI000 storesup to 99 flight plans, which are listed on the
Flight Plan CataloBpa1e,accessibleonly throughthe MFD. To reach
this page,pressthe MFD's FPL key and turn the small FMS knob one Figure9-20The FlightPlanCatalog
click to the right. You shouldnow seeup to 12 flight plans displayed pageletsyou storeflightplansand is
(figure9-20).The scrollbar alongthe right sideof the windowindicates the secondpagein the FPLkeygroup.
that you can scroll downto seemoreflight plans. @ Garmin Ltd. or its affiliates
t42 G1000GlassCockpitHmdbook
MacTTescott's

To activatea flight plan, push the FMS knob, and turn either FMS
knob to highlight one of the flight plans. Once you've highlighteda
flight plan, you can activateit by pressingthe ACTIVE softkeyand the
ENT key or by pressingthe MENU key,scrollingwith eitherFMS knob
to highlight"Activate Flight PIan" (figure9-22),and pressingthe ENT
key twice. This flight plan now becomesthe activeFlight Plan 0, and
the leg closestto your presentpositionbecomesthe activeleg, as indi-
catedby the magentaU-turn arrow.If, duringthe operation,you change
your mind, you can pressthe CLR key at any time or afterpressingthe
ENT key onceoturn the large FMS knob to highlight "CANCEL'' and
pressthe ENT key to cancelthe operation.

Figure9-21 Usethe MFDsoftkeysto
savetimewhenworkingwiththe Flight
PfanCatafogpage.@Garmtn
Ltd.ortE
atllllates
W o r k i n gw i t h S t o r e dF t i g h tP l a n s- M F DO n t y
We mentionedat the beginningof this sectionthat the flight plan-
ning functionsarereally a fifth chapterof pagesreachedby pushingthe
FPL key on the MFD. The first pagein the group is the Active Flight
Plan page.Turning the small FMS knob on the MFD allowsaccessto
the secondpage,the Flight Plan Catalogpage.This is whereyou work
with the up to 99 storedflight plans.
ExperiencedGarminGNS430 and GNS530 userstake note.There
are two waysto do mostof the functionsin this section:the way you're
familiar with using the MENU key
and the easyway using softkeys!So,
whenever you use the Flight Plan
Catalogpage,make sure you look at the softkeys(figure 9-21), as you
can implementmostfunctionsfasterwith one.
Here are the most commonthings that you may need to do with a
storedflight plan:
o Createa new flight plan
o Activatea previouslystoredflight plan (discussedin the previ-
ous section)
o Invert and activatea storedflight plan
o Edit a storedflight plan
' Copya flight plan
o Delete a flight plan from the Flight Plan Catalogpage
o Delete all flight plans from the Flight Plan Catalogpage
. Sortflight plans by comment
Thesefunctions,which we cover in the next section,can only be
performedthrough the MFD.
Createa New Flight Plan
Previously,we discussedcreating a new flight plan within the
Active Flight Plan page.You can alsocreateflight plans from the Flight
PIan Catalogpage.The advantageof creatingone here is that you can
do sowithoutdisturbingFlight Plan0, which is in useif you'recurrent-
ly navigatingwith an activeflight plan.
To createa flight plan, pressthe MFD's FPL key and turn the small
FMS knob one click to accessthe secondpage,the Flight PIan Catalog
 9: FlightPlanning
Chapter with theG1000 r43

page.Then, pr€SSthe NEW softkey.Alternatively,press the MENU

key,scroll with eitherFMS knob to "CreateNew Flight PIan" and press
the ENT key.
If you createa flight plan here, you must first storeand then acti-
vate it beforeusing it for active navigation.Storingand activatinga
flight plan were discussedin detail in a previoussection.To review
briefly to storea flight plan, pressthe MENU key, selectooStore Flight
Plan" and pressthe ENT key twice.To activatea flight plan, highlight Figurc9-22Tousea storedflightplan,
it on the Flight Plan CatalogPage, pressthe ACTIVE softkeyand press you mustpresstheACTIVEsoftkeyor
the ENT key.Oa highlightit, pressthe MENU key,highlight'oActivate the MENU key. @ eermin Ltd.ot its affrlietes
Flight Plan" (figure9-22) andpressthe ENT key twice.
Activate a PreviouslyStored Flight Plan
This wascoveredin the previoussection.
Invert and Activate a Stored Flight Plan
It's commonfor pilots to fly to a destinationand then fly back using
the exactsameroute.Previously,we discussedhow to invert an Active
Flight PIan.You can alsoinvert and activatea storedflight plan, which
will saveyou the time neededto re-enterall of the waypointsin reverse.
To invert and activatea storedflight plan, pressthe MFD'sFPL key
and turn the small FMS knob one click to accessthe secondpage,the
Flight Plan Catalogpage.Then push the FMS knob and turn either
FMS knob to highlight one of the flight plans.Onceyouovehighlighted
a flight plan, either pressthe INVERT softkey(figure 9-21) and the
ENT key or pressthe MENU key and, usingeither FMS knob, scroll to
highlight "Invert & ActivateFPL" (figure9-23)and pressthe ENT key
twice. The Active Flight Plan pagewill then openand the nearestleg
of the flight plan is activated.Shouldyou make a mistakeand needto
cancelthis operation,pressthe CLR key at any time or, beforepress- Figure9-23 Youcan invertand acti-
ing the ENT key a secondtimeoscroll with the large FMS knob to vatea storedflightplanwiththe
"CANCEL" and then pressthe ENT key. INVERTsoftkeyor the MENUkey.
@ Gamin Ltd. or its affiliates
E d i t a S t o r e dF l i g h t P l a n
If you need a flight plan similar to one you'vepreviouslystored,it
may be fasterand easierto edit a storedflight plan than to createa new
one. Note, however,that any changesyou make with the edit function
will be appliedto the original storedflight plan. So if you want to keep
the original flight plan intact, first "Copy a StoredFlight Plano" as
describedin the next section,beforemakingany changes.
To edit a storedflight plan, pressthe MFD's FPL key and turn the
small FMS knob one click to accessthe secondpage,the Flight Plan
Catalogpage.Then push the FMS knob and turn either FMS knob to
highlight one of the flight plans. Once you've highlighteda flight plan,
either pressthe EDIT softkey(figure 9-21) or pressthe MENU key and,
using either FMS knob, scroll to highlight "Edit Flight PIan" (figure 9-
24) andpressthe ENT key twice. Youcan then add and deletewaypoints
and any changesyou make are automaticallysavedin the storedflight
plan; it's not necessaryto storea flight plan after editing it.
r44
Figure9-24Youcanedita storedflight
planwiththe EDITsoftkeyor the
MENU key. O GarminLtd.or iE afftliates
Figure9-25Youshouldcopya stored
flightplanfirstif youwantto make
changesto it withoutaffectingthe origi-
nal flight plan. o Gamin Ltd.or its affttiatas
Figure9-26Anytimeyou deletesome-
thing,you'regivena secondchanceto
keep it. @Garmin Ltd.or iE affiliatas
MacTfescott'sG1000GlarsCockpitHadbook
Copya FtightPlan
The copyfunction is useful if you needa newflight plan which is sim-
ilar to one youovepreviouslystored,but you want the original flight plan
to remainunchanged.Simply copy the previousflight plan and a second
copy of it will be storedin the flight plan catalog.Then you can edit the
secondcopywith any changesyou'd like, Ieavingthe original flight plan
unchanged.
To copy a storedflight plan, pressthe MFD's FPL key and tum the
small FMS knob one click to accessthe secondpage,the Flight Plan
Catalogpage.Then push the FMS knob and turn either FMS knob to
highlight one of the flight plans.Onceyou'vehighlighteda flight plan,
pressthe COPY softkey(figure 9-21) and the ENT key or press the
MENU key and, using either FMS knob, scroll to highlight "Copy
Flight Planoo (figure9-25) and pressthe ENT key twice. You can then
use the Edit a StoredFlight PIan function, describedabove,to make
changesto the flight plan copy.
Deletea Flight Plan from the Flight Plan Catalog
Once you start to get a number of flight plans storedin the flight
plan catalog,you may want to do somehousekeeping.For example,
althoughthe GI000 will storeup to 99 flight plans,you mightnot enjoy
scrolling throughdozensof flight plans you never use to get to a fre-
quentlyusedone.Occasionallydeletingflight plans that you no longer
use makesit easierto accessthe onesyou do.
To deletea storedflight plan, pressthe MFD'sFPL key and turn the
small FMS knob one click to accessthe secondpage,the Flight Plan
Catalogpage.Then push the FMS knob and turn either FMS knob to
highlightthe flight plan you want to delete.Then pressthe CLR key or
the DELETE softkey(figure9-21) and then pressthe ENT key twice.
Alternatively,thoughthis is morework, afteryou'vehighlighteda flight
plan, pressthe MENU key, scroll using either FMS knob to highlight
ooDeleteFlight Plan" and pressthe ENT key twice. If you changeyour
mind during the operation,you can use the CLR key at any time or,
beforepressingthe ENT key a secondtime, scroll with the large FMS
knob to "CANCEL" (figure9-26) andthen pressthe ENT key.
DeleteAll Flight Plansfrom the Flight Plan Catalog
It's rare that you will want to deleteall flight plans, particularly if
you own the plane.However,an FBO that rentsan airplanemay occa-
sionallywantto deletethe manyplansthat renterpilots havestoredon
the systemor an owner,when sellingtheir airplane,might alsowant to
clear out all flight plans.
To deleteall storedflight plans,pressthe MFD'sFPL key and turn
the small FMS knob one click to accessthe secondpage,the Flight
Plan Catalogpage.Thenpressthe MENU key,scroll using either FMS
knob to highlight "Delete All" (figure 9-27) and press the ENT key
twice. If you changeyour mind during the operation,you can use the
 9: FlightPlanning
Chapter with the G1000 r45

CLR key at any time or, beforepressingthe ENT key a secondtimeo

scroll with the large FMS knob to "CANCEL" and then pressthe ENT
k"y.
S o r t F l i g h t P l a n sb y C o m m e n t Figure9-27 Deletingall storedflight
After you'veaccumulateda large number of flight plans, you may planscanonlybe donewiththe MENU
want to sort them so that you can easilyfind the particularflight plan key. O earrnrn Ltd. or its aflitiates
you're looking for. The Gf000 providesa sortingfunction which sorts
flight plans by their names,as they appearon the Flight Plan Catalog
page.
To sort all storedflight plans,pressthe MFD'sFPL key and turn the
small FMS knob one click to accessthe secondpage,the Flight Plan
Catalogpage.Then pressthe MENU key,scroll usingeither FMS knob
to highlight "Sort By Comment"(figure9-28) and pressthe ENT key
twice. If you changeyour mind during the operation,you can use the
CLR key at any time or, beforepressingthe ENT key a secondtime,
scroll with the large FMS knob to "CANCEL" and then pressthe ENT
k"y.
The flight plans will be sortedby the departureairportsand then,
Figure9-28 SortBy Commentsortsby
for flight plansleavingfrom the sameairport,by destinationairport.In
the flightplanname.To changethe
the process,new flight plan numbersare assigned.The active flight nameof a flightplan,editit fromthe
plan, Flight PIan 0, remainsunchangedduring this operation.You can FlightPlanCatalogpage.@Gamtn Ltd.
changethe nameof a flight plan, and hencehow it is sorted,by going or its affitiates
to the Flight PIan CataloBpa1e,pressingthe MENU key and choosing
"Edit Flight Plan." Scroll to highlightthe nameand then usethe small
and large FMS knobsto enter a new name.

C l o s e sP
t o i n to f F P L
In the interestof completenesso we'veincludeda descriptionof the
ClosestPoint of FPL function,thoughit haslittle practicalapplication.
The functioncreatesa newuserwaypointalonga flight plan at the loca-
tion closestto a chosenreferencewaypoint.
From an active flight plan page, press the MENU key, scroll to
selecto'Closest Point Of FPL," pressthe ENT key and entera reference
waypoint.This will add a new user waypointto your flight plan at the
closestpoint to the referencewaypointyou entered.

VerticalNavigationPage
Vertical 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
146
Figure9-29Creatinga VNAVprofile
helpsyou managethe descentto your
destination. @ GarmlnLtd.or its afffliates
Figure9-30Curvedlineson the
pagemapmarkthe
VerticalNavigation
beginningandendof a descent.
@ Garmin Ltd. or fts aff,llates
Flgure9-31TheVNAVdefaultvalues
are restoredat poweron, butyou can
restorethemat anytimewiththe
MENU key. @earmin Ltd.or its affitiates
MaxIlescott'sG1000GlassCockpitHandbook
group.t Pushthe FMS knob,which highlightsthe first field in the
TARGETPOSITION FIELDwindow(figure9-29).UsetheFMSknobs
to enter the desireddistancefrom the destinationwaypointand press
the ENT key.Then usethe small FMS knob to selectwhetheryou want
to anive "Before"or ooAfter" the waypointand pressthe ENT key.Next,
use the large and small FMS knobs to enter the destinationidentifier
and pressthe ENT key.
Now use the FMS knobsto enter your desiredaltitude (suchas the
traffic patternaltitude)in the TARGET ALIITUDE windowand press
o'AboveWPT," if
the ENT key. Next, usethe small FMS knob to select
you want the targetaltitude calculatedwith referenceto the waypoint
elevation,or "MSL," if ifs to be referencedto meansealevel. Finally,
use the FMS knobsto enteryour desireddescentrate in the TARGET
VERTICAL SPEEDwindowand pressthe ENT key.
The VNAV functionis now active.If you'd like to receivealert mes-
sageson the PFD, pressthe MENU key, scroll to select"VNAV mes-
sagesON?" and pressthe ENT key. One minute prior to startingyour
descent,you'll see"APPR VPROF- ApproachingVNAV Profile," dis-
playedas an alert message. At 500 feet abovethe targetaltitude,you'll
see"APPR TRG ALT" displayed.
You can use the VerticalNavigationpageto monitoryour progress.
For example,the mapon this pagegraphicallymarksthe beginningand
end points of your descentwith curved lines (figure 9-30). Also, you
can comparethe "VerticalSpeedRequired"field on this pagewith your
actualdescentrate to help you fly the descentprofile you'vecreated.
If you'd preferto monitorother MFD pages,such as the Navigation
Map page,you might want to have VSR (verticalspeedrequired)dis-
playedon the MFD in the NavigationStatusBar.If so,go to the System
Setuppageand set one of the fields in the MFD DATA BAR FIELDS
windowto VSR. Finally, if you wish to restorethe VerticalNavigation
page to its default values, press MENU, scroll to ooRestore Page
Defaults"and pressthe ENT key (figure9-31).
Someearly Gl00O-equippedaircraftwereplacarded"Use of VNAV
is prohibited." This was required for FAA certificationsince, at that
time, the VNAV softwareheld settingsfrom prior flights and wouldcon-
tinue to generatemessageson subsequentflights. Later softwarever-
sionsresetthe VNAV pageto its defaultvalueseachtime the systemis
poweredup. The placardis no longerrequiredfor planeswith revised
software.
Also, in early softwarerevisionsthe curvedlines markingthe begin-
ning and end of descentappearedonly on the VerticalNavigationpage.
Somelater revisionsdisplaytheselines on otherMAP grouppagestoo.
f Vertical navigationin recent soliware versions is on page l. See pages214-17 for
updates.
 9: FlightPlanning
Chapter with the G1000 147

Summary
Programmingthe GPS receiver is probably the most challenging
issue for many pilots and instructors-particularly those who didn't
grow up using computers.All time spent learning to programthe GPS
receiverwill pay hugedividends.Nothingeliminatesstressin the cock-
pit more than knowing that you can programthe GPS to do what you
want it to do. If possible,reviewthis chapterand use the G1000simu-
lator softwareto solidify your understanding.If you're an instrument
pilot, you'll alsowant to read ChapterII.
It's important that you learn all you can about using the autopilot,
which we discussin the next chapter.The autopilot is a critical element
in Gl000-equipped aircraft and it will make your flying easier,safer
and more pleasurable.It can be very useful in emergencies,though it
may operatein fewermodes,as weolldiscussin Chapter12.
 ChapterI0:
A u t o p i t oO
t peration

uI I istorically,pilots havenot receivedthe level of training they need

to fully understandand usethe autopilotin their airplanes.That'sprob-
ably becausemanyflight instructorsarenot familiar with all of the oper-
ating modesand limitationsof autopilots.Also, we may still havea bias
in aviationthat "real pilots" fly airplanesmanuallyand that it's some-
how "cheating" to use an autopilot and other cockpit automation.
Nothingcould be further from the truth.
To fly the G1000 and other glasscockpit aircraft safely,you needto
understandand use the autopilot often, while remainingproficient in
flying the airplanemanually.It's not that you needto use the autopilot
becausetheseaircraft are harder to fly. Rather,it's becauseusing the
autopilot frees you for more importanttasks, like looking outsidethe
cockpitfor traffic. In trainingboth newand experiencedGI000 pilots, I
consistentlyfind that useof and knowledgeaboutthe autopilotis one of
Perspective
the weakerskills of even proficientpilots. So I stronglyencourageyou
The GarminGFC700 autopilotin the
to get to know your autopilotwell. Perspectiveoperatesin the sameway
Different manufacturersuse different autopilots in their G1000- as the GFC 7(X) used in the Garmin
equippedaircraft.When the G1000first startedshippingin mid-2004, GI000. The most noticeable differ-
there was no integratedautopilot solution and so manufacturersused ence is the Perspective'snew control
third-party autopilotssuch as the S-TEC 55X and King-Bendix KAP panel (figure l5-f6). Instead of sepa-
rate UP/DOWN keys, a wheel is used
140. Now, a fully integratedFlight Director and autopilot,the Garmin
to select climb and descentrates. The
GFC 700 AFCS or AutomaticFlight Control System,is availableand Perspective's IAS key performs the
somemanufacturers haveswitchedto this autopilot. samefunction as the FLC key found in
We'll talk first aboutthe GFC 700 and then the KAP f40 autopilot. GFC ?O0-eguipped GI000 aircraft.
As always,referto the approvedAirplane Flight ManualSupplementfor The Perspectivealso includes a new
your autopilotand use it in preferenceto this book whenevera conflict LVL key. It engagesthe autopilot,rolls
the wings levelo and maintains level
exists.
flight. Note that the GFC 700 annun-
ciators are in the PFD's AFCS Status
GFC700 AutomaticFtightControlSystem(AFCS) bar, far from the autopilot keys. Pilots
The Garminintegratedautopilotis one of the mostcapablefound in should look at the annuciatorsto veri-
generalaviationaircraft,and it continuesto evolve.One of the beauties fy every autopilot key press to avoid
of this autopilot is that you can preset all of its modeswhile on the an automationsurprise.
150 Mar hacott's G1000GlassCockpitHodbook

ground,and then, when you're in the air, you only needto pressthe AP -
key and the systemwill take over. It is innovative in that, instead of
usinga centralcomputer,the intelligenceis distributedamongthe sep-
arate servos that control pitch, roll, and trim (and the yaw damper
whereapplicable).
Autopilots are notoriouslydifficult to maintain and this novel design
is expectedto improve reliability and performance.Itosimportant to
note, however,that the failure of other G1000 systemcomponentscan
causethe GFC 700 to have reducedfunctionalityor becometotally
unusable.For more information,read the sectionon Autopilot Failures
later in this chapter.
At presentothere are at least three different versionsshipping in dif-
ferent aircraft. For example, the version in Beechcraftshas a yaw
damperand the versionin Cessnashas the capabilityto follow a verti-
cal descentprofile. The versionused in early Columbiashad neither.
The autopilot and Flight Director keys are located on the bezel of the
MFD, which is either a GDU L042,1043, or 1044 (figure l0-l). In
someaircraft,thesekeys are duplicatedon the PFD. Describingall of
the autopilotdifferencesis beyondthe scopeof this book. You should
read the Airylane Flight Manual Supplementfor your aircraft so that
you understandautopilotoperation.
The Flight Director issuespitch and roll commandsthat 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/GPSunits. It generates
magenta-colored commandbars,or a "flying wedge"locatedjust above
the yellow inverted"Vo" displayedin the centerof the PFD. The com-
mand bars movevertically to indicatea pitch commandand bank left
and right to indicate a roll. The commandbars are removedfrom the
displayif attitudedatabecomesinvalid or the Flight Directoris turned
Figurc10-l GFC700 keysareon the off. To use the Flight Director manually, fly the airplane so that the
oov"remainstucked up tightly againstthe command
MFDbezeland,in someaircraft, Iower inverted
duplicatedon the PFD.@MaxTrscott bars. Or, press the AP key and the autopilot will control the plane to
follow the guidancegiven by the Flight Director'scommandbars.Think
oobrain"that givescuesto you or the autopi-
of the Flight Directoras the
lot, and the autopilot as the "muscle" that follows the brain.
Mode and status information for the GFC 700 is displayed in the
AFCS Statusbar, located at the top of the PFD under the Navigation
Statusbar (figure I0-2). Roll modesare displayedon the left of the dis-
play and pitch modes are on the right. Active modes are displayed
toward the center of the statusbar and appearin green.Armed modes
which have been selectedbut have not yet engagedare displayedin
white. Any time you seea modelisted,the Flight Directoris on. If you
seea greenAP annunciator,then the autopilotis alsoon. An aural tone
soundswhen the autopilot is turned off; AP flashesin yellow if you dis-
connectedit or AP flashesin red if the autopilot turned itseH off.
One of the most commonmistakesI seepilots make is confusing
the Flight Director with the autopilot. Oftenoif the airplane is starting
 Chapterl0: AutopilotOperation 151

Active Mode Yaw DamperStatus ModeReference

ArmedMode AutopilotStatus Active Mode ArmedMode

RollAxisModes ,,"',,) - '', PitchAxis Modes

to bank and descendon its own, I hear pilots askoo'whyis it doing Figurc10-2TheAFCSStatusbar is
that?" I'll ask them who'sflying the plane,and they'll usuallypoint at locatedat thetop of the PFD.@Garrnin
the commandbarsand say"the autopilot."Eventually,they realizethat Ltd. or its aftillates

the Flight Directoris on but the autopilotis off and that nobodyis fly-
ing the airplane!You can avoid this situationby confirmingthat "AP"
appearsin the statusbar anytimeyou think that you've engagedthe
autopilot.
You'll want to note the Autopilot SystemStatusinformation,dis-
playedaboveand to the left of the attitudeindicator.You'll first notice
this when the aircraft is turned on and the autopilotperformsits pre-
flight systemtest. At the completionof the test, a white PFT annunci-
ator is displayedand an aural alert is heard (figure l0-3). If the pre-
flight systemtests fails, a red PFT annunciatoris displayed.Other
AFCS Warningand Cautionannunciatorsare listed in Appendix H of
this book and in the aircraftmanuals.
There'sanotherannunciatorMAXSPD,which flashesat the top of
the airspeedindicator (figure 10-4). It's displayedwhen the Flight
Directorcan no longermaintainthe referencespeedwithoutexceeding
the autopilot'smaximum airspeedlimitation. This is most likely to
occurwhen excessivepoweris usedin a descent,or whenan excessive
descentrate is selected.
TIP
I've talked with instructors around the
country and we all agreethat each time
you press a key on the autopilot, you
must verify it by looking at the statusbar.
You need to confirm that the mode you
think you selectedis indeed shown on
the status bar. Also, note whether it's
already active, or whether it is armed to
becomeactivelater. Checkingthe status
bar after every push of an autopilot key
will help you avoid an automationsur-
prise. Another good practice is to read
aloud the autopilot statusindicators
when you check them.

R o l [a n d P i t c hM o d e s
The integratedautopilot includes all of the same roll and pitch
modesfound in many autopilots,plus someadvancedfeatures.First,
roll modescontrol lateral guidance,or the left/right motion of the air-
plane.To makethings a little more confusingo one of the roll modesis
Figure10-3A whitePFTanda loud
namedROL or Roll Hold mode.In manyautopilots,ROL modekeeps
alertindicatethe completionof the
the wings level. In the GFC 700, ROL modecan also maintaina spe- Ltd.or its
autopilot'sself-test.@Garmin
cific bank angle,as explainedlater in this chapter. afftliates
Pitch modescontrol the nose up or nose down motion of the air-
plane.You'll chooseone of thesemodeswheneveryou want to change
altitudeor maintainyour presentaltitude.
One way to visualizehow the systemworks is to realize that the
Flight Directoralwayshastwo referencesor targetvaluesthat it is try-
ing to maintain.One is for lateral left/right guidanceand the other is
for pitch. For example,the lateralreferencemight be a headingit's try- Figure10-4MAXSPDmeansyou've
ing to maintain,and the pitch referencemight be a specific descent exceeded maximumair-
the autopilot's
rate in feet per minute. The Flight Director measuresthe actual per- speed limitation. @GarminLtd.or itsaffiti-
formance of the aircraft and comparesit with the references.The ates
r52
Figure10-5On the Cessna182yoke,
the CWSbuttonis at the top,redAP
DISCis in thecenteranddualtrim
switchesare at the bottom.o tt.rax
frescott
Figure10-6ThisGA buttonis conve-
nientlylocatedbeneathyourthumb
whenyou advancethe throttlefor a go-
around. @Max n€,scott
Max Tfescott'sG1000GlassCockpitHandbook
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.
E x t e r n aAI u t o p i l o tS w i t c h e s
In addition to the keys on the MFD, some external buttons and
switchesare usedfor the autopilot.For example,in GFC 70O-equipped
aircraft,you'll find an AP DISC or Autopilot Disconnectbutton on the
yokeor controlstick (figure10-5).This disengages the autopilot,Flight
Director,yaw damper,and pitch trim operation. also usedto mute
It's
the aural tone associatedwith the autopilotdisconnecting.
A CWS or Control Wheel Steeringbutton is found in all aircraft
equipped with the Garmin integratedautopilot. When pressedand
held, it temporarily disengagesthe autopilot and synchronizesthe
Flight Director commandbars with the plane'scurrent attitude.Upon
release,in some modes,new referencepoints are transferredto the
Flight Director,which will maintain the new altitude or attitude. For
other modes,such as the HeadingSelectand Navigationmodes,the
Flight Directorwill revertto the referencein use prior to pushingand
holdingthe CWSbutton.Sofor exampleo if you are in Navigationmode
and push and hold the CWS button to steer around a cloud, upon
releaseof the buttonthe autopilotwill re-interceptand fly the original
course.
The GA or Go Around button disengages the autopilotand setsthe
Flight Director commandbars for a climb pitch attitude with wings
level (figure 10-6). It's useful for takeoffs,go arounds,and flying a
missed approach.Its use is discussedlater in the section on Other
Pitch Modes.
Finally, MET or Manual Electric Trim switchesare usually mount-
ed on the yoke. Theseswitchesallow you to adjust the electric pitch
trim. In someaircraft,the switchescan also adiustailerontrim.
E n g a g i n gt h e F t i g h tD i r e c t o r
Pressingthe FD key, or any of the mode keys, engagesthe Flight
Director.If the FD key is pressed,the Flight Director notesthe air-
craft'sattitude at the momentthe key is pushedand comesup in the
Roll Hold and Pitch Hold modes.ROL and PIT are annunciatedin the
AFCS StatusBar and the commandbars provideguidanceto maintain
the aircraft'scurrent attitude.If, insteadof pushingthe FD ke5 a roll
mode key is pushed,the systemcomesup in that roll mode and the
Pitch Hold mode.If a pitch mode key is pushed,the Flight Director
engagesthat pitch modeand the Roll Hold mode.Note that the term
"Hold" in thesemodescan be misleading,as the Flight Directoris just
the brain, and cannothold an attitudeby itself-that's the work of the
pilot or autopilot.
 Chapter10:AutopilotOperation 153

When ROL modeis engaged,the Flight Directormaintainsthe cur-

rent bank angle,but only if it's greaterthan 6o and less than 22o. For
bank anglesless than 6o, the systemassumesthat the bank was unin-
tentional and so it rolls the commandbars level. For bank angles
greaterthan22o,it maintainsa bank of 22". Pitch can alsobe changed
by pressingthe UP and DN keys.Eachpresschangesthe pitch attitude
by 0.5 degrees.
The referencefor the Roll Hold and Pitch Hold modecan be modi-
fied by pressingthe CWSbutton,rolling to new pitch and bank angles,
and releasingthe CWS button.The Roll Hold and Pitch Hold modes
are handyfor shortperiodsof time whenyou wantto maintainyour cur-
rent attitude.Generallythey'renot usefulfor morethan a few minutes,
sincethey don't know how to get you anywhere.

O t h e rR o l lM o d e s
H e a d i n gS e l e c tM o d e
The HeadingSelectmodeis one of the mostcommonmodeson any
autopilot.It allowsyou to commandthe aircraft'sheadingby using the
GI000's HDG knob to turn the HSI's headingreferencebug to the
desiredheading.The Flight Directorand autopilot,if it's engaged,will
then turn to the selectedheading.You'll find this mode useful while
being vectoredby ATC or for flying an interceptangleto join a course
to be flown with the autopilot'sNavigationmode.
Before engagingthe Heading Select mode, you may want to first
push the HDG knob on the PFD or MFD so that the headingreference
bug is synchronizedwith your current heading.That way,the aircraft
won't begin an immediateturn whenyou engagethe mode.Next,press
the HDG key to engagethe HeadingSelectmodeand a HDG annunci-
ator will appearin greenin the activeroll modefield. Finally,tum the
HDG knob to whateverheadingyou desire.Headingsare commanded
in the direction you've selected, even if the turn exceeds l80o.
However,if the turn is morethan 340o,the Flight Directorwill reverse
to turn in the oppositedirection.
Notethat the CWSbuttonwill not changethe headingselectedwith
the HDG knob. If you push the CWS button and hand-flythe aircraft,
upon releasingthe CWSbutton,the aircraftwill turn back to the head-
ing set by the HDG knob.
N a v i g a t i o nM o d e
The Navigation mode is one of the most useful modes' When
engaged,the Flight Directorwill track any VOR, localizeror GPSsig-
nal selectedon the HSI. This mode is used primarily while en route,
whereasApproachmode,describedbelow,is generallyused to track
navigationsignalswhen flying an instrumentapproach.Nonetheless,
Navigationmode can be used for non-precisionGPS approachesand
localizerapproachesthat don't requireglide slopeor glide path tracking.
154
Figure10-7 Navigationmodeis active
and trackinga VORsignal.o carmin
ta.
or iE aff,llates
Figure10-8Navigation modeis track-
ing a localizerandthe glideslopeis
armedpriorto GS intercept,o carmin
Ltd. or tE affiliates
Figure10-9The FlightDirectorhas
andcapturedthe glide
intercepted
SlOpe. O Ga/?r|,in
Ltd.or tE affiliates
Machescott'sG1000GlassCockpitHandbook
To engagethe Navigationmode,pressthe NAV-
key.A GPS,VOR,or LOC(localizer) annunciator is
displayedin the AFCSStatusbar if a valid signalis
selectedon the HSI (figure l0-7). If there is more than one dot of
deflectionof the HSI's D-bar when the modeis engaged,the annunci-
atorswill be white indicatingthat the Navigationmodeis armed.In this
case,you mustuseHDG modeto steerthe aircraftcloserto the desired
courseuntil Navigationmodebecomesactive.When the coursepoint-
er's D-bar is within one dot of deflection,Navigationmode becomes
active,and the GPS,VOR, or LOC annunciatorappearsin green.Note
that there'sno NAV annunciationon the GFC 700; insteadannuncia-
tors are shownfor the selectednavigationsource.
Whenevera VOR coursepointeris selectedon the HSI, you should
selecta desiredcourseusingthe CRSknob.If you wantto fly from your
presentpositiondirectly to the VOR, pressthe CRSknob to centerthe
CDI needle.For GFC 700 installationswithouta BC key,you'll needto
use Navigationmodeto track the backcourseof a localizer.This is the
oppositedirectionfrom the front coursefor which the localizerwaspri-
marily designed.When tracking a backcourse,use the CRS knob to
selectthe headingof the localizer'sfront coursein orderto displaythe
properorientationon the HSI. Notethat BC (backcourse mode)is auto-
matically displayedwheneveryou're on a ground track that is more
than l05o from the localizer'sfront course. V
ApproachMode
Approachmodeis usedto fly VOR, localizer,ILS, and GPSinstru-
ment approaches.It is more sensitivethan Navigationmode when
trackingVOR signalsand it can alsocaptureand track the glide slope
associatedwith an ILS approach.For WAAS-capableG1000 GPS
receivers, it can also track the vertical glide path of an LPV,
LNAV/VNAV, or LNAV+V approach.
To engagethe Approach mode,pressthe APR key. A GPSa,VAPR
or LOC annunciatorwill appearin greenin the AFCS Statusbar when
the modebecomesactive,dependinguponwhetheryou'reflying a GPS,
VOR, or ILS approach.If a valid ILS frequencyis
tuned on the NAV receiverselectedon the HSI, a GS,
glide slope, annunciatorwill appear in the AFCS
Statusbar (figure t0-8). It will initially be white, but
later in the approach,when the Flight Director has interceptedand
capturedthe glide slope,the GS annunciatorwill turn green(figurel0-
9). If a LPV, LNAV/VNAV,or LNAV+V approachis loadedin the active
flight plan, a GP,glide path, annunciatorwill appear
in the AFCS Statusbar. It will initially be white, but
when the Flight Director capturesthe glide path, the
GP annunciatorwill turn green.
Note that while descendingon a glide slopeor glide path, you can
use the CWS button to hand-fly the airplane to a new position.
 Chapterl0:

However,onceyou releasethe CWSbutton,the Flight Directorwill fly

the aircraft back to the glide slope or glide path.

O t h e rP i t c hM o d e s
HoldMode
Attitude
The Altitude Hold modeis usedextensivelyduring cruiseto main-
tain level flight. In its simplestuse, pressingthe ALT key causesthe
Flight Director to capture the aircraft's cutrent altitude as a reference
altitude, which is then displayedin the AFCS StatusBox to the near-
est ten feet.The ALT annunciatorappearsin greenin the AFCSStatus
Box and, if the autopilot is engaged,the aircraft will maintain the ref-
erencealtitude.
Note that the reference altitude is independent of the Selected
Altitude, set by the G1000'sALT knobs and dis-
playedabovethe altimeter(figure10-10).Thusturn-
ing the AI-II knobs and changing the Selected
Altitude will not change your altitude when the
Altitude Hold modeis active.However,the GI000's
Figure10-10Aircraftis levelat the
AI-II knobs are used for the SelectedAltitude Capturemodedescribed 4980feet referencealtitudeandthe
below. SelectedAltitudeis 3000feet.o Garmin
For small altitude changeswhile in Altitude Hold mode,pressthe Ltd, or its affrllates
CWSbutton, manuallyfly the aircraft to a new altitude and then release
the CWSbutton.The Flight Directorwill maintainthe newaltitude.For
Iarge altitude changes,use any of the pitch modeswith the Selected
Altitude Capturemode.
SelectedAltitude CaPtureMode
Ratherthan push the ALT key to level off at a desiredaltitude,it's
more convenientto preselectan altitude and let the autopilot level off
for you when the aircraft reachesthat altitude. To preselectan altitude,
whetheryou're on the groundor in flight, use the G1000'sALI knobs
to setthe SelectedAltitude displayedabovethe altimeter.The Selected
Altitude Capture Hold mode is then armed automaticallywhen the
Flight Direcior is turned on, or if any of the following pitch modesare
Pitch Hold, VerticalSpeed,Flight Level Change,or Go Around.
""ti-u"r
The current pitch mode remains active and displayed in green, and a
white AUIS annunciator(AIJI on early Columbiaand Beechcraftmod-
els) appearsin the AFCS StatusBox. Dependingupon thepitch mode
irr rr", yo,.,may have to use the uP or DN key to initiate the climb or
descent.
The AUIS annunciatoris used to distinguishthis mode from the
VerticalNavigationmode,which usesan AUIV annunciatorto 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
selectedby the G1000'sALT knobs.
r56 G1000GlassCockpitHmdbook
Mar TTescott's

As the aircraft approachesthe preselectedaltitudeothe white ALjIS

annunciatorextinguishesand is replacedwith a blinking greenAIjIS
annunciatorand a white ALT annunciator.At 50 feet from the selected
altitude, as the Flight Director is leveling ofl both annunciatorsare
extinguishedand a greenALT annunciatorwill flash for up to ten sec-
ondsand then remaingreen,indicatingthat the Altitude Hold modeis
now active.
When using the GFC 700 while level in Altitude Hold mode,you
must first preselect an altitude before selecting a pitch mode.
Otherwisethe aircraft will remain in Altitude Hold mode.This is an
important difference from other autopilots, including the KAP 140,
which allow a pilot to initiate a climb or descentby first pressinga
pitch modekey and later preselectingan altitude at which to level off.

VertlcalSpeed Mode
The Vertical Speedmode is useful for maintaining a climb or a
descentat a constantrate. My personalpreferenceis to usethis mode
for descentsand to use the FLC mode, describedbelow,for climbs.
To use it, preselectyour desired cruise altitude with the ALT knobs
and then push the VS key to engageVertical Speed mode. A VS
annunciatorwill appearin green in the active pitch modefield and
the Flight Director will capture and maintain the
aircraft's vertical speed.Then look at the Vertical
SpeedReferenceBox at the top of the vertical speed
Figure10-11Alwaysverifythevertical indicator to verify the vertical speedcaptured (fig-
speedcaptured,
in thiscaseminus700 ure 10-11).You need to verify it becausethe Flight Director could
feet per minUte. @ GatmtnLtd.or tE affrti- capture an unrealistically high climb rate, which might cause the
ates autopilotto pull the aircraft up into a stall. Note that during a climb,
an aircraft's performancedecreaseswith altitude and the vertical
speedmodecould put the aircraft into a stall later in the climb. This
cannot happen with the FLC mode, which is why it's preferredfor
climbs.
Youcan changethe rate at any time by pressingthe UP or DN keys,
which will changethe verticalspeedin 100feet per minuteincrements.
You can also adjust the vertical speedby pressingthe CWS button,
manually flying the aircraft to a new vertical speed,and releasingthe
CWS button. Note that each installationhas maximumvertical speed
limits. For example, the maximum vertical speed limits for the
BeechcraftG36 are +1500 and -3000 feet per minute.
Flight LevelChangeMode
The Flight Level Changemodeis usefulfor changingaltitudewhile
maintainingthe sameairspeed.It's particularlyuseful in a climb, as it
allowsyou to maintaina targetclimb airspeed,suchas Vy,the bestrate
of climb, evenas aircraft performancedecreases.As with any altitude
change,you should first preselect your new cruise altitude with the
ALll knobs.Then pressthe FLC key. The systemwill acquirethe air-
 Chapterl0: AutopilotOperation r57

craft's presentspeedas a referenceand a FLC annunciatorappearsin

greenin the activepitch modefield.
TIP
Always check the vertical speed refer-
To initiate the altitude change,however,you will also need to ence soon after you engagethe autopilot.
changethe enginepoweror the FLC referencespeed.For a climb, add If it captures an unrealistically high
power and the Flight Director will select a pitch that allows you to climb rate, the autopilot can pull the
climb while maintainingthe referencespeed.Or, decreasethe airspeed airplane into a stall.
referencein l-knot incrementsby pressingthe UP key,and the aircraft
will climb at its currentpowersetting.For a descent,reducepower,or
increasethe FLC airspeedreferenceby pushingthe DN key. Another
way to adjust the FLC referenceairspeedis to pressthe CWS button,
manuallyfly the aircraft to a new airspeedand releasethe CWSbutton.
The Flight Directorwill maintainthe new referencespeed.
GoAround
Mode
The GA or Go Around mode is useful for takeoffs,go arounds,and
flying a missedapproach.Whenthe GA buttonis pushed,it disengages
the autopilot and sets the Flight Director commandbars for a climb
pitch attitude.In Cessnaand Beechcraftpistonaircraft,it displaysa 7o
pitch up attitude.It alsore-enablesautomaticsequencingof waypoints
and selectsGPSas the navigationsource,thus eliminatingthe needto
push the SUSP and CDI softkeys on a missed approach.When
engaged,a greenGA annunciatorappearsin the active fields of both
the roll and pitch fields of the AFCSStatusBar, and the Altitude Hold
modeis automaticallyarmed.Any attemptto modify the aircraft'satti-
tude while in this mode(e.g.with the UP or DN keys or the CWS but-
ton) resultsin reversionto the Pitch Hold and ROL modes.
Vertical NavigationMode
SomeGFC 700 autopilotsinclude a VNV key,which enablesit to
follow a vertical descentprofile specifiedin the G1000'sactive flight
plan or to descendto a verticalaltitudespecifiedusingthe Direct-to
key. It can be usedfor en routedescentso and is a convenientway to
meet ATC instructions to cross one or more fixes at specific alti-
tudes. It cannotohowever,be used for climbs or for flying the inter-
mediateand final approachsegmentsof an instrumentapproachpro-
cedure.It worksonly when GPSis selectedas the navigationsource
on the HSI.
When engaged,the VerticalNavigationmodeprovidesguidanceto
descendto the higher of: I) the SelectedAltitude set by the G1000's
AI-II knobs(providedit's at least75 feet belowthe cunent altitude)and
indicatedwith an AUIS annunciatoror, 2) the altitudespecifiedfor the
activewaypointin the verticalflight plan and indicatedwith an ALIIV
annunciator.Thus if you intend to follow the vertical flight plan, you
must rememberto use the ALT knobsto selectan altitude equal to or
lower than the altitude in the verticalflight plan. Forgettingto set the
AUI knobs can result in an automationsurprise,when the autopilot
levels off, or remains,at the SelectedAltitude ratherthan the altitude
specifiedin the flight plan.
158
Figure10-12lf youdon'tspecifya VS
TGTor FPAin the CurrentVNVProfile
window,a minus2.5'descentangleis
uSed. O Gamin Ltd.or its effiliates
Figure10-13VerticalPathTracking
(VPTH)is armedandALTVindicates
thisaircraftwilldescendto the altitude
specifiedin the flightplan.o GaminLtd.
or |ts afftliatos
Figure10-14Theverticaldeviation
indicator on the leftshowsthe aircraft
above descentprofile.TheVS
the
requiredindicator showsa -500fpm
descentis requiredto descendon the
profileto the 1500footaltitudespeci-
fied in the flightplan.@Garmin
Ltd.ot its
affrliates
Mar Tlescott'sG1000GlassCockpitHaQ!99k
To set up a verticalflight plan, use the FPL key on the MFD. Enter
appropriatealtitudesfor each waypointusing the FMS knobs, or use
altitudesfilled in automaticallyfrom the G1000'sdatabase.Also, enter
a target descentrate in feet per minute next to VS TGT or specify a
descentanglein degreesnext to FPA (figuref0-12).
Then pressthe VNV key to arm the Venical PathTrackingmode.A
white VPTH annunciatonappearsin the AFCS StatusBar,and a white
GP annunciatoralsoappearsif the Approachmodeis active.Notethat
a TOD label, for Top of Descent,appearson the Inset Map and
NavigationMap pageat the point where the vertical
descentwill begin.Thereare a varietyof reasonswhy
the Vertical Path Tracking mode might not become
point, and theseare discussedat the end of this section.
activeat this
When the aircraft is one minute away from TOD, "TOD within I
minute" is annunciatedin the NavigationStatusbar (figurel0-I3), and
severalnew magenta-colored indicatorsappearon the PFD. The most
importantof these a is vertical deviationindicator,which appearsto the
left of the altimeterand is similar to the glide slope indicator except
that it usesa magentaV on its side, rather than a greendiamond,to
indicatethe targetglide path. Like a glide slopeindicator,the V moves
down from the top of the indicatorand when it's centerednext to the
altimeter,the aircraft is on the vertical descentpath and can begin to
descend.Full scaledeflectionof the verticaldeviationindicatoris plus
and minus 1,000feet.A vertical speedrequiredindicatoralsoappears
and is indicatedby a magentaV on its side in the vertical speedindi-
cator.A VNAV TargetAltitude, copied from the vertical flight plan,
appearsaboveand to the right of the SelectedAltitude (figure 10-14).
About a minute later, as the aircraft reachesTOD and the Vertical
Navigationmodebecomesactive,the white VtrIH annunciatoris extin-
guishedand a greenVPTH annunciatorflashesfor up to ten seconds
and then remainsgreen.At the sametime, either a white ALTV or a
white ALIIS annunciatorappears,dependinguponwhetherthe vertical
flight plan altitudeor the selectedaltitudeis higher.When the aircraft
is one minute awayfrom BOD, or Bottomof Descent,"BOD within I
minute" is annunciatedin the NavigationStatusbar.
As the aircraft approachesthe VNAV Target Altitude, the white
ALTV annunciatorextinguishesand is replacedwith a blinking green
AUIV annunciatorand a white AI-II annunciator.At 50 feet from the
targetaltitude,as the Flight Directoris levelingoff, both annunciators
are extinguishedand a greenALT annunciatorflashesfor up to ten sec-
onds and then remainsgreen,indicatingthat the Altitude Hold mode
is now active.The aircraft then flies level alongthe next leg. If addi-
tional descentsare specifiedin the vertical flight plan, the Vertical
Navigation mode is rearmed and the white ALTV annunciator reap-
pears.
The Vertical Navigationmode,initiated with the VNV key, cannot
be used to fly the intermediate or final approachsegmentsof a LPV,
 Chapterl0: AutopilotOperation 159

LNAV/VNAV,or LNAV+V approach,unlessthe Approachmodeis also

selected.If both the VNV key and the APR key are pressed,and the
VPTH and GP annunciatorsare both displayed,the autopilotinitially
descendsusing the vertical flight plan, and then uses the WAAS
receiver'sglide path to descendto the missed approachpoint. The
VNV function can also be used when issued an ATC instruction to
crossat a specificaltitude over a waypointnot in your flight plan. To
do this, use the Along Track Offsetsfunction describedin Chapter14
to createa new waypointand enter the crossingaltitude.Then use the
ALII knobsto selectan altitude and pressthe VNV key.
ModeLimitations
Verticall{avigation
As mentionedearlier,there is a varietyof reasonsthat the Vertical
Path Tracking mode might not becomeactive. If the VNV key is
pressedless than five minutesbeforeTOD, the modewill activateas
we've describedin this section.However,if the VNV key is pushed
morethan five minutesbeforeTOD, an additionalacknowledgement is
neededfrom the pilot oncethe aircraft is within five minutesof TOD.
This can eitherbe an additionalpressof the VNV key or any changein
the SelectedAltitude using the AI-|I knobs.
If the VNV key is pressedmorethan five minutesbeforeTOD and
no subsequentacknowledgement is made,at one minute prior to TOD,
the white VtrIH annunciatorwill flash every second for the next
minute, signalingthat an acknowledgement is required.If neither the
VNV key is pressednor the SelectedAltitude is changedprior to TOD,
the aircraftwill not descend.If the VNV key is pushedafterTOD, the
aircraftwill still not descend,sinceit is now abovethe verticaldescent
profile.
If you're beyondTOD and abovethe vertical descentprofile, you
may still be able to force captureof the descentprofile, thoughit's not
recommendedif it would result in an excessivedescentrate. If the
white VPTH annunciatoris on, pressa pitch modekey,suchas VS, and
then pressthe DN key to selecta descentrate equal to or greaterthan
the rate indicatedby the verticalspeedrequiredindicator,which is the
magentaV to the right of the altimeter.As the magenta"V" in the ver-
tical deviation indicator (to the left of the altimeter) centers, the
VerticalNavigationmodebecomesactive,and the greenVPTH annun-
ciator appears.
The VerticalPathTrackingmodewill not becomeactiveif any of the
followingoccur:
o The CDI softkey is presseddeselectingGPS as the navigation
source.
o The CNCL VNV softkeyon the MFD'sActive Flight PIan pageis
pressed.
o All vertical waypointsare deletedfrom the flight plan.
o The displaysenter the ReversionaryMode.
When the Vertical Path Tracking mode is active, it may revert to
Pitch Hold mode under certain conditions.If it does, Vertical Path
160 MacTlescott'sG1000GlassCockpitHotdbook

Trackingmodeis armedfor a possiblere-captureof the descentprofile.

Reversionto Pitch Hold modeoccursin the followingcircumstancesif
the vertical deviationfrom the descentprofile:
. Exceeds200 feet due to an overspeedcondition.
o Exceedsmorethan 200 feet due to a flight plan change.
e Becomesinvalid due to cross-trackerror from the intended
course.
o Cannotbe computedfor leg types such as a hold or procedure
turn.
Note that the altitudesin the verticalflight plan can be changedat
any time beforethe VerticalPathTrackingmodebecomesactive.AIso,
once VerticalPath Trackingmodeis activeothe altitude for the flight
plan'sactivewaypointcan be increasedto an altitudethat'sstill below
the aircraft'scurrent altitude. However,selectinga new lower altitude
for the activewaypointresultsin reversionto the Pitch Hold modeand
SelectedAltitude Capturemode.
AIso, if the VS or FLC key is pressedwhile the Vertical Path
Tracking mode is active, the Vertical Path Tracking mode and the
appropriate altitude capture mode revert to armed. Venical Path
Trackingmodecan becomeactiveagainonce:
o At leastten secondshavepassed(to preventimmediatereactiva-
tion).
o Verticaldeviationfrom the descentprofile exceeded250 feet but
in now less than 200 feet.
Pressingthe VNV key twice re-arns Vertical Path Tracking for
immediateprofile capture.
Backcourse Mode
The Backcoursemodeis usedwheneveryou'reflying a localizerin
the reversedirection.This occurswhen you're flying a LocalizerBC
instrument approach,or when you're flying outbound on the front
courseof a localizerprior to the procedureturn inbound.In eithercase,
usethe CRSknob to set the HSI'scoursepointerto the localizer'sfront
course.
If there'smorethan one dot of deflectionof the CDI's D-bar,press-
ing the BC key armsthe Backcoursemodeand a white BC annunciator
appears.When deflectionis less than one dot, the Backcoursemode
becomesactive and a greenBC annunciatorappears.If you push the
CWSbutton and hand-flythe aircraft,upon releasingthe CWS button,
the aircraftwill re-interceptand track the backcourse.
U s i n gt h e G F C7 0 0
Prior to takeoff, you'll want to preset the Flight Director as part of
your pre-takeoffchecklist. Stan by turning on the Flight Director by
pressingany roll or pitch modekey or by pressingthe FD key. If you
pressthe FD key,the systemcomesup in the Pitch Hold and Roll Hold
modes.Next set the headingbug for your initial headingand pressthe
 Chapterl0: AutopilotOperation 161

HDG key.Finallp setyour initial altitudewith the G1000'sALI knobs,

and then presseither the VS or FLC key and use the UP and DN keys
to set your desiredclimb rate.Alternatively,if you'dpreferhavinga 7o
pitch up guidancefrom the commandbars during the initial climb,
push the GA buttonto selectGo Around mode.
After takeoff and above the minimum altitude for autopilot use,
pressthe AP key and the autopilotwill followthe guidanceprovidedby
the Flight Director.You'll find the minimum altitude for autopilotuse
in the aircraft'sAFM Supplement.After leveling off, to initiate a sub-
sequentaltitude change,alwaysstart by using the AUI knobsto pres-
elect an altitude.Then pressa pitch key, such as the FLC or VS key.
Finally, use the UP or DN key to set an appropriateclimb or descent
rate.

C o m m o nE r r o r s
One commonerrorin instrumentflight is that pilots forgetthat their
autopilotmayrevertfrom HDG, NAV,or APR modeto ROL modewhen
the HSI's navigationsourceis switchedfrom GPSto one of the NAV
receivers.If the reversiongoesunnoticedoit resultsin the aircraft fly-
ing throughthe localizer.It's importantthat you knowunderwhich con-
ditions this occursin your aircraft.To the bestof my knowledge,rever-
sion to ROL mode always occurs when the navigation source is
switchedmanuallyby pushingthe CDI softkey.It alsooccurswhenthe
CDI switchesautomaticallywith the GI000's ILS CDI Capturefeature
in the AUTO mode in KAP l40-equipped aircraft and in older GFC
70O-equipped aircraft.Reversionto ROL modedoesnot occur in2007
and later GFC 700-equippedCessnaI72,182, and 206 aircraft when
the CDI switchesautomatically,but it doesoccurwhenthe CDI softkey
is pushed.Sodependingupon your aircraft,you may want to wait until
afteryou'veselectedthe CDI to the propersource(e.g.to the appropri-
ate NAV receiverwhen flying an ILS) beforeengagingthe autopilotin
approachmode.Or, alwaysrememberto re-engagethe autopilot any
time you push the CDI softkey.
Another commonerror is the failure to properly preflight autopilots.
Typically,this involvesengagingthe autopiloton the groundand then
confirmingthat you can overpowerthe autopilotwith the yoke. Then,
pressthe autopilotdisconnectswitch and turn the yoke to verify that
the control forcesare less and that the autopilotdisengaged.Finally,
the MechanicalElectric Trim (MET) switchesare tested.This involves
confirmingthat the trim wheeldoesnot moveunlessboth switchesare
movedtogetherin the samedirection,that releasingone of the switch-
es stopstrim wheelmovement,and that movinga singleswitchwill not
move the trim wheel.You'll also check to seethat the AP disconnect
buttonintemrptstrim wheelmotion.On the KAP 140,you needto hold
the right MET switch in the up positionfor 5 secondsand verify that
the PT (pitch trim) annunciatoron the autopilotturns on. As always,
t62 MaxTlescott'sG1000GlassCockpitHandbook
A u t ho r No t e
The discussionon testingMET switches
applies specifically to Cessnas,which
have dual trim switches.Somemanufac-
turers have only a single trim switch. In
all casesyou shouldtest the trim switch-
es. Also notethat pushingthe pitch trim
switchshoulddisconnectthe autopilot.
read the Airplane Flight ManualSupplementfor your autopilotfor the
exactpreflightprocedure.
Another commonerror is that pilots may try to move the yoke after
the autopilotis engagedin flight. Typically,pushingor pulling on the
yoke will causethe trim wheelto movein the oppositedirection,creat-
ing heavycontrolforcesif the autopilotdisconnects.In the extreme,if
you continueto push or pull the yoke,the trim wheelwill moveuntil it
reachesone of the limits, potentiallycreatingextremelyheavycontrol
forcesand possiblelossof control.
It's alsonot unusualfor pilots to forgetto applyproperrudderforces,
panicularly while climbing with the autopilotengaged.While you can
fold your armsand just monitorthe statusof everythingas the autopi-
Iot flies the plane,you still needto apply right rudder in a climb or, if
the plane is so equipped,adjustthe ruddertrim. Pilots may alsoforget
to adjust power when they initiate a climb or descentor when the
autopilotlevelsoff at the preselectedaltitude.
A u t o p i l o tF a i l u r e s
Autopilots,like any other system,can fail. The consequences of a
failure can be severe,so you shouldalwaysmonitor autopilotoperation.
For example,while on an instrumentapproach,somepilots keep their
handpoisednextto the yoke.Thatway,they can instantlygrabthe yoke
and take control shouldthe autopilotmisbehave.When doing this, be
careful not to apply any pressureto the yoke, so that the autopilot does-
n't movethe trim wheelagainstyou as describedin the previoussection.
The autopilot usesrate of turn information to make all turns at the
standardrate of 3o per second.So,for example,if you find the autopi-
lot is bankingexcessively, say in excessof 30o,you might suspectthat
the autopilotis malfunctioningand you shoulddisconnectit.
Failuresin otherGf 000 systemcomponents can alsoleadto the loss
of someautopilotmodesor, in somecases,renderthe autopilottotally
unusable.For example,in someaircraft, loss of any of the following
componentsleads to a completeloss of the GFC 700: PFD, ADC,
AHRS, or GIAI. If GIA2 fails, the Flight Director will still function,
thoughyou will need to manuallyfly the airplaneto follow the com-
mands.If eitherGPSI or GPS2,Iocatedwithin GIAI and GIA2 respec-
tivelS wereto fail, therewouldbe no lossof functionality,as eitherGPS
can take overfor the otherone.
If the MFD were to fail, you will lose GIA2, which is directly con-
nectedto mostautopilots.For GFC 7OO-equipped aircraft,the autopi-
Iot will remain on in the active modesand will capture any armed
modes.However,if your GFC 700 only haskeyson the MFD bezel,you
will be unableto changemodesand oncethe autopilotis disconnected
it cannotbe re-engaged. The Flight Directorwill remain on, however,
you will be unableto changemodesor turn it off.
You can learn more about how componentfailures affect the autopi-
lot in ChapLer12. You'll find a list of typical Warningsand Cautionsfor
 Chapterl0: AutopilotOperation 163

the GarminAFCS Autopilot in AppendixH.

GFC7OOLIMITATIONS
Many pilots are unfamiliar with their autopilot limitations. Here's a
list of some of the limitations for one GFC 700-equippedaircraft.
Consult your Airplane Flight Manual Supplementfor the limitations of
your aircraft:
o Preflight test of autopilot, Flight Director, MET switches
o Pilot with seatbelt fastenedoccupyingthe left pilot seat
o AP off during landings and takeoffs
o Max engagement165 KIAS
o Minimum engagement 70 KIAS
e Electric Trim Max OperatingSpeed175 KIAS
o Max fuel imbalancewith autopilotengaged:90 pounds
o AP disengagedbelow200 feet for instrumentapproaches
o AP disengaged below800 feet AGL for all otheroperations
. ILS Approacheslimited to CategoryI
o Use of AP prohibitedwhen audiopanel is inoperative.
o Use of AP prohibited on missedapproachuntil a rate of climb
establishedto ensurealtitude requirementswill be met.
Maximumpitch and roll limits arealsospecified.For the Beechcraft
G36, for exampleo the Flight Directorcannotpitch morethan 20o up or
I5o down.Maximumbank anglesare22" and the maximumroll rate is
5 degreesper second.
Finally, it should be noted that only Gf000 installationswith a
WAAS-capableGPSreceiver can fly procedureturns and holding pat-
ternsautomatically.In non-WAAScapableaircraft,you'll needto man-
ually steerthe autopilotthroughtheseproceduresusing the Heading
Selectmode.

x A P1 4 0 A u t o p i l o t
K i n g / B e n d iK
To date,moreGlOOO-equipped aircrafthavebeenshippedwith the
KAP I40 than any other autopilot,so we'll briefly discussdifferences
with the use of this autopilot.Note that use of this autopilot varies
among aircraft, so you should refer to your Airplane Flight Manual
Supplementand use it in preferenceto this book wherevera con{lict
exists.
One of the key differencesis that the KAP 140 has less integration
with the GI000. For example,there is no AFCS Statusbar on the PFD
and you mustlook at the autopilotto seein which modesit's operating.
As you'd expect,most of the autopilotkeys and the altitude preselect
knobs are on the autopilot rather than on the MFD bezeI. KAP I40
installationsship with an electric turn coordinator,not visible in the
cockpit, which providesstandardrate turn informationand which must
be workingfor autopilotoperation.Finally, KAP l40-equippedG1000
aircraft do not ship with a Flight Director.
164
Figure10-15The KAP140initially
engagesin the ROLandVS modes.
Here,the altitudepreselect hasbeen
set to levefotl al 2,200feet.o rr,rax
7€scotf
Figure10-16The HDGandVS modes
areactiveandthe altitudeholdmodeis
armed. @Max Trescoft
Macllescott'sG1000GlassCockpitHandbook
Soon after engine start, set the
local barometric pressure on the
KAP f40. Then, as part of the pre-
takeoff checklist, you should prese-
lect your cruise altitude using the
knobson the KAP 140.After takeoff,
engagethe KAP 140 autopilot by
pushingthe AP key for at least0.25 seconds.The systemwill initially
engagein the ROL and VS modes(figure 10-15).At this point, you'll
probablywant to synchronizethe headingbug by pressingthe HDG
knob on the MFD and then selectthe HDG modeby pushingthe HDG
key on the KAP 140.
When the GFC 700 is in VS mode,it's easyto determinewhat ver-
tical speedit has capturedby looking at the top of the vertical speed
indicator on the PFD. To seethe KAP I40's vertical speedreferenceo
you'll needto push eitherthe UP or the DN key on the KAP 140 once.
Pushingthe UP or DN key additionaltimes will changethe vertical
speedreferencein I00 feet per minute increments.When youorein
ALI mode,eachpush of the UP or DN key changesyour altitudeby 20
feet, thoughthe original altitude continuesto be displayedin the alti-
tude preselectwindow.
Finally,you needto arm the KAP 140 so that it will level off at the
preselectedaltitude. To do this, pressthe ARM key on the KAP 140
and verify that ALT modeis armedby lookingfor the label ALT in the
lower half of the KAP 140 display (figure 10-16).
Note that you'll get an aural altitude alert when
you're 1000 feet from your preselectedaltitude.This
is a good time to verify that you've preselectedthe
correct altitude and that you've pressedthe ARM
key. For subsequentlevel-offs, you won't need to
pressthe ARM key againas the KAP 140 automaticallyarmsthe ALT
modewhenyou usethe altitudepreselectknobsto entera newaltitude.
Like the GFC 700, the KAP I40 hasboth an altitudehold modeand
a vertical speedmode.However,the KAP 140 usesjust a singlek"y-
the ALT key-to operateboth of thesemodes.Pressingthe ALT key
togglesthe KAP 140 betweenthe two modes.
The KAP 140 alsohasboth headingand navigationmodes.Like the
GFC 700, the KAP I40 relies on a signalfrom the HDG knob on the
PFD and MFD to provide the desiredheading.To engagethis mode,
press the HDG key on the KAP 140 and steerwith the HDG knob.
Navigationmode,operatedby pressingthe NAV key on the KAP 140,
can track a VOR, localizer,or GPS signal, dependingupon which is
selectedon the CDI.
The KAP 140 has an approachmodeengagedby pressingthe APR
key. For an ILS signal,it will also arm the glide slopemodeand cap-
 Chapter10: ilot Operation

ture and track the signalat glide slopeintercept.Like the GFC 700,the
KAP I40 autopilotwill revert to ROL modeif you push the CDI soft-
key and switch the HSI navigationsignalsourcewhen the autopilotis
engagedin HDG, NAV,or APR modes.To fly a backcourseapproach,
you'll need to push the REV key on the KAP f40 to accountfor the
reversesensing.
Some KAP I4O-equippedaircraft, such as the original Diamond
DA40 and DiamondDL[2, providea separateCWSswitchon the con-
trol stick. This allowsyou to manuallysteerthe aircraft to a new atti-
tude or altitude,dependingupon which autopilotmodeis engaged.
If GIA2 wereto experiencea completefailure, the KAP 140 can no
longertrack a signalusing the NAV or APR modes.If either GPSI or
GPS2fails, the other one becomesthe active GPSand there is no loss
of autopilot functionality.

Limitations
Here are some,but not all, of the limitationsfor KAP 140 autopilot
use in Cessnaaircraft.It's importantthat you refer to your Airplane
Flight ManualSupplementand understandall of the limitationsof
your autopilot.
. Preflighttest procedurescompletedbeforeflight
o Autopilot off during takeoffand landing
r CategoryI ILS approachesonly
o Maximumairspeed:CI72:140kts; Cl82/C206:160kts
o Minimumspeeds:CI72:70 kts; ClB2:80kts; C206:90kts
o Maximumflaps: l0o
o Maximumfuel imbalance:CI72lClB2:90pounds;C206:100lbs
o Must disconnect below 800 feet AGL (200 feet AGL if on
approach)
o Autopilot disconnectedbefore maneuveringmanually with the
yoke
o If red "PITCH TRIM" warningappearson G1000,you must fol-
low the RecoveryProcedureshownin the EmergencyProcedures.
. Operationof the autopilotis prohibitedwhen the audio panel is
inoperative,sincethe warningtonesare routedthroughit.
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 receivea PITCH TRIM Warningannunciatoron the G1000,PT
illuminateson the KAP f40 display,and you'll receivea warningtone.
To restore normal operation, cycle the autopilot circuit breaker.
Notethat if a pitch trim lockoutoccursduring an instrumentapproach,
the safestcourseof actionmay be to discontinuethe approach,climb,
and fly the missedapproach.
166 Mac filwcott'sG1000GlassCockpitHotdbook

Summary
Like 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 becomevery knowledgeableabout your particular
autopilot.
Spendtime learning how to use your autopilot and you will find that
it's a helpful assistantthat reducesyour workload. In contrast,if you
aren't familiar with all of the autopilot'smodesand limitations, you may
find yourselfarm wrestlingwith the systemowhich won't be fun or safe,
particularly, if you're in IMC.
If you're an instrumentpilot, or want to learn about instrumentpro-
cedures,you'll wantto readthe nextchapter.Ifnot, you can skip ahead
to Chapter 12 where we discuss dealing with componentfailures and
emergencies.
 ChapterI l:
l n s t r u m e nFtt y i n gw i t h t h e G 1 0 0 0

I t's axiomaticthat instrumentpilots haveto know the avionicsin their

aircraft in greatdetail in order to successfullymanagethe many chal-
lengesthat maygetthrowntheir waywhile flying underinstrumentflight
rules. This is easierin non-TAA,sincetraditionalVOR receiversoper-
ate similarly and pilots can often figure out how to use a receiverthey
haven'tusedbefore.In GPS-equipped TAA, however,it may be impos-
sible for eventhe mostexperiencedinstrumentpilot to figureout how to
use a particular function. Thus, wheneveryou transitioninto any air-
craft, and particularlyinto TAA suchas thosethat are Gl000-equipped,
it's imperativethat you studyand understandthe systemsand gain expe-
rience in VFR conditionsbeforeyou contemplatea flight in IMC.
To preparefor instrumentflight, you should understandthe basic
flight planningfunctionscoveredin Chapter9, practicethem on a soft-
ware simulatorif possible,and fly multiple trips in VFR conditionsto
get familiar with using the flight planningfunctionsin a realistic envi-
ronment.Next, as you becomefamiliar with the instrumentprocedures
in this chapter,fly IFR with a qualifiedGf000 flight instru"1o1-prefer-
ably one who is factory trained and cenified. Alternatively,you can
practiceinstrumentflight in VFR conditionswith a qualified instructor
or safetypilot.
with which you are
Initially, you'll want to fly instrumentapproaches
familiar.Payparticularattentionto GPSmissedapproaches, which may
require you to performadditionalsteps.Then, increasethe complexity
ChapterlI providesthe fundamentalsof
by addingan arrival procedureprior to the approach.
using the GI000 and Perspectivefor
Next, you'll needto learn to usedepartureprocedures.While depar- instrument flying. Serious instrument
tures may seem simple, many of them require special proceduresin pilots will want to get the new Max
order to get the autopilot and GPSto follow the procedurecorrectly.For Trescott'sGPS and' WMS Instrurnent
example,a procedurerequiring a climb to a particular altitude before Flying Hand.book,which tells you what
initiating a turn will requirethat you performadditionalstepsthat might you need to know to safely operatemod-
em GPS receiver systems so that You
not be obvious.
don't get stuck in the clouds wondering
Finally, you need to be comfortableswitching in midstreamwhen what button to push! To order, call 800-
ATC throwsyou a curveball. Pay particularattentionto learninghow to 247-6553.
168
TIP
When flying IFR in glasscockpit aircrafto
it's easy to forget to inspect your flight
plan, verify that the CDI needleis set to
the proper navigation source, and re-
engagethe autopilotif it revertsto ROL
modedue to a CDI change.ThereforeI've
created the acronym PICA-which is a
typesetters'wordreferring to the height
of a letter-to help you rememberthese
steps.
Whenever you fly an approach, P is to
push the PROC key, I is to inspect and
verify every waypointin the flight plan, C
is to set the CDI softkey and A is to
engageor re-engagethe autopilot. For a
non-instrumentflight plan, use FICA-
like the payroll tax in the United
States-where F is for the FPL key and
the remaining letters are the same.
Mac Tfescott'sG1000GlassCockpitHandbook
modify the flight plan quickly for the inevitable route changesfrom
ATC (seethe Editing and Workingwith an Active Flight PIan section
of Chapter9). Practicesettingup to fly one approachand then, after it
is set up, reprogramthe G1000 to fly a differentapproachat the same
airport. This will help you get comfortablehandling the changesthat
happenin the real world.
In this chapter, we'll describe how to load and fly instrument
approaches,followed by arrival and departureprocedures.Finally,
we'll describeunique proceduresthat you may needwhile flying IFR
in the air traffic controlsystem.
I F RA p p r o a c h e s
Most approachescan be flown two ways:via own navigation,which
usuallyinvolvesa procedureturn, and via radarvectorsfrom ATC. Own
navigationis usedin the real world when aircraftare belowradar cov-
erageand ATC can neitherseenor vectorthe aircraft.In that case,air-
craft can safelyfly the approachon their own, providedthey fly the
instrumentapproachexactlyas published.This is usually more work
than flying an approachvia vectors,and often includes flying away
from the airport before turning around using a procedure turn to fly
inboundto the airport.Own navigationis alsousedheavilyin training,
so that pilots becomefamiliar with its intricacies.
Flying via vectorsis the preferredway to fly an approach,since it's
lesswork for the pilot, thoughit requiresmorework from the controller
who monitorsyour progressvia radar and issuesa seriesof vectorsor
turns that line you up for the approach.For an approachvia vectors,
envisiona straightline, extendinga numberof miles from the airport,
which is often,but not always,alignedwith the runway'sextendedcen-
terline. The controllerturns you onto the line and you then follow it,
usingGPSor otherequipment,to the airport.Whenthe chipsare down,
e.g. youoretired, low on fuel or the weather'srotten, requestvectors,
preferablyto an ILS approach,sinceit will requirethe leastamountof
work on your part and give you the greatestchanceof successfullyfly-
ing an approach.
The GI000's GPSreceivercan be usedto fly an entire approachfor
any instrumentprocedurein its database,provided"GPS" is in the title
of that approach.For approachesthat don't include o'GPSo' in the title,
such as many VOR and all ILS approaches,GPScan be usedfor sup-
plementalnavigationguidance,but the final approachcoursemust be
flown using a NAV or ADF receiveras the primaryreference.
For theselatter approaches, you'll be requiredto pressthe ENT key
a secondtime when loadingthem to acknowledgethe message,"NOT
APPROVED FOR GPS- GPS guidanceis for monitoringonly. Load
approach?"(figure ll-l). The G1000 will then use GPS to provide
guidanceto the approach,but the HSI will need to be switchedto a
NAV receiverfor flying the final courseof the approach.Note that if
 Chapter
11:Instrument
Flyingwith theG1000 169

you have the autopilot engagedbefore switching the HSI, autopilot

operationmay be intemrpted.Thus it's importantthat you understand
how your aircraft and autopilot operatebeforeflying an approach.
To fly a GPSapproach,the following criteria must be met prior to
reachinga point 2 nm outsidethe final approachfix (FAF):
. GI000 databaseis current Figure11-1Anytimeyou'renot
. GPSselectedon HSI using CDI softkey allowedto useGPSto navigatethe
. Approachloadedand activated finalapproachcourse,you'llseethis
. FAF is the activewaypointin the flight plan messagewhenyou loadthe approach.
. GPSis in auto-sequencing mode(e.g.OBS softkeynot pushed) @ Garmin Ltd. or its affiliates

. RAIM availablefor approach

. G1000 switchesto APR modeat 2 nm outsideof the FAF

S e l e c t i n ga n d R e m o v i nagn A p p r o a c h
To load an instrumentapproach,it helps, though isn't absolutely
necessaryto be navigatingvia Direct-tonavigationto an airport,or via
a flight plan that terminatesat an airport with a publishedinstrument
approachprocedureavailablein the G1000'sdatabase.Garmin GNS
430 and GNS530 userswill be familiar with loadingapproaches using
the PROCkey.However,once again,the G1000systemdesignershave
madeit easyto load approachesat leastfive differentways.Generally,
using a softkeyrequiresone less keystrokethan using the PROC key.
However,since the softkeysfor loading an approachdon't appearon
the PFD, you shouldbe familiar with usingthe PROCkey on the PFD,
sinceit lets you load an approachas you continueto watchthe primary
flight instruments.
Wheneveryou selectan approach,you'll be givena choiceto either
LOAD or ACTIVATEthe approach(figurell-2). Loadingan approach
simply appendsthe approachto the end of your activeflight plan, while
you continueto navigatetoward the destinationairport via all of the
waypointsin your flight plan. You'll want to chooseLOAD if you're
selectingan approachwhile you'resomedistanceawayfrom the airport
and you still needto navigatevia intermediatewaypointsbeforereach-
ing the airport.
In contrast,ACTMTE also adds the approachto the end of your
flight plan, but the Gf000 will then startto providecourseguidanceto Figurc11-2lt's importantthatyou
the first waypointin the approach.Thus it skips the intermediateway- understandthe diflerencebetween
loadingandactivating an approach.
pointsin your flight plan. This is fine onceyou'vebeeninstructedto fly
@ Garmin Ltd, or its affillates
directly to the initial approachfix (IAF). However,if you're supposed
to continueflying via the waypointsin your flight plan beforeflying the
approach,you'll want to LOAD the approach.If you follow the way-
pointsin sequenceto the IAE, you donotneedto do anythingfunher. If,
however,you are later vectoredto the final approach,you'll need to
pressthe PROCkey, scroll to "ACTIVATE VECTOR-TO-FINAL"and
pressthe ENT key (figure 11-3).The G1000will draw a magentaline
extending out from the final approachcourse and ATC will turn you
onto that courseline.
170
MacITescott's
Figure11-3Select"ACTIVATE VEC-
TOR-TO-FINAL" whenATCbeginsto
vectoryou for the approach.@Garmin
Ltd. or its aftiliates
Figure 11-4 Pressthe PROC key to
Ltd.or its
select an approach. @Garmin
affiliates
Figure11-5You'llneedto choose
whetherto fly the approachvia vectors
or to startoveran lAF.o carmrnLtd.oriE
aftiliates
G1000GlassCockpitHotdbook
When selectingan approach,you'll be askedto chooseVECTORS,
or one of possiblyseveralIAF's. It's importantto know,beforeyou load
the approach,overwhich IAF you plan to fly (referto your instrument
approachplatesto determinewhich IAF will be mostconvenientto the
directionfrom which you'rearriving)or whetheryou wantthe controller
to vectoryou to the approach.You can switchlater betweenvectorsor
different IAFs if the game plan changes-and you have permission
from ATC-provided you haven'tpassedthe FAE,as any changeafter
that point cancelsapproachmode.
After you load an approach,carefully review all of the waypointsin
your flight plan to assurethat they are correct.Nevertrust your life to
flying IFR via a seriesof waypointsin a GPSuntil you haveverified all
of them. For example,under someconditions,you may find that your
flight plan goesto the destinationairportfirst beforeyou fly the instru-
ment approach.If that'snot your intention-because flying to the air-
port first will take you out of the way-then you need to correct the
plan. Rather than delete the airport waypoint,you're better off using
the Direct-tokey to take you to the first waypointin the approach.That
way,if you haveto removeor changethe approachlater,you'll still have
a destinationairport in the flight plan.
You must havea copyof the instrumentprocedureon boardthe air-
craft in orderto fly an approach.While the GPSdatabasein the Gf000
and mostother GPSreceiverslists all of the waypointsin an approach,
it doesnot include critical piecesof informationsuchas altitudesto fly
and the missedapproachinstructions.[f you do not havea copy of the
approachplate,you shouldrejectan ATC instructionto fly an approach
and ask for alternateinstructions.
U s i n gt h e P R O Ck e y
Let'sassumethat you'recunently navigatingvia Direct-toor a flight
plan to your destinationairport.If you'renot, don't worry however.The
processin selectingan approachis the sameexceptthat there will be
oneextrastepwhereyou'repromptedto enteran identifierfor your des-
tination airport.
Pressthe PROC key on either the PFD or MFD. Scroll using the
large FMS knob to "SELECT APPROACH" and press the ENT key
(figureIl-4). Then useeitherFMSknob to selectan approachfrom the
Iist availableat the destinationairport.Pressthe ENT key and scroll to
select "VECTORS" or an IAF over which you'll start your approach
and pressthe ENT key (figure 11-5).Pressthe ENT key again if you
want to 'oload" the approach,or scroll to "ACTIVATE?"if you'reready
to activateand beginflying the approach.To activatean approachthat
has alreadybeen loaded,pressthe PROC key, scroll to select"ACTI-
VATE APPROACH" and pressthe ENT key.
U s i n gt h e M E N Uk e y
You can also load an approachusing the MENU key any time the
Active Flight Plan window is open on either the PFD or MFD. First
 Flyingwith theG1000
11:Instrument
Chapter L7T

pressthe FPL key to openthe Active Flight Plan win-

dow.Then pressthe MENU key and scroll to highlight
o'LoadApproach."Pressthe ENT key and selectthe Figure11-6FromtheActiveFlight
type of approachand your desiredIAF or Vectors.Finally,scrollto Planpage,you can usesoftkeyson
eitherooLOAD?"oT"ACTIVATE?"andpressthe ENT key. the MFDto loadan approach.@Garmtn
Ltd. or its affrliates
UsingSoftkeyson the MFD
Anytime 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 scrollto the AIRPORT,APPROACH
andTRANSITION fieldsandthe smallFMSknobto
enter an airport identifier and select the type of
Figure11-7To loadan approachfrom
approachand desiredIAF or Vectors.Scroll with the large FMS knob theAirportInformation page,pressthe
to "LOAD?" or "ACTIVATE?" and pressthe ENT key once or twice, PROCkey or the APR softkey.@Garmtn
dependingupon the approachtype. Ltd. or its effrlletes
You can also select an approachfrom the Airport Informationpage,
the first pagein the WPT group.From this page'pressthe 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 the
small FMS knob to enter an airport identifier and select the type of
approachand desiredIAF or Vectors.Then-and here'swherethis dif-
fers from loading an approachfrom the Active Flight Plan page-press
the MENU key and scrollto chooseeither"Load & ActivateApproach" Figure11-8 lf you usetheAPRsoftkey
or "Load Approach"and pressthe ENT key onceor twice, depending to viewan approachfromtheAirport
Information page,you'llneedto use
upon the approachtype (figure I1-8).
the MENUkeyto loador activateit.
Finally, you can also selectan approachfrom the NearestAirports @ Garmln Ltd. or lE affiliates
page,the first pagein the NRSTgroup.From this page,pressthe APR
softkey,and use either FMS knob to
select the desired approach.Then
press the LD APR softkey (figure Figure11-9Youcan loadan approach
from the NearestAirportspagewiththe
l1-9) and scroll with either FMS knob to select the desired IAF or
PROCkey or the APR softkeY.@Garmin
Vectorsfrom the TRANSITIONSfield. Pressthe ENT key and scroll to Ltd, or its affiliates
either "LOAD?" or "ACTIVATE?" and press the ENT key once or
twice, dependingupon the approachtype.

Removingan Approach,Arrivalor Departure

Procedure
Plansoftenchangewhile flying IFR and you may needto removean
instrumentapproachthat you'vealreadyaddedto your flight plan. You
can do this easilyfrom the Active Flight Plan windowfrom either the
PFD or MFD. Pushthe FPL key to bring up the activeflight plan, press
the MENU key, scroll with the FMS knob to "RemoveApproach"and
pressthe ENT key twice (figure Il-10). Arrival and Departureproce-
duresare removedin the sameway.To removethem,push the MENU
o'RemoveDeparture"or "RemoveArrival,o'and Figure11-10To removean aPProach,
key, scroll to either
usethe MENUkey.@Garmin Ltd.or its
pressthe ENT key twice. Shouldyou changeyour mind and not want
affrliates
io delete a procedure,beforepressingthe ENT key the secondtime,
scroll to highlight "CANCEL" and pressthe ENT key.
172
Figure11-11An easywayto deletea
procedureis to highlightits nameand
pressthe CLR key.@GanilnLtd.ortE affit-
,atas
Figurc11-12TheVORRWY36
approachcan be flownwithvectorsor
by startingat OJC and flyinga proce-
dureturn.
MacIlescott'sG1000GlassCoclqitHotdbook
Approach,Arrival, and DepartureProceduresare alsoeasyto delete
from within the Flight Plan window Just look for the nameof the pro-
cedure in the flight plan. For example,the name of an instrument
approachprocedureappearsin whitejust abovethe initial approachfix
(figure11-ll). To deletea procedure,scroll to highlightits name,push
the CLR key and the ENT key.
Flyinga VORApproachwith Vectorsto Final
When radarserviceis available,instrumentapproaches are usually
flown with vectorsto the final approachcourse.There are two ways to
selecto'vectors to final."
When the approachis first selected,you can choose"VECTORS"
from the Transitionswindow if you are on radar vectorsand there are
no other waypointsin your flight plan that you needto fly over before
beginningthe approach.Or, if you previouslyloadedan approachand
are now being vectoredto final, pressthe PROC key select "ACTI-
VATE VECTOR-TO-FINAL"and pressthe ENT key. Then follow the
vectorsprovidedby ATC to interceptthe final approachcourse.
Using the G1000 or GI000 simulatorsoftware,enter a flight plan
from KTOP to KOJCusing any of the methodsdescribedin Chapter9.
With the Active Flight Plan windowstill open,pressthe LD APR soft-
key on the MFD or the PROC key on either display and select an
approach.Choosethe VOR RWY 36 with vectorsto final and LOAD
the approachby pressingthe ENT key (figureII-12). Noticeyou must
pressthe ENT key twice.
After the first press, you'll see "NOT
APPROVEDFOR GPS- GPSguidanceis
for monitoringonly" (figure ll-l). You'll
get this warningfor manyVOR approaches
and all localizerand ILS approaches when-
ever '.GPS" is not in the title of an
approach.It's to remindyou that you're not
allowed to fly the final approachcourse of
these approacheswith GPS, so prior to
interceptingthe final approachcourseyou
must switch the HSI to display a VOR or
LOCALIZERCDI needle.
Before proceedingfurther, review every
waypointin the flight plan to verify that it's
correct (figure II-13). It's not unusual to
occasionallyfind that, for example,you're
flying directly toward the airport first,
ratherthan the beginningof your instrumentapproach.In this case,it
doesn'tmatterthat you'reflying directly to KOJC,sinceyou'll activate
vectors to final later. However,if you were flying via own navigation,
and didn't needto go to the airportfirst, you could pushthe FMS knob,
scroll to highlight the IAF and push the Direct-tokey.
 Chapter11:InstrumentFlyingwith the G1000 173

Noticethat the HSI displays"TERM'" sinceyou arewithin 30 miles

of the departureor destinationairport. Wheneveryou are in the termi-
nal mode,the distancerepresentedfrom the centerof the CDI scaleto
a full left or full right deflectionis I nm. Also, note that the G1000
automaticallyloadedthe VOR frequencyfor the approach.If the GPS
CDI was selectedon the HSI, the frequencyis loadedinto the active
field of NAVI. If oneof the VOR CDIswasselected,the VOR approach
frequencyis loadedinto the standbyfield of the selectedNAV radio.
Verify that the Morse code identifier for the VOR appearsnext to the
NAV radio frequency.
You'll need to get the weather.Load the appropriatefrequencyfrom
the Airport Information pageor, if you have data-link weather,review
the textualMETAR.Also notethe minimumsfor the approachand brief Figure11-13Here,the approachhas
yourselfon the first few stepsof the missedapproach. beenloadedbut not activated,so
you'restillnavigating
directlyto the air-
Once ATC begins to vector you for the final approach,steer the
poft. @GarmtnLtd.or iE aff,llates
planeusingthe autopilot'sHDG modeand activatethe approach.Press
the PROC key, "ACTIVATE VECTOR-TO-FINAL"will be highlight-
ed, and then pressthe ENT key.The G1000now drawsa magentaline
that extendsapproximately30 nm from the final approachfix (figure
lf -f4). ATC then vectorsyou with a seriesof turnsto interceptthe final
approachcourseoutsidethe final approachfix.
At this point, push the CDI softkeyto selectNAVf and set the CRS
knob to the 354ofinal approachcourse.While the G1000setsthe CDI
pointerfor localizer,ILS and GPSapproaches, you must set the point-
er for VOR and localizerbackcourseapproaches! After selectingNAVf
on the CDI, push the HDG key and then the APR key on the autopilot
to arm the approachmodeand continueto steerin HDG modeuntil the
approachmodebecomesactive.At intercept,the autopilotwill begin
trackingthe final approachcourse.
Notethat we werein the HDG modebut, whenwe switchedthe CDI,
the autopilotwent to ROL mode.It's importantthat you re-engagethe
autopilot anytime you switch the CDI. In this case,we changedthe
CDI, then re-engaged the autopilotin headingmode,and then pressed Figure11-14Whenflyingvectorsto
the APR key to arm the approachmode. final,you'llbe intercepting
a magenta
linethat'salignedwiththefinal
If you forgetto switchthe CDI and are still using the GPS,at 2 nm at
approachsegmentandterminates
from the FAF the CDI scalingchangesand the HSI displays".3nm," the MAP. @GarminLtd.or its affitiates
the distancerepresentedfrom the centerof the scaleto a full left or full
right deflection.You will also see a softkeyblinking "ADVISORY."
Pressthe softkeyand you'll be remindedto "Select NAV on CDI for
approach"(figuref f -15). Just pressthe CDI softkeyto displayVOR f
on the HSI, turn the CRS knob to set the 354ofinal approachcourse'
and pressthe APR key to re-engagethe autopilot'sapproachmode.
As you approachthe FAE,"NEXT DTK 354o" is displayedin the Figure11-15Forapproaches thatdont
allowGPSfor navigating the final
PFD's Navigation Status bar (figure ll-16), reminding you of the
approachcourse,you'llreceivean alert
desiredgroundtrack. At the FAE,you can begin your descentto the if youdon'tswitchthe CDIto a NAV
publishedaltitudefor this segmentof the approach.For this approach, radio. @GarminLtd.or lE affiliates
174
Figure11-16Whileon approach,you'll
receiveadvancenoticeof eachupcom-
ing turn. @GarminLtd.or iE affrtiates
Figure11-17TheSUSPsoftkey
of way-
appearsand auto-sequencing
pointsis suspended
at the MAP.
@ Garrnin Ltd. or its affitiates
Figurc11-18TheTO/FROMarrowflips
to FROM(triangleat bottomof figure)
andSUSPis displayed in the HSIas
you passthe MAP.@ca'n|,tn Ltd.oriE
affiliates
Mar Ilescott'sG1000GlassCockpitHandbook
even lower minimumsare availableafter passingthe
stepdownfix if you are DME equippedand can iden-
tify the fix. To descend,preselectthe next altitude on
the autopilot,select the VS mode,set a descentrate and reducepower.
Approachingthe MAP,"ARRMNG AT U/AYPOINT"is displayed.
As you crossthe missedapproachpoint (MAP),"SUSP"is displayedin
the HSI and a SUSPsoftkeyappears(figurell-f 7). Also, note that the
CDI TO/FROMarrowflips to FROM (figure11-18).Noticein the flight
plan that automaticsequencingof waypointsstops.Now,you must dis-
connect the autopilot and either land or fly the missed approach
instructions.
F t y i n gt h e M i s s e dA p p r o a c h
If you're flying multiple instrumentapproachesfor practice,ATC
may issuealternatemissedinstructions,which allow you to begin fly-
ing anotherapproachsoonerwithouthavingto follow the full published
missed approach.Otherwise,prior to reachingthe MAR you should
have memorizedat least the first step of the published missed
approach.That way,you won't need to look down to read the instruc-
tions whenyou'relow over the ground.
At the MAR the G1000displaysooSUSP" in the HSI, the SUSPsoft-
key appears and automatic sequencingof waypoints ceases.This
occursso that you can follow the missedapproachinstructionsprior to -
flying to the next waypoint.Onceyou'reat the correctaltitudeor head-
ing, pressthe SUSPsoftkeyand you'll then receivecourseguidanceto
the nextwaypoint.NOTE:flying directlyfrom the MAP to the nextway-
point without followingthe missedapproachinstructionscan be fatal!
Auto-sequencingof waypointsceasesat the MAP, since the direct
courseto the next waypointmay be througha mountainor other obsta-
cle! You'll probablywant to havethe TERRAIN softkeyselecteddur-
ing missedapproaches.
Next, you need to immediatelyapply climb power, pitch up for
climb, verify that you havea positiverate of climb, and follow the first
step in the missedapproachinstructionswhich is usually a climb or
climbing turn. It's importantthat you verify that you're actuallyclimb-
ing. Wheneveryou are accelerating,the somatogravic illusion can give
you a false sensethat you're climbing when youoreactually flying
straightand level or descending.Cross-checking the airspeedand ver-
tical speedindicatorsis the only sure way to overcomethis illusion.
You'll also needto clean up the airplaneby raisingflaps, landing gear
and openingcowlflaps.Soat the missedapproach,rememberto "pitch
up, powerup and clean up."
You'll also needto disconnectthe autopilotif you'rebelowthe alti-
tude for which its useis authorized.Preselectthe next altitudeat which
you'll level off and turn the HDG knob to the desired heading.Re- -
engagethe autopilotafter you'reaboveits minimum altitudefor use.
 Chapter11:InstrumentFlyingwith the G1000

As an example,let's continue the flight startedin the previoussec-

tion using the VOR Runway36 approachinto KOJC.As you crossed
the MAP,*SUSP"appearedin the HSI, the SUSPsoftkeyappearedand
automaticsequencingof waypointsstopped.Thenofollowingthe missed
approach instructions, you must immediately add climb power and
begin climbing to 1700 feet while trackingthe 354oradial of the OJC
VOR. At 1700feet,you'll start a right turn and push the SUSPsoftkey
to resumeauto-sequencingand fly to the next waypoint.If you want to
use GPSguidance,you'll needto push the CDI softkeyto bring up the
o'NextDTK 192o" will appear,
magentaGPS needle.A messagelike
giving you your courseto the OJCVOR. Level off at 2600 feet and pre-
pare to enterthe hold at OJC.
Prior to reachingthe hold, a message in the PFD'sNavigationStatus
bar suggestsa recommendedholding entry procedure(e.g. HOLD
PARALLEL, HOLD TEARDROPor HOLD DIRECT). In this case' a
parallel entry is recommended. Crossingthe holdingfix, the CDI flips Figure11-19Afterflyingoutboundfor a
from "TO" to "FROM," automaticsequencingof waypointsceases' minute,turnandchoosea headingthat
.SUSP" is displayedin the HSI, and the SUSPsoftkeyappears. the inboundcourseto the
will intercept
ua.ottE atfrliates
hofdinglix. a aanntn
Note that the GI000 does not provide steeringin holds, so youoll
need to manually turn to a heading of.l74o to parallel the holding
however,automatically time the outbound
^ course outbound. It does,
l"g. Look for the time next to "HOLD'' in your flight plan. After flying
outboundfor 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
354ocourseback to the OJCVOR (figurell-19). At the VOR, makea
standardrate turn to the right to a headingof I74o and continueflying
the holding pattern until you've reactivatedthe approach,selected
anotherapproachor chosenanotherdestination.

TurnGPSApproach
Flyinga No Procedure
GPS approachesare among the easiest approachesto fly, once
you've set up your GPSreceiverproperly.Most GPSapproachescan be
flown without a procedureturn from one or more of its initial approach
fixes (IAF). Let'slook at flying a GPS 24lB A
approachon a flight plan from KLHV lFAfl
to N38, the Wellsboro-Johnston air-
Z37O /
port in Pennsylvania. !
First create a flight plan from
KLHV to N38. Then use the PROC SToNIBcKt
srK
k"y or MFD softkey to load an
"!
approach.Choosethe GPSRunway28 S
approach starting with the transition i.,,,
,;$
/ Ern p
over ETTUP,which is an IAF for this
approach(figure f l-20). ChooseACTIVATE and press the ENT key' Fisurc11-20Nopr indicates thatno
Beforeproceedingo revieweverywaypointin the flight plan to verily that procedureturnis requiredwhenstart-
it's correct.To do this, pressthe FPL key and, if it's a long flight plan, ingthisapproach at theIAFat ETTUP'
use the FMS knob to scroll through all of the waypoints(figure lf-21).
t76
Mar Tfescott's
Figure11-21Sincewe activated this
approach(insteadof loadingit),we're
flyingdirectlyto ETTURthe lAF.
@ Ganiln Ltd. or tE affiliat66
TIP
When flying an approach,make sure that
you monitorthe HSI'sCDI needlefor pri-
mary course guidance. Many people
watch the moving map and steer the
plane to follow the map. While the map
can be helpful, using the CDI needle
allows you to track a course more accu-
rately.
G1000GlassCockpitHazdbook
Make sure,for example,that you're flying directly to ETTUP and not to-
N3B first. Also, note on the instrumentchart that "4000 NoPT" means
that no procedureturn is required or allowed,unless you ask ATC for
permission,when flying from ETTUP to NOZVY at 4,000 feet.
Verifythat the GPSCDI needleis selectedon the HSI and pressthe
NAV key to engagethe autopilot in the navigationmode. Since you
activatedthe approach,you shouldbe very closeto the magentaline
and the navigationmode should becomeactive. If it doesn'touse the
autopilot'sHDG modeto steerthe aircraftto interceptthe course.
Sincethis is a shorttrip and you're nevermorethan 30 miles from
eitherthe departureor destinationairports,the GPSreceiverwill never
switchto enroutemode,wherethe CDI scalefrom the centerto either
a full left or full right deflectionwould represent5 nm. Instead,it will
stayin terminalmodeuntil you startthe approach.You can verify this
by seeingthe label TERM in the HSI. In this mode,the centerof the
CDI scale to a full left or full right deflectionis I nm or 2 nm total
acrossthe entire CDI.
As you approacheach waypoint,you'll see messagesin the PFD's
NavigationStatusbar notifyingyou of the next directionto fly and then
telling you when to start your turn. ApproachingETTUP,you'll see
"NEXT DTK 004o" and then "TURN TO 004"." ApproachingNOZVY,
you'll seeooNEXTDTK 280o" and then "TURN TO 280o."
Each time you reacha waypointwhereyou can descend,preselect-
the next altitude on the autopilot,engagethe vertical speedmodeand
set a descentrate. Reducethe power as appropriatefor descentand
increasethe poweras the autopilotlevelsoff at the new altitude.
After you've passed NOZVY and are establishedon the final
approachcourse,push the APR key on the autopilot to engagethe
approachmode.As a generalrule, engagethe approachmodeafteryou:
o haveinterceptedthe final approachcourseor are on the last
vectorto final,
o are clearedfor the approachand
o haveselectedthe propernavigationsourceon the HSI.
The NAV mode generallymakesturns at a standardrate, while the
APR modemakesturns at less than standardrate. In the caseof the
KAP I40, in approachmode it may overshootthe 90o turns found in
the standard66T"configurationused for many GPS approaches.That's
why you'll want to stay in NAV modeuntil after you make the turn at
NOZVY.
At 2 nm from the FAR COVOJ,"APR" appearson the HSI, indicat-
ing that the GPSreceiveris in approachmodeand that the CDI scal-
ing is now 0.3 nm from centerto full left or full right deflection,or 0.6
nm acrossthe full CDI scale(figurell-22). At COVOJ,you can begin
your descentto the publishedminimum altitude for the approach.As
-
you approachASODE,the MAP,"ARRIVING AT U/AYPOINT"is dis-
played.As you crossthe MAP, "SUSP" is displayedin the HSI, the
 11:Instrument
Chapter Flyingwith theG1000 177

SUSP softkey appears on the PFD, and the CDI

TO/FROM arrow flips to FROM. Now, you must dis-
connectthe autopilotand eitherland or fly the missed
approachinstructions.

Flyinga GPSApproachwith a Procedure

Turn
SomeGPS approaches,particularly those created
simplyby overlayingnewGPScoordinateson top of an
older approach originally designed to be flown with
ground-based navigationalaids,will incorporatea pro- Figure11-2,At 2 nmfromthe final
cedureturn. Essentially,you fly to an IAF and interceptthe courseto approachfix,"APR"appearsin the HSI
the airport butfi.rstfly auay from the airport. Then you have to turn to the GPShasswitchedto
indicating
reversedirection and follow the samecourseback toward the airport. apprOach mode. @Garm,inLtd.or iE affrlh
atos
This coursereversalis known as the procedureturn.
Generally,you must completethe proceduretum within l0 nm of
the IAE though you need to read each approachchart to confirm what
distanceis allowed.Typically,peoplewill fly outboundfor one or two
minutes before turning, dependingupon their groundspeed,to stay
within the I0 nm radius.If insteadof a procedureturn symbol,howev-
er, a race track symbol is depicted,you are required to make your
^
course reversalin that holding pattern. Or, if a teardrop symbol is
TIP
When flying a non-precisionapproachto
shown,you must fly a teardropturn. a non-toweredairport, you may want to
There are no requirementsas to how you accomplishthe l80o tum change one of the fields in the active
neededfor a procedureturn, exceptthat all turns must be on the side flight plan to display CUM, which is the
of the coursedepictedby the arrow or procedureturn symbolon the cumulative distance to the final way-
chart. Somepilots will initially turn 45o in the directionof the proce- point. That way, you'll instantly know
your distance to the airport and can
dure turn arrow,fly for one minute, and then make a l80o turn away
report that distance when you call in on
from the airport until they re-interceptthe inbound courseto the air- the CTAF to report your position and
port. However,any combinationof turns to accomplishthe maneuveris intentions. Whenever making these
permissible.Let'slook at flying a GPSapproachwith a procedureturn reports,give it in terms which a non-IFR
on a flight plan from KSLN to KBEC in Wichita, Kan. pilot will understand.For example,don't
just say that you're on the VOR 29
First, createa flight plan from KSLN to KBEC. Then usethe PROC
approach. Instead, state that you're 5
key or a MFD softkeyto load an approach.Choosethe GPS-Bapproach miles southeastof the airport on the VOR
startingwith the IAF at SEZER.ChooseACTIVATEand pressthe ENT approach.
key (figure 1l-23). Beforeproceeding,review every waypointin the
flight plan to verify that it's correct. Make sureofor example,that you're
flying directly to SEZER and not to KBEC first, which would be the
case if you had pressedLOAD instead of ACTIVATE (figure ll-24).
Then engagethe autopilotin the NAV or navigationmode.
when youoremorethan 30 nm from KSLN, the GPSwill switch from
terminal modeto enroutemode.You'll seeENR displayedin the HSI
and the CDI scaling gradually changesto 5 nm from center to full left
^
or full right deflection,or l0 nm acrossthe full CDI scale.Later,as you
get within 30 nm of KBEC, the receiverwill switch back to terminal
mode,TERM will appearin the CDI and the CDI scalingwill gradual-
Iy changeto 2 nm acrossthe full CDI scale.
178
Figure11-23The GPS-Bapproachis
an overlayof a VOR approach.You
can fly it with vectorsor start at the IAF
SEZERand fly the procedureturn.
Figure11-24Ihe systemshowsthat
you'reflyingdirectlyto SEZERandthat
theprocedure
it willinitiate turnby
turningto a courseof 093'.
@ Garmin Ltd. or its affiliates
.-.ffiItrr---
A ,
---------- ---j----
I
Ma,cllescott's G1000GlassCockpitHandbook
Approaching the IAF at SEZER,"NEXT DTK
093o"and then "TURN TO 093o" are displayed.If
you'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 does
not provide course guidance for the procedure turn, so you'll need to
push the autopilot's HDG key and make these turns manually with the
HDG knob. The FAA doesn'tspecify how you make this turn, but many
peoplewill turn 45o in the direction depicted,time for one minute, turn
1B0o and intercept the course inbound. Note that on some approaches,
such as CPS approachesbased on a VOR or NDB where the IAF and
MAP are both at the airport, you'll fly more than 2 minutes outbound
before receiving the "START PROCEDURE TURN" message.
Once the airplane has turned inbound, the C1000 auto-sequences
to the next waypoint which is SEZER faf. After you're established on
the final approach course inbound, push the autopilot's APR key to
engagethe approach mode. At 2 nm prior to SEZER, the CPS receiver
switchesto approachmode, APR is displayed on the HSI, and the CDI
scaling gradually changes to 0.3 nm from the center of the CDI to full
left or full right deflection. Upon reaching the FAR "NEXT DTK 269""
is displayedand you can begin your descentto the published minimum
altitude for the approach.
Each time you reach a waypoint where you can descend,preselect
the next altitude on the autopilot, engagethe vertical speed mode, and
set a descent rate. Reduce the power as appropriate for descent and
increase the power as the autopilot levels off at the new altitude.
Upon arriving at the MAP, auto-sequencingis suspended,SUSP is
displayedon the HSI, the TO/FROM flag flips to FROM and the SUSP
--------- softkey appears. Now, you must disconnect the autopilot and either
land or fly the missed approach instructions.
F l y i n ga n I L SA p p r o a cw
h i t h H o t d i n gP a t t e r nu n d e r
O w nN a v i g a t i o n
The ILS approach is generally considered one of the easier
approachesto fly. However. there are a couple of key differences from
flying other approaches.For example, GPS guidance can be used but,
once on the final approach course?the HSI must be set to display either
the 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
 11:Instrument
Chapter Flyingwith theG1000 179

pagein the AUX pagegroup (figure 7-

48). When in the "AUTO" mode,the
tocAlEER il0.7
Gf000 automatically switches the EtmE(A
toi/rioA l-lDP-.. .
CDI from GPS to NAVI or NAV2 as Chtn il4

you intercept the final approach os\,vEco

117.6OSIIV!'----
course,provided you are within about Chon123

I.2 nm left or right of courseand less

than 15 nm downthe ILS coursefrom
the FAF. Note, howeverothat if you
arrive at the ILS inside of the FAE,
NAVI or NAV2 must be set manually.

NOTE: Be cautiouswhenusing the

ILS CDI capture mode with the
autopilot. If you have the autopilot
I Erv 822 I
engagedwhile using GPS for guid-
ance, the autopilotwill switch to the I zr.*
ROL modewhen the ILS auto captureoccursand the CDI switchesto Figure11-26Sincea holdingpatternis
NAVI or NAV2.f When this happens,you need to re-engagethe depicted,the coursereversalmust
autopilot'sapproachmode.A strategyfor avoidingthis is to switchthe occurat the holdwhenflyingthe
CDI manuallyto NAVI or NAV2 and then immediatelyre-engagethe approachunderown navigation.
autopilotin approachmode.Someaircraft,suchasthe DiamondDA40,
statein their limitationsthat the ILS CDI CAPTUREfunction must be
set to Manualfor autopilotcoupledILS approaches.

Examine flying an ILS approach on a flight plan from KTUL to

KIDP in Independence,Kan. First createa flight plan from KTUL to
KIDP. Then use the PROCkey or a MFD softkeyto load an approach.
Choosethe ILS Runway35 approachstartingwith the IAF at VOVRY
(figure ll-26). ChooseACTIVATE and pressthe ENT key. Beforepro-
ceeding,review every waypoint in the flight plan to verify that it's cor-
rect (figure ll-27). Then engagethe autopilot in the NAV mode.
Notice that the Gf000 has automaticallyloadedthe ILS frequency
for the KIDP ILS into the active field for the NAVI radio. Verify that
the localizer'sIIDP identifier appearsnext to the frequencyin the NAV
radio.AIso, noticethat the HSI displays"TERM'' sinceyou are within
30 miles of the departureor destinationairport.
ooFour M's" to
Prior to reachingthe IAR use a mnemoniclike the
rememberto push the MKR/MUTE key on the audiopanel so that you
can hear the Morsecodeaudio as you passoverthe markers.The four Figure11-27The G1000willnot initi-
M's are: Mag compass,Markers, Minimums, and Missed approach. atea turnintoa hold.Youmustmanu-
With the G1000,you don't needthe first M, sincethe HSI is automat- notthe
allyfly a 175ocourseoutbound,
ically slavedto the magneticcompassand you never need to set it. 355' courseshownnextto HOLD.
@ Garmin L6' or iE atfiliates
Markers remindsyou to turn on the marker audio with the MKR/MUTE
note on page
180
TIP
When flying vectors to an ILS, use the
GPS NAV and HDG modes prior to the
CDI switch to the localizer.After the CDI
switch occurs, regardlessof whether you
did it manually or automatically,push the
autopilot's APR key. If you wait until
after the CDI switch to push the APR
key,button pushingis reduced.
Figure11-28Afterthe HSIswitchesto
you
the NAVradiofor an ILSapproach,
needto engagethe autopilotin
approaCh mOde. @GarminLtd.or iE atfiti-
ates
MucTlescott'sG1000GlassCockpitHandbook
key,minimumsmeansto notethe minimumaltitudeto whichyou can-
descendon the approachand missedapproachmeansto memorizethe
first step of the missed approachinstructions.Also, in non-Gl000-
equippedaircraft, you may have to set a NAV radio for the missed
approach.
ApproachingVOVRY, the PFD'sNavigationStatusbar will recom-
mend that you "HOLD DIRECT" to make the coursereversalat the
hold at VOVRY.As you reachVOVRY, auto-sequencing is suspended,
SUSPis displayedon the HSI and the SUSPsoftkeyappears.Pushthe
HDG key on the autopilotand use the HDG knob to turn to a heading
of 175' to makea direct entry into the hold. Onceon a headingof I75o,
you can time outboundfor I minuteby watchingthe time nextto HOLD
in the Active Flight Plan window.
After timing outboundfor a minute, make a right turn back to
approximately355' to interceptthe localizerinbound.Pressthe APR
key to set the approachmode on the autopilot to track the inbound
course.If ATC directedyou to hold at VOVRY, pressthe SUSPkey
beforeVOVRY, so that the G1000wonotauto-sequence to the next leg
of the approach.Pressthe softkey again when finished holding.
ApproachingVOVRY, "NEXT DTK 355'is displayedand the CDI
will switch to NAVI (figure 1I-28), assumingthe ILS CDI Capture
function on the SystemSetuppage is set for "AUTO." Altematively
you can manuallyselectNAVI usingthe CDI key.Rememberthat after --
the CDI is switchedmanuallyor automaticallSthe autopilotwill revert
to ROL modeand you will need to engagethe approachmode.Since
this is an ILS approach,check to see that the autopilot'sGS (glide
slope)modeis armed.
Inside VOVRY, you can descendto the next lower altitude pub-
lished on the instrumentapproachchart. Note that auto-sequencing
resumed,the HSI no longer displaysSUSPand the SUSPsoftkeyis
gone.As you approachJEFFE the greendiamond-shaped glide slope
indicator graduallymovesdown toward the center of the glide slope
indicator.As it reachesthe center,verify that the autopilot'sGS mode
is now active and reduce power for the descent.Nearing JEFFE,
"NEXT DTK 356o" is displayedand you'll hearthe Morsecodefor the
outer marker. You can mute the Morse code audio by pressingthe
MKR/MUTE key one time.
As you near the MAR "ARRIVING AT WAYPOINT"is displayed.
At the MAP, auto-sequencing is suspended,SUSPis displayedon the
HSI and the SUSPsoftkeyappears.When you reachthe minimumalti-
tude for the approach,disconnectthe autopilotand eitherland or initi-
ate a climb to follow the missedapproachinstructions.
Loadingan ArrivaIProcedure
An arrival procedure is used to transition an aircraft from the en -
route structureto an instrumentapproach.It also savesATC time in
issuing instructions,since it documentsthe route and altitudes for
 11:Instrument
Chapter Flyingwith theG1000 181

pilots to follow to reach an instrument approach. Pilots are required to

have a copy of any arrival procedure that they are instructed to fly. If
they don't have a copy on board the aircraft, they must not accept the
arrival procedure and should ask for altemate routing instructions.
Generally, an arrival will start at one or more different points that
form branches of the arrival. Like tributaries in a river, these branches
will join at a single waypoint for which the arrival procedure is named.
In selecting an arrival, you will be required to select the transition or
branch of the arrival through which you'll be arriving and possibly the
runway. Figure11-29Pressthe PROCkeyto
It's particularly important that you review all of the waypoints in selectan arrivalprocedute.@Germin
Ltd.
your flight plan after loading an arrival and an approach. There are or its affiliates

many overlapping waypoints between the en route structure, arrivals

and approaches.For example, an arrival may end in a waypoint that is
also the first waypoint that begins an approach. The G1000 is designed
to eliminate most of these redundant waypoints where overlaps occur,
but it's still important that you review every waypoint in your flight plan
for any possible errors.
Arrivals can be loaded in the same ways in which approaches can
be loaded, except that they cannot be loaded from the Nearest Airports
page.

Us i n gt h e P R OC
ke y
Pressthe PROCkey on eitherthe PFD or MFD. Scrollusingthe
largeFMSknobto ooSelect Arrival" andpressthe ENTkey (figurell-
29). Then use either FMS knob to selectan arrival from the list avail-
able at the destinationairport.Pressthe ENT key and scroll to select
the transition over which you'll begin the arrival and pressthe ENT
key. In somecases,you'll alsoneedto scroll to selectand entera run-
way number (figure f f-30). Finally, pressthe ENT key to "Load" the
arrival.
U s i n gt h e M E N Uk e y
You 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,
pressthe FPL key to openthe Active Flight PIan window.Then press
the MENU key, scroll to highlight "Load Arrival" and pressthe ENT
key. Selectthe arrival name,pressthe ENT key, scroll to select the
transition and pressthe ENT key. In somecases,you'll also need to
scroll to selectand entera runwaynumber.Finally,pressthe ENT key
to "Load" the arrival.
U s i n gS o f t k e y so n t h e M F D
Anytimethe Active Flight Plan pageis open,you can loadan arrival
by pressingthe LD STAR softkey (figure lI-6). Use the large FMS Figure11-30Whenyou loadan arrival
knob to scroll to the ARRIVAL, TRANSITION and RUNWAY fields procedure, you'llneedto selecta tran-
and the small FMS knob to enter an arrival, transition and in some sitionand sometimes a runway.
casesthe runway.Finally,pressthe ENT key to "Load" the arrival. @ Gemin Ltd. or its affrliates
182
Mat Ttescott's
TIP
Ioad 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 departureprocedure.
Figure11-31Pressthe PROCkeyto
selecta departureprocedure.@Garmrn
Ltd. or IE afftliates
Figure11-32 Fordeparture proce-
dures,you'llneedto selecta transition
andsometimes a runway.@GanninLtcl.
or fts affiliaf€,s
G1000GlassCockpitHotdbook
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
STARsoftkey(figurelI-7), and usethe largeFMS knob to scroll to the
ARRIVAL, TRANSITIONand RUNWAYfields and usethe small FMS
knob to enter an arrival, transition and in some casesthe runway.
Finally, pressthe ENT key to "Load" the arrival.
L o a d i n ga D e p a r t u r P
e rocedure
Departureprocedurescan be loaded in the same ways in which
arrivalscan be loaded.VectorDPs,however,in which the entiredepar-
ture procedureis a seriesof vectorsoare not in the G1000 database.
Takespecialnoteof the next sectionbelowon SpecialGPSProcedures
in which we describehow the OBSmodeis usedto fly somedeparture
procedures.
U s i n gt h e P R O Ck e y
Pressthe PROC key on either the PFD or MFD. Scroll using the
Iarge FMS knob to "select Departure" (figure 1l-31) and press the
ENT key. Then use either FMS knob to selecta departureprocedure
from the list availableat the departureairport.Pressthe ENT key and
then scroll to selectthe transitionyou'll take,pressthe ENT key scroll
to selectand enter a runwaynumber if necessaryand pressthe ENT
key. Finally, pressthe ENT key to "Loado'thedepartureprocedure.
U s i n gt h e M E N Uk e y
You can also load a departureprocedureusing the MENU key, any
time the Active Flight Plan windowis openon either the PFD or MFD.
First, pressthe FPL key to open the Active Flight Plan window.Then
pressthe MENU key, scroll to highlight "Load Departure"and press
the ENT key.Selectthe departureprocedurename,pressthe ENT key,
scroll to selectthe transitionand pressthe ENT key. In somecases,
you'll alsoneedto scroll to selectand enter a runwaynumber.Finally,
pressthe ENT key to "Loado'the departureprocedure.
U s i n gS o f t k e y so n t h e M F D
Anytimethe Active Flight Plan pageis openoyou can load a depar-
ture procedureby pressingthe LD DP softkey(figure 11-6). Use the
large FMS knob to scroll to the DEPARTURE,TRANSITION and
RUNWAYfields and the small FMS knob to enter a departureproce-
dure, transitionand in somecasesthe runway.Finally, pressthe ENT
key to "Load" the departureprocedure.
You can also select a departure procedure from the Airpon
Informationpage,which is the first pagein the WPT group.From this
page,pressthe DP softkey and usethe largeFMS knob to scroll to the
DEPARTURE.TRANSITION and RUNWAYfields and use the small
FMS knob to entera departureprocedure,transitionand in somecases
the runway (figure ll-32). Finally, pressthe ENT key to "Load" the
departureprocedure.
 Chapterll: InstrumentFlyingwith the G1000 183

SpecialGPSProcedures
All GPS receivers,including the
G1000, operatemost of the time in
leg mode or auto-sequencingmode,
in which the GPSprovidesguidance
betweentwo successivewaypointsin
the flight plan and, as a waypointis
reached,theyautomaticallysequence
to the next waypoint. The GPS can
also operatein OBS mode, selected
by pushing the OBS softkey on the
PFD. It allowsyou to treat a waypoint
like a VOR and specify a specific
coursethat you can fly to or from that
waypoint.It's useful when you want to
fly a specific courseto reach a way- /8{i'ltrlsl-.
NOfE:h'vyrl2UR,building 1.34t{tt
point. This mode is needed to fly d*onun crd of rurrnvoyl0O
someof the following specialproce- qrbrline271'AGU327MSL
dures.
Note that you can set the active Figurc11-33Thisdeparture proce-
waypointin your flight plan to use OBSmodeand havethe flight plan durecallsfor trackingthe OAK129'
retain that information.To do this, press the FPL on the PFD. The radialoutbounduntilyou reach4000
active waypoint will be the second waypoint in the active leg or feet.
whicheverwaypointyou set usingthe Direct-tokey.Pushthe OBSsoft-
key and turn the CRS knob to set the coursefor that waypoint.Then
pressthe ENT key to savethe coursein the flight plan. You can now
push the OBS softkeyto turn off OBS mode,since the OBS courseis
alreadysavedin the flight plan.

Ftyingwith OBSmodeon a DepartureProcedure

Often when you fly a missedapproachor departureprocedure,you
needto climb to a specificaltitudebeforeturning to the nextwaypoint.
For missedapproaches, the GPSautomaticallysuspendsauto-sequenc-
ing so that you can climb and follow anyothermissedapproachinstruc-
tions prior to pressingthe SUSPkey and navigatingto your next way-
point. For departure procedures,however,you need to determine
whetheryou needto push the OBS key to preventauto-sequencing so
that you can, for example,climb to a specifiedaltitude beforeturning
on course.
In this example,we'll simulatea flight from KSJCto KSCK. Using
the G1000 or G1000 simulator software,enter a flight plan starting at
San JoseInternationalairport and specifythe SUNOL SIX depanure
from runway ll with the ECA transition(figure 1f-33). Notice in the Figurc11-34OBSmodeis required
sincethe flightplanshowsa DTKof
Active Flight Plan pagethat the systemwill fly a courseof 312' toward 312'to OAK,yet the departure proce-
OAK if left in auto-sequencing mode(figure ll-34). durerequiresthatwe trackthe 129'
However, the departureprocedure saysto "Climb via headingl23o radiafoutbound.@Gamin [td.or ltsaffillates
to intercept and proceed via OAK R-129 to 4000. Then turn left
184
Mm TTescott's
Figure11-35 On departure,fly the
assignedheadingof 123' untilinter-
ceptingthe OAK129' radialoutbound.
@Ganrln Ltd.or iE affrliates
Figure11-36Makingthe segmentto
SUNOLactiveprovidesyouwith
courseguidanceto thatsegment.
@ Garrnin Ltd. or lE affiliates
Figure11-37UsingtheG1000or
G1000simulator entera flight
software,
planstartingat Sry VORand goingto
KERV.Loadthe LocalizerRunway30
approachusinganyof the methods
shownabovein the "SpecifyApproach"
section,specifythe SHEINlAF,choose
ACTIVATE andpressthe ENTkey(fig-
ure11-38).
G1000GlassCockpitHotdbook
heading300ofor radarvectorsto interceptand proceedvia SJCR-009 -
to SUNOL INT" If you were to fly this flight plan in the usual auto-
sequencingmode,the autopilotwould immediatelyturn the plane to a
headingof 3I2' and fly towardthe OAK VOR-the oppositedirection
from the 123' headingcalled out in the procedure.
The solutionis to push the OBS softkey,turn the CRS knob to set
the GPScoursepointerto I29o and usethe headingmodeof the autopi-
lot to climb on a headingof l23o (figure 11-35).As the CDI needle
centers,indicatingthat you'veinterceptedthe I29o radial of the OAK
VOR, turn the HDG knob to 129" (or whateverheadingis neededdue
to wind to track the radial) and track the radial outbound.Or, you can
engagethe NAV modeat this time if OAK is the activewaypoint,you're
in OBS mode,and the GPScoursepointer is set for 129". Otherwise,
the autopilotwill fly a coursetowardOAK. At 4000 feet, use heading
modeto turn to 300' and follow vectorsto the 009oradial of SJCto the
SUNOL intersection(figureIf-36).
Then, you'll needto re-enableauto-sequencing, to providea course
to SUNOL.To do this, to go the Active Flight page, scroll to highlight
SUNOLin the flight plan, pressMENU, and noticethat "Activate Leg"
is highlighted.Pressthe ENT key and the flight plan will resumeauto-
sequencingand draw a magentaline representingthe 009oradial from
SJCto SUNOL.While flying a headingto interceptthe segment,push
the NAV key on your autopilot to arm the navigationmode. As the -
plane approachesthe segment,the NAV modewill becomeactive and
the autopilotwill fly towardSUNOL.
HoldingPattern
There are a numberof reasonsthat you might needto fly a holding
patternoincluding initiating some instrumentproceduresunder own
navigationand flying a missedapproachprocedure.For this example,
imagine that you're flying the Localizer Runway 30 approachinto
Kerrville, Texas,under own navigation(figure 11-37).
The GPSreceiverwill alreadybe in terminal mode,since you are
within 30 miles of the destination.TERM will be displayedon the HSI,
and the CDI is scaledto display2.0 nm fromfull left to full right deflec-
tion. As you approach SHEIN, the GI000 will, based upon your
gtoundspeed,calculatewhen you needto startturning.
First it will warn you of the impendingturn by flashing"NEXT DTK
123"" in the PFD'sNavigationStatusBar and thenwill display"TURN
TO 123o."If engaged,the autopilotwill turn the plane to a headingof
l23o to parallel the localizerand fly outbound.After flying outbound
for a few miles, the GI000 will display "START PROCEDURE
TURN." No course guidanceis given to the autopilot for reversing
course in a hold, so you'll need to manually turn the plane to fly
inboundand interceptthe localizer.During the turn, the HSI switches
to displaythe LocalizerCDI and the flight plan auto-sequences to show
 Flyingwith theG1000
11:Instrument
Chapter r85

SHEIN faf as the next waypoint.Auto-sequencing will continueuntil

the missedapproachpoint is reached.
At the missedapproachpoint, auto-sequencing stops,SUSPis dis-
playedon the HSI and the OBSsoftkeyis grayedout with a SUSPlabel.
You must then manually follow the missed approachinstructions,
which are a climbing left turn to 4000 feet to SHEIN and hold. During
your turn, pressthe SUSPsoftkeyand the flight plan will sequenceto
SHEIN and providecourseguidanceto that point.
The G1000 calculatesthe recommendedholding entry procedure,
and as you approachSHEIN, the PFD will flash "HOLD TEARDROP"
in its NavigationStatusBar (figureIt-39). As you reachSHEIN, auto-
sequencingis againsuspendedand the SUSPsoftkeyis grayedout. You
can then turn manuallyto a headingof 093' to begin a teardropentry
into the hold. Hold this headingfor I minute and then turn right to a
heading of approximately303o and intercept the localizer inbound.
When you reachSHEIN, begin holdingby makingright turns and fly- Figure11-38The localizerapproachis
@GanrtnLH.
foadedfor own navigation.
ing outboundfor howeverlong it takesto createa one minute inbound
or tE alfiliahs
leg. From here,you can preparefor your next approach,whetherit's at
KERV or elsewhere.

F l y i n gt h e D M EA r cA p p r o a c h TIP
DME arc approachesrequire you to follow a curved path, usually When you're flying a holding pattem,
you're expected to track the inbound
definedby a specifiedDME distancefrom a VOR, for someportion of
course to the fix, as depicted by the
the approach.You can fly the approachvia own navigationby navigat- magentarace track (figure II-19). When
ing to one of the IAFs, or ATC can vectoryou to interceptthe arc at an flying outbound, you simply turn to the
IAF or at someintermediatepoint alongthe arc. outbound heading (plus or minus wind
Let'slook at flying a DME arc approachon a flight plan from KPAO correction) and accept whatever ground
to KWVI in Watsonville,Calif. (figurell-40). First createa flight plan track you get. However,one DPE reports
that with the advent of moving map dis-
from KPAO to KWVI. Then use the PROCkey or MFD softkeyto load
plays, he sees some Instrument rating
an approach.Choosethe VOR/DME-A GPSapproachstartingwith the candidatestry to track the outbound por-
IAF at JEJZE.ChooseACTIVATE and pressthe ENT key. Beforepro- tion of the race track depicted on the
ceeding,revieweverywaypointin the flight plan to verify that it's cor- screen.That is not the proper way to fly
rect (figure II-41). Then pressthe NAV key to engagethe autopilotin outboundwhen in a holding pattern.
the navigationmode.
Sinceyou'renevermorethan 30 miles from either the departureor
destinationairports,the GPSreceiverwill stay in terminal modeuntil
you start the approach.You can verify this by seeingthe label TERM
in the HSI.
As you approachthe IAF JEJZE,the GPS receiverwill calculate
when you need to start your turn onto the arc and what your initial
headingwill be on the arc. If you'reflying at aboutI20
knots. vou'll see "NEXT DTK 004"' in the PFD's
NavigationStatusbar, notifying you of the next turn
and then "TURN TO 004o." At different groundspeeds, the initial Figure11-39TheG1000showsthe
recommended holdingentryprocedure.
headingwill be slightly different.Then fly along the arc, keepingthe @GarminLtd.or iE alfrliates
GPSCDI needlecentered.
186
Figure11-40Youcanstartthis
approachat lAFson eitherendof the
arc,or ATCcanvectoryouto a mid-
pointof the arc.
Figure 11-41 Reviewall stepsin your
flight plan. JEJZE,the lAF, is the active
waypOint.@Garmln Ltd.ot iE affltlates
Figure11-42ll vectoredto the middle
of an arc,activatethe arcsegmentwith
the MENUkeyor the MFD'sACTLEG
SOftkey. @GarminLtd. or its affitiates
MacTlescott'sG1000GlassCockpitHadbook
If you are vectoredvia ATC to an intermediatepoint alongthe arc,
you can activatethe arc portionofyour flight plan beforereachingthe
arc. In the Active Flight Plan page,pressthe FMS knob and scroll with
the largeFMS knob to highlight"DME ARC." Then pressthe MENU
key,highlight"ActivateLeg" and pressthe ENT key,or from the MFD,
push the ACT LEG softkeyand the ENT key. The arc portion of the
approachwill now be highlightedin magenta(figure II-42).Intercept
and fly alongthe arc.
As you approach KENIW the PFD will display the messages
"NEXT DTK 314"' and then "TURN to 314o." Start your turn and
track alongthe next segmentto the FAF at DYNER. Note that you do
not haveto switchthe CDI to NAVI or NAV2 sinceGPSis includedin
the title of this particular approach.Each time you reach a waypoint
where you can descend,preselectthe next altitude on the autopilot,
engagethe vertical speedmode and set a descentrate. Reduce the
poweras appropriatefor descentand increasethe poweras the autopi-
lot levelsoff at the new altitude.
At 2 nm from the FAE DYNER, ooAPR"appearson the HSI, indi-
catingthat the GPSreceiveris in approachmodeand that the CDI scal-
ing is now 0.3 nm from centerto full left or full right deflection,or 0.6
nm acrossthe full CDI scale.At DYNER, "NEXT DTK 314"'is dis-
played on the PFD and you can begin your descentto the published
minimum altitudefor the approach.
As you near the MAP, "ARRIVING AT U/AYPOINT"is displayed.
At the MAP,auto-sequencing is suspended, SUSPis displayedon the
HSI, the CDI switchesto a "FROM" indication and the SUSPsoftkey
appears.Youmust then disconnectthe autopilotand eitherland or ini-
tiate a climb to follow the missedapproachinstructions.
Flyinga Coursefrom Fixto Altitude
Someapproachesinclude a leg whereyou needto climb to a partic-
ular altitude before proceedingto the next waypoint.For these legs,
auto-sequencing is suspendedand the SUSPsoftkeyappears.When
you reachthe requiredaltitude, simply pressthe SUSPsoftkeyon the
PFD and the flight plan will sequenceto the next waypoint.
An exampleof this is the missedapproachportionof the VOR/DME
Runway 25 approachat KPMD (figure II-43). You can load this
approachin the G1000 softwaresimulatorand select vectorsfor the
approach.At the MAP, auto-sequencing is suspended,SUSPis dis-
playedon the HSI, the CDI switchesto a "FROM" indicationand the
SUSPsoftkeyappears.
If you press the SUSPsoftkey to re-enableauto-sequencing, the
SUSPsoftkeywill immediatelyreappear.This allows you to climb to
5000feet,as listed in the flight plan, beforeflying to the nextwaypoint,
which is the PMD VOR (figures II-44 and ll-45). Once you reach
5,000 feet, pressthe SUSPsoftkeyand you'll receivecourseguidance
to PMD.
 Chapter11:InstrumentFl with the G1000

Ftyinga Coursefrom Fixto ManualSequence TIP

This procedure is very similar to the Flying a Coursefrom Fix to When flying a DME arc' you may want to
configure one of the fields in the
Altitude describedabovein that for a particular leg, auto-sequencing
NavigationStatusbar of the MFD to dis-
is suspendedand the SUSPsoftkeyappears.However,insteadof wait- play XTK, which is your crosstrack, or
ing until you reach an altitude to pressthe SUSPsoftkeyand fly to the distance in nautical miles from the
next waypoint, you wait until you receive further instructions from desiredcourse.This will help you contin-
ATC. ually correct back toward the arc.
An exampleis the COASTALTWO DEPARTUREfrom KBAF in If your GI00O softwareversion includes
bearingpointers on the PFD, you can use
Barnes,Mass.(figuref I-46). You can load this departureprocedurein
theseto help fly a DME arc' First, set the
the G1000 softwaresimulatorby pressingthe PROCkey and selecting VOR frequency for the arc on NAVI.
the "CSTL2" departurewith a GEDIC transition departingfrom runway Then press the PFD softkeY and the
02. Prior to departure,review each of the waypointsin your flight plan BRGI softkeyuntil NAVI is displayedin
and check to seethat MAN SEQ is the active leg. If it's not, scroll to a box to the lower left of the HSI. A green
highlight "MAN SEQ" in the Active Flight PIan window and activate bearing pointer, which points to the
VOR, also appearson the HSI. When fly-
the leg using the MENU key or the ACT LEG softkeyon the MFD (fig-
ing the arc, choose a heading which
ure ll-47). keeps the bearing pointer approximately
As you depart,auto-sequencing is suspendedand the SUSPsoftkey 90 degrees(plus or minus a few degrees
appears.Reading the departureprocedureshowsthat after departure for any wind correction)from your head-
you are to fly vectors and altitudes assignedby ATC. Once you are ing. While flying the proper heading on
tl"ared by ATC direct to the HFD VOR, pressthe SUSPsoftkey.This the arc, it will alwayspoint toward one of
your wings, plus or minus the wind cor-
will re-enableauto-sequencing and provideyou with courseguidance
rection angle.
to the next waypointwhich is the HFD VOR.
MtssED Oimbto 50oovio PMDR-2S2
APPROACI.I; trrt dimbingrightturnb 7mo
Scan
TAAlnstrument di|tct p*tDyoRIAc md hold. FACAN oircrchdimling righttumb 50f,) vio
There are many methodsof scanningthe R-298b FISCH InlI4.3 DltiEondholdSElc$tum298"inbqrnd.l
instrumentsin traditional aircraft, however Figurc11-43ThismissedaPProach
these scansrequire modification in TAA, due to the different layout of procedure fromPalmdale airPort
that requires a climb before turningbackto
instrumentindicatorson the PFD.The biggestdifferencein TAA is the VOR.

ingly. Regardlessof scantechnique,most of your time is spent scan-

indicator.The scan continuesby looking at each of the other instru-

ments, but alwaysreturns to the attitude indicator before going to the
next instrument.
Figure11-44WhenYoureachthe
requiredaltitude,Pressthe PFD's
SUSPsoftkeyso thatauto-sequencing
wilf continue, @Gamin Ltd'or E affiliates

HSI, note the rate of turn.

188 Max Tlescott'sG1000GlassCockpitHotdbook

The amountof focus on any instrumentdepends

upon what control changesare being made. For
example,wheninitiating a turn, the attitudeindicator
is usedto establisha bank anglethat approximates a
standard rate turn. The required bank angle in
degreesis approximatelyl57o of your true airspeed,
or l5o at 100 knots. Then, once the turn is estab-
Iished, more emphasisis placed on the rate of turn
indicator to maintain the turn at a standard rate.
Figure11-45Continueto trackthe
282" radialand pressthe SUSPsoft- Other control changesrequire an emphasison different instruments,
key at 5000 feet. o oarminLtd.ottE affrti- which is beyondthe scopeof this book.
ates It's alwaysimportantto crosscheckinstruments.In traditionalair-
craft, there are ootriangles of information" that can be crosschecked
againsteachother.The airspeed,attitudeindicator,altimeterand VSI
form one triangle which offerspitch information.The attitude indicator,
TAKEOFF All RUI.|\/VAYS:
Hyorcigncdhooding cndohitude br rudorwclon turn coordinatorand heading indi-
btrDvffi. TFnc..... cator form anothertriangle that pro-
. . . . Frornonr HFDVOR/D^I{E procoedviorlu HFDR-'143b THUMBlM, rhen vides bank information. You can
prrod vio thc HTOR-010to YODERlNt, thenvio theCCCR-05/ to CCC
compareinformationwithin each of
YOR/DI{E. Ihcn viq lfonsitiqrlor (osigncd rcutel. Bpect cleoronceb requedod
fliehtla,C bn (10)minutsoftcr&ponlu. these trianglesto verify that you're
getting consistentinformation and
Figurc11-46Thisdeparture requires
thatyoufly vectorsbeforefollowing the that no instrument has failed.
restof the published procedure. In TAA, insteadof triangles,we have "lines of information."Pitch
informationis conveyedin a horizontalline formed by the airspeed,
attitudeindicator,altimeterand verticalspeedindicator.Bank informa-
tion is in a vertical line formedby the attitude indicator,rate of turn
indicator and HSI. Crosscheckthe indicatorsin each line for consis-
tency and to verify that no instrumenthas failed. If one does,a red X
shouldappearover that indicator.

Figure 11-47Fly vectorsuntilcleared
to HFD,thenpressthe SUSPkey.
@ Garmin Ltd. or iE affiliates
Summary
The G1000is withoutpeeramongglasscockpits,sinceit allowsyou
to flight plan and load instrumentapproachesfrom the PFD while
simultaneouslymonitoringthe flight instruments.This greatlyreduces
the risk of enteringan unusualattitudewhile programmingthe system.
It's imperativethat you know how to use the G1000for flight planning
and instrumentproceduresto fly safelyin IMC. The G1000 simplifies
this by providingseveralalternatewaysto implementmostfunctions,
and it's important that you learn and rememberat least one way.
Continuepracticingin VFR conditionsand on the G1000softwaresim-
ulator so that when you fly in IMC you do so confidently.
In the next chapter,we talk aboutcomponentfailuresand emergen-
cies. The possiblefailures in TAA and the waysyou need to respond
are very different,so it's importantthat you understandthis material.
Fortunately,in most failure scenarios,you'll have more redundancy
and flying will be easierthan partial panelflight in traditionalaircraft.
 ChapterI2:
ElectricaI Systems, Component
F a i l u r easn dE m e r g e n c i e s

any experienced general aviation pilots, used to the vagaries of

small plane electricalsystems,have an instant visceralreactionto the
idea of flying a glasscockpit that'sdependentupon a plane'selectrical
system.That'snot surprising,since many pilots have had one or more
completeelectricalfailures.Giventhat, why wouldyou trust your life to
a glasscockpit?The answeris that just as the glasscockpit is not your
father'sPiper Cub, neitheris the electricalsystem.Manufacturershave
addedmore backupsystemso but it's still key that you understandthem
so that you can effectivelydealwith failuresin a G100O-equipped cock-
pit.
Most GA aircraft use a single alternator to generatepower 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 unnecessaryelectrical equipment and con-
serve battery power. Unfortunately, warning systemsare 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 operationshave 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.

ElectricaI
Systems
Glasscockpit aircraft instrumentsand displaysare electric and the
loss of electrical powerrendersthem useless.Since this is unaccept-
able, the FAA requires an alternatepower sourceand manufacturers
190 Mar Tlucott's G1000GlassCockpitHandbook

have chosento meet this requirementin different ways. First, most -

manufacturers havesplit the avionicsbus into at leasttwo buses.One,
an "Essentialsbuso"powersonly the most importantequipmentosuch
as the AHRS, ADC, PFD and one radio.The otherbus suppliespower
to all avionics,including thoseon the Essentialsbus. Upon loss of an
alternator,you should follow your aircraft manufacturer'sinstructions
for turning off unnecessaryequipmentwhile maintainingpowerto the
Essentialsbus.Also, sinceyou'll receivea Warningannunciatoralmost
immediatelyupon loss of the alternator,you'll be able to take action
immediatelyand savemore powerthan you usually can in a conven-
tional GA aircraft.
Next,everymanufacturerhas a secondor "standby"batteryin their
GlO00-equippedaircraft to provide at least 30 minutes of power to
somesubsetof equipment.In somecases,the standbybatterypowers
the PFD and the Essentialsbus;in othercasesit powersa backupelec-
tric attitude indicator.The methodof activationalsovariesby manufac-
turer. Some standby batteries take over automatically while others
requirethat you turn on a switchto activatethem.In the Tiger AG-58,
the standbybatteryis the samesizeas the main battery!
Finally, all manufacturersprovide a set of traditional mechanical
instrumentsfor backup.Typicallytheseare an airspeedindicator,atti-
tude indicatorand altimeter.In somecases,such as Cessnaand Tiger,
a vacuumpump is used to drive the standbyattitude indicator and it -
will continueto operateafter all electricalpoweris lost as long as the
engine continuesto run and the vacuum pump doesn'tfail. In other
cases, manufacturersuse electric attitude indicators as a standby
instrument.Note: vacuum pumps typically fail every 500 to 1000
hours.Therefore,you should check the vacuumpump on each flight
and, if it hasfailed, replaceit immediatelyso that it will continueto be
availableas a backup.
The best insuranceagainstan electricalfailure is a secondalterna-
tor. That way, if one alternatorfails, the secondalternatorwill provide
somecurrent and continue to chargethe battery.Dependingupon the
alternator'scapacityand the electrical load on the battery you may still
have to turn off someunnecessaryequipment.However,in this case,
you can probably continue to your destinationowhereasin a single
alternator aircraft you may need to divert to a nearby airport, particu-
larly if you're flying in IMC or at night.

Cessna182 ElectricalSystem
Figure l2-l showsa simplified schematicof the electrical system
for a CessnaLB2.Note that this is a single alternatorsystemand that
power passesfrom the alternator through the alternator control unit
(ACU) to the battery.In addition to regulating the voltageto an appro-
priate level for the battery the ACU also has an overvoltagedetection -
circuit that looks for any voltagespikes that might signal a problem
 Chapter12:ElectricalSystems,ComponentFailuresand Emergencies 191

with the charging system.Should it ------* 28 Vclts -€ 2a Vclts

ffi1
detectan overvoltagecondition,it will
trip the altemator off line, the battery Bu. I
Llghtr
will begin to discharge and you'll
trln B.t!.ry lTAH
receive a LOW VOUIS Warning
annunciationon the PFD.
At this point, you shouldfollow the
instructionsin your POH, which may
instruct you to turn the left haH of the
Master switch off and then back on
again.If the overvoltageconditionwas
of a transient nature, the altemator
will come back on line and you can
resumenormaloperation.If, however,the altematorimmediatelytrips Figure12-1Understand yourelectrical
offline again,you shouldsuspectan electricalsystemproblemand not systemso you can effectivelydeal with
emergencies.
resetthe Masterswitchagain.
The batteryis connectedto BusI and Bus2,which providepowerto
the lights, flaps and other equipment.Note that Busl also supplies
powerto Avionics Switchl, which suppliespowerto Avionics Bus#I.
Likewise,Bus2 suppliespowerthroughAvionics Switch2to Avionics
Bus#2.
The Essentials bus powers the PFD, ADC, AHRS' GEA 7L
Engine/AirframeUnit, one GIA 63 that providesGPSI and COMI and
the standbyinstrumentlights. It receivespowerfrom BusI, Bus2 and
AvionicsBus#l. This providesa high level of redundancyshouldone
or more of the buses fail. Nonessentialavionics, such as the
Stormscope,MFD and second GIA 63 are powered through the
Avionics I and 2 switches,which can both be turned off to conserve
power in an emergency.
The ACU also suppliespower to the standbybattery and keepsit
continuouslychargedas long as the STBY BATT switchis in the ARM
position.Shouldthe alternatorfail and the main batterysubsequently
be totally drained, the standby battery will continue to power the
Essentialsbus for at least30 minutes.This will allow you to continue
to aviateonavigateand communicateusingthe PFD and the GPS,COM
and NAV radio containedin one of the GIA 63 LRUs.
Note that diodes connect Busl and Bus2 to the Essentialsbus.
Theseare one-waydevicesand,if the main batteryfails, theywill block
curTentfrom the standbybattery and Essentialsbus from poweringany
equipmenton Busl or Bus2. AvionicsBusl and Bus2 also would not
receive power,which further helps conserveenergy from the standby
battery.
If the standbybatteryfails, all powerto the Gf000 systemwill be
lost and both displayswill be blank. At this point, you can continueto
fly using the three standbyinstruments;however,you'll no longerhave
any navigationor communicationcapabilities.Hopefullyby this point,
 G1000Glass
MacTTescott's

you will havereachedVMC and can land safely.

You may want to consideradding a handheldavia-
tion radio to your flight bag. If you lose total power, it
may be useful for contactingATC to advise them of
your situation and receivelanding instructions.Note
that while theseradioscan receivefrom a considerable
distance,they will usually only transmit a few miles
from the plane unlessyou have a way to connectan
externalantennato the radio. Any avionicsshop can
install a connectionso that your handheldradio can
transmitmoreeffectively.

Failures
Component
DisptayFailures
Figure12-2ll a displayfails,the pri-
maryflightinstrumentsandengineindi- A critical part of all pilot trainingis understandingsystemmalfunc-
cationsystemarecombinedandshown tions and howto dealwith them.It's so importantthat the PracticalTest
on the remainingscreen. Standards(PTS) for the private cenificate and instrument rating
@ Garrnin LA, or iE aff,lletes
requireDPEsto test candidateson systemmalfunctions.In traditional
aircraft,this might be a no flaps landingto simulatean electricalsys-
tem failure or a partial panelapproachto simulatea vacuumpumpfail-
ure.
In a GlO00-equippedaircraft,an examinermight,for example,sim-
-
ulate the failure of the PFD, ADC or AHRS. AII pilots flying TAA need
to understandall possiblecomponentfailures in their
aircraft and how to respondto each of them. In addi-
tion. flisht instructorsand DPEs must know how to
Gom Nav
t"u"h urid to simulatethe failures.
The mostprominentcomponentsin any glasscock-
pit are the displaysand the GI000 is unique in that it
GDlPointer providessomeredundancyfor the displays.Thus, in
(innor knob)
Heading the unlikely eventthat the PFD wereto fail, you could
Altimeter
(outerknob) Refbug still seethe primaryinstruments,thoughthey would be
displayedon the MFD. This can occurautomaticallyif
Map Range/
the GI000 detectsa failure throughits fault monitoring
Pointer
svstem.or manuallvif vou noticea failure not detected
by the system.
GPS Whenever this ooreversionary mode" or backup
keys modeis initiated,the G1000combinesthe engineindi-
cationsystem(originallyon the MFD) and the primary
FMS Altitude flight instrumentsonto a single display (figure 72-2).
knobs Ref bug That way,you'll still haveaccessto the mostimportant
Display information,regardlessof which display fails. Note,
Backup however,that you'll no longer have the PFD's Inset
Map or any of the MFD maps. To manually initiate
Figure12-3Pushthe DisplayBackup reversionarymode, press the large red Display Backup button (figure
you detecta display
buttonwhenever
failure. l2-3) on the bottomof the audiopanel.For installationswith two audio
 FailuresandEmergencies
Component
Chapter12:ElectricalSystems, 193

panels,only the DisplayBackupbutton on the pilot's side audio panel

is enabled.
It's importantto rememberthat when one displayfails, you'll also
Iose one of the GIA 63 units. This meansthat you'll lose one GPS
receiver,one COM radio and one NAV receiver.Which one you lose
dependson which displayfails:
o PFD failure resultsin loss of GIAI (COMI, NAVI and GPSI)
o MFD failure resultsin loss of GIA2 (COM2,NAV2 and GPS2)
AIso, Iossof the PFD leadsto a completeloss of the GFC 700 autopi-
Iot, but not the KAP 140 autopilot.
Notethat if the MFD wereto fail you will lose GlA2, which is direct-
ly connectedto most autopilots.For GFC 700 equippedaircraft, the
autopilotwill remainon in the activemodesand will captureany armed
modes.However,you will be unable to changemodesand once the
autopilotis disconnectedit cannotbe re-engaged. The Flight Director
will remainon, however you will be unableto change modesor turn it
off. In KAP 140 equippedaircraft, loss of the MFD resultsin loss of
NAV and APR modes,and you'll needto use HDG or ROL mode.
To simulatethe failure of the PFD, an instructoror examinershould
dim it using the lighting controlsby pressingthe MENU key on the
PFD as describedin Chapter4. The pilot shouldrespondby pressing
the Display Backup button and flying with referenceto the primary
flight instruments,now shownon the MFD.

, r a n s p o n d earn dA u d i oP a n e lF a i l u r e s
R a d i oT
The G1000 includes two GIA 63 units, each of which containsa
COM, NAV and GPS receiver.Failure of an entire unit is unlikely,
since each of the componentswithin the LRU is independent.Should
GPSI fail, the GPS2receiverin the secondGIA 63, GIA?, will take
over navigationof an activeflight plan without any pilot intervention.
In GFC 700 equippedaircraft, loss of GIAI results in loss of the
autopilotand Flight Director.If GIA2 fails, the autopilotis lost but the
Flight Directorcontinuesto work. In KAP 140 equippedaircraft,a loss
of GIA2 rendersthe autopilotunableto track a signalusing the NAV
or APR modes,but all other modeswill work.
If the failure of a COM or NAV radio is detected,the GI000 will
placea red "X" overthe COM or NAV frequencydisplayto indicatethe
failure. If a failure in a COM radio'stuning mechanismis detected,the
GIA 63 will automaticallytune that radio'sactive field to 121.5, the
emergencyfrequency.In the eventof an audiopanelfailure, the pilot's
headsetwill be automaticallyconnectedto COM1. If the transponder
ooX"appearsoverthe transponderwindowin the lowerright
fails, a red
cornerof the PFD.

A D Ca n d A H R SF a i l u r e s
The ADC receivesand processesthe pitot and static systeminputs
to generateairspeed,altimeterand vertical speedinformationfor the
194
Figurc12-4Lossof theADCcausesXs
to be placedoverairspeed, trueair-
speed,altitude,verticalspeed
indicators. @G*mtn Ltd.or tE alfrttates
Figure12-5Lossof theAHRSleadsto
Xs beingplacedoverthe attitudeindica- KAP I40 autopilot,loss of the AHRS doesn'taffect the pitch modes,
tor and HDGboxandthe background
turnS blaCk. @GarmlnLtd.or 16 affrllat*
Mar llescott'sG1000GlassCockpitHadbook
PFD and to provide Mode C altitude information to the -
transponder.It also measurestotal air temperatureand
usesthis data to calculatedensityaltitude,true airspeed
and outsideair temperature(OAT).
If the ADC fails, the PFD will display a red "X" over
the airspeed,altimeter, vertical speed and outside air
temperature indicators (figure l2-4), your transponder
will no longer send altitude data and TIS traffic will no
longerbe displayed.If this occurs,you shouldrefer to the
standbyaltimeterand airspeedindicatorinstalledin your
aircraft.t If air temperaturedata is lostoa red "X'o will
appearon the outsideair temperatureand true airspeedwindows.In
andOAT GFC 700 equipped aircraftoloss of the ADC results in loss of the
autopilot.However,the Flight Director will continueto work, though
the VerticalSpeed,Altitude Hold and Flight Level Changemodeswill
be inoperative.In the caseof the KAP 140 autopilot,Iossof the ADC
doesn'taffectthe roll modes,but doesresult in the loss of the altitude
preselect.You can still use the VS and ALT modes,but you'll needto
level off manually.
The AHRS receivesmagneticheadinginformationfrom the magne-
tometer and provides attitude and rate of turn information to the PFD.
If the systemdetectsthat the AHRS has failed, a largered "X" is dis-
played over the attitude indicator and HDG box on the PFD and the
backgroundturns black (figure I2-5). If just the magnetometerfails,
then only compassdata is lost and a red X is displayed over the
Headingbox.
If the AHRS fails, you should fly with referenceto your aircraft's
standby attitude indicator. You may also want to configure the Track
Vectorand the Nav RangeRing on the MFD, sincethesewill help you
easilyidentifyyour groundtrack. Also, considersettingoneof the MFD
NavigationStatusBar fields to XTK so that you can easilyidentify your
deviationfrom course.In GFC 700 equippedaircraft,lossof the AHRS
resultsin lossof the autopilotand the Flight Director.In the caseof the
but doesresult in the loss of all roll modesexceptfor ROL mode.
Instructorsand examinersare encouragedto simulatethe loss of
either the AHRS or ADC by dimmingthe PFD by pressingthe MENU
key on the PFD as describedin Chapter4. Or,you can createoverlays,
using the transparencyfilm used for giving presentationson an over-
head projectorothat block out the appropriateportions of the PFD to
simulatedifferentfailures.The pilot shouldrespondby flying the air-
craft with referenceto the MFD and standbyinstrumentsand by engag-
ing the autopilotin ROL mode.
The ROL modesimply keepsthe wings level and will not maintain
a headingover time. In an emergency, changesin coursecan be made
Chapter15.
 Failures
Component
Chapter12:ElectricalSystems, andEmergencies 195

by overpoweringthe autopilotby gently turning the yoke. CAUTION:

Read the limitations on your autopilot, as somedo not permit overpow-
ering it using the yoke. However,in an emergency, use your bestjudg-
ment as to what to do.
CAUTION: [f you chooseto overpowerthe yoke to make a turn, be
careful not to push or pull on the yoke, as this will causethe elevator
trim wheelto trim againstthe pressureuntil it reachesits limits. If the
autopilot then disconnects,you will have the extremelyhigh control
pressuresassociated with the trim wheelbeingat its limits,which could
lead to lossof control of the airplane. One technique to turn the yoke,
to the left for exampleowithout pushing or pulling is to gently push
down on the top left of the yoke while pushingup with the other hand
on the bottomright of the yoke.

AlternateWaysto SimulateFailures
It's possibleto simulatefailuresby pulling circuit breakers,though
somemanufacturers and FAA AdvisoryCircularsdiscouragethis since
it can shortenthe life of the circuit breakers.Somemanufacturersput
the AHRS and ADC on the samecircuit breaker,and in theseaircraft
you 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
shouldcontrolthe plane by using the remainingPFD instrumentsand
standbyattitudeindicatorand engagethe autopilotin ROL mode.
Loss of the ADC could be simulatedby pulling the ADC circuit
breaker.The pilot shouldcontrolthe plane by usingthe PFD'sattitude
indicatorand the standbyaltimeterand airspeedindicatorand engage
the autopilot.Note:pulling the ADC circuit breakercausesthe Iossof
altitude information for the transponder.Therefore you should avoid
doing this while in ClassB or C airspaceor within the 30 nm Mode C
veil that surroundsClassB airports.This will alsoresult in the loss of
ModeS TIS data,sincetraffic informationis not sentto aircraftwhich
are not transmittingaltitudeinformation.
Loss of the PFD could be simulatedby pulling the PFD circuit
breaker.The pilot shouldpressthe DisplayBackupbuttonon 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 someinstallations,pulling the PFD breakeralso shutsoff
the front avionicsfan.

E n g i n eI n d i c a t i o nS y s t e mF a i l u r e s
All engineand airframeinformation,including RPM, manifold pres-
sure, oil temperatureand pressure,electricalsystem,EGT, CHT, fuel
and vacuum data is processedby the GEA 7f Engine/Airframe
Interface.It also providesall Warning,Caution and Alen annuncia-
tions to the PFD.
196 MacIlescott'sG1000GlassCockpitHandbook

While it's possiblethat the entire GEA 71 could fail, it's morelike-
Iy that a singleelement,suchas an EGT probeto a particularcylinder,
will fail. When a failure occurs,a red "X" will appearoverthe data in
the MFD'senginedisplaythat is no longervalid.

Emergencies
Coveringall possibleemergenciesthat you might encounterin a
GlO00-equippedaircraft is beyond the scope of this book. You're
encouragedto read Section3 EmergencyProceduresof your POH so
that you are familiar with all emergencyproceduresfor your particular
aircraft. There are also several features common to most Gf000-
equippedaircraftthat are useful in emergencies.

NRSTSoftkeyand NRSTpages
GPSreceivershaverevolutionizedfinding the nearestairportduring
an emergency.In addition to calling ATC and asking for vectorsto a
suitableairport, you can find the informationyourselfon the Gf000.
This has the advantagethat you can continuallymonitoryour progress
toward an airport.
The fastestand easiestway to get informationon the nearestairport
is to push the NRST softkeyon the PFD. This providesbasic informa-
tion on the nearestairports,includingrunwaylengthsand communica-
tion frequencies.You can alsoquickly load a frequencyby scrollingto
it and pressingthe ENT key. A full descriptionappearsin Chapter4.
The MFD'sNRSTpagescan provideevenmoredetailedinformation
about each airport, including runwaydesignations,Iengh and width.
The NRST Airport page is easyto reach by turning the MFD's large
FMS knob severalclicks clockwise.It should be the first page dis-
playedin the group.Full detailson this and other NRSTpagesappear
in Chapter7.

R a d i oC o m m u n i c a t i o n s
The G1000makesit easyto getto the emergencyfrequencyof 121.5
MHz. Pushingand holding the FrequencyTogglekey for two seconds
loadsthe emergencyfrequencyinto the activefrequencyfor which tog-
gling is enabled.AIso, shoulda COM radio fail, that radio defaultsto
12f .5 MHz. If both displayswereto fail, the pilot'sheadsetis automat-
ically connectedto 121.5MHz.

Checklists
In an emergency,your adrenalinewill be pumping and it will be
easyto overlooksomething.So train yourselfto use a checklistduring
an emergency.That way, you can methodicallywork through the prob-
lem evenif you'renot thinking straight.
Not all Gl00O-equippedaircrafthave electronicchecklists,but for
thosethat do, the easiestway to getto the emergencychecklistis to use
 Chapter12:Electrical
Systems,
Component
Failures
andEmergencies r97

the softkeys.On the MFD, pressthe CHKLIST softkeyfollowed by the

EMERGCY softkey and then work your way through the appropriate
checklist.

B a c k u pE q u i p m e n t
You may want to carry a portable GPSreceiver and handheld radio
with you for backup. Handheldradiosare most effectivewhen connect-
ed to an externalantenna,and any avionicsshopcan setthis up for you.

5 u mm a r y
Understandingelectricalsystemsis importantwhetheryou're ana-
lyzingwhich aircraft to buy or learning to deal with emergenciesin the
aircraft you fly. All TAA offer the potential for increasedsafety in an
emergency,but to take advantageof it, you must understandtheir sys-
tems,the impactof a componentfailure and how to reactto it. Studying
and understanding the systems ahead of time will make you more
secure in the knowledge that you know what to do when a failure
occurs.You'll alsoenjoyflying more!
So far, we've talked about all of the individual elements of the
G1000 and how to operatethem. Now, let's put it all togetherand take
a flight in a GlOOO-equipped aircraft. You'll want to developa routine
to use each time you fly, and the following chapterwill help you get the
mostfrom the G1000.
 ChapterI3:
F t y i n ga T r i pB e h i n dt h e G 1 0 0 0

Let'stake a trip and fly behinda GlOOO-equipped Cessnal72.We've

picked that aircraft since,over the last 50 years,moreof them havebeen
built than any other GA aircraft. Therefore,morereadersare likely to be
familiar with it and can spot the differences in the way a G1000-
equippedversionis flown. Also, theseaircraft are becomingmore avail-
able as rental aircraft, so if you're a renter pilotoyou may find one to fly.
If you fly a different GlOO0-equippedaircraft, you'll find that many of
the stepsoutlined here will still apply to your aircraft.
Somepilots still fly l72s using mentalchecklists.However,the FAA
continuesto put a strongemphasison the use of actual checklists,and
given the added complexity of the glasscockpit aircraft, it's imperative
that you use one. You can use the manufacturersupplied checklist-
either on paperor an electronicversionin the Gl0OG-buy a third-party
checklistor createyour own.
Note that the proceduresprovided here are generic and where they
differ from your POH or checklist, you should use thosein preferenceto
this book. AIso, many routine stepsare left out, as our purposein this
sectionis to highlight differencesin flying a Gl0O0-equippedaircraft,
not to list everysteprequiredto fly aL72.

E q u i p m e n&t L i m i t a t i o n s
Required
As a pilot, you're hopefully aware that the FAA specifies in FAR
91.205 the equipmentrequired to be operationalin your aircraft for day
VFR, night and IFR flight. If any of this equipment is not operationalo
you're not allowed to fly the aircraft unless you get a ferry permit from
the FAA to allow you to bring the aircraft back to a place where it can
be repaired.
Manufacturerscan specify additional required equipment.You may
find this in the back of Section 6 Weight & Balance of your POH and
also in Section2 OperatingLimitations.For the Cessna172, you'll find
the Kinds of OperationEquipmentList (KOEL) in Section2 which tells
you which equipmentis required for different types of operation.
200 G1000GlassCockpitHotdbook
MacTfescott's

For e*ample, the forward and aft avionics fans are required for any
flight, while the PFD bezel lighting (of the keys on the PFD) is only
requiredfor Night IFR operations.Also, the strobelights are required,
while the beaconon the tail is not. Interestingly,the standbybatteryis
not requiredfor any type of flight, thoughaccordingto the notesit is
oorecommended." You'll want to studythis table so that you understand
what equipmentis required for different typesof flight. You'll also want
to understandall otherlimitationslisted in Section2.

Preftight
Many of the preflight items,particularlythosethat relateto the air-
frameowill be familiar to any 172 pilot. Someof them, however,are
unique to Gl0OO-equippedCI72s. For example,you must verify that
the G1000CockpitReferenceGuideis in the aircraftand accessibleto
the pilot, since it's listed in the KOEL as requiredequipmentfor any
flight.
Part of the checklist includes verifying that the avionicsswitches
are off and then turning on the Masterswitchesand verifyingthat the
PFD display comeson. Note that the PFD operateswith the avionics
switchesoff, sinceit receivespowerthroughthe Essentialsbus.AIso-
and this will be a surpriseto manypilots-the PFD is on whenyou start
the engine.
About 15 to 20 secondsafter the PFD comeson, check to seethat
all "Xs" over the engine indicatorsare gone.The data is considered
valid wheneverthe pointerson thesegaugesare visible. The ADC will
come up next and ooXs'o over the pitot-static instrumentswill be
removed.The display remains dark (with no brown and blue back-
groundrepresentingthe groundand sky) until attitude data becomes
available.After a total of about 60 seconds,the AHRS will come up
and all "Xs" shouldbe removedfrom the display.
Next,you'll check the fuel gaugesand verify that variousannuncia-
tors are on or off as specifiedby the checklist.For example,the LOW
FUEL L and LOW FUEL R annunciatorsshould be off while LOW
VACUUMshouldbe on. If you'veaddedfuel, you'll needto set the fuel
totalizerso that the proper amountof fuel is reflectedwhen using the
Trip Planning page and the Fuel Range Ring. To do this, press the
ENGINE and then the SYSTEMsoftkeyson the PFD. If you filled the
fuel tanks, pressthe RST USED softkey,which is the only one avail-
able on someearly versionsof the Gf 000 software.Later versionshave
additionalsoftkeysthat allow you to incrementor decrementthe total-
izer by the numberof gallonsaddedor removedfrom the tanks.
Next, you need to verify operationof the forward and aft avionics
fans, since theseare required equipment.You'll turn on the Avionics
Bus#l switchand listen for the forwardfan. Notethat you can alsoput
your hand on top of the glare shield and feel air from the fan. Then turn
off the AvionicsBus#l switch,turn on the AvionicsBus#2switch and
listen for the aft avionicsfan.
 Chapter13:Flyinga TripBehindthe G1000 20t

As part of your preflight inspection,verify that the air inlet for the
rear avionicsfan is not blockedby any object,suchas a plastic bagfor
example.Inlets are locatedon the rearbulkhead.The CL72'sinlet is in
the lowerright corner(figurel3-1), the CI82's is in the middle and the
C206's is in the upper left corner. Blockagereducesairflow to the
G1000electronicsmountedin the tailconeand could lead to overheat-
ing. Not all manufacturers'Gl000-equipped aircraft have avionics
fans,so thesestepswon't apply to all aircraft.

S t a r t i n gt h e E n g i n e
Prior to enginestart, verify that AvionicsSwitchl and Switch2are Figure13-1Be carefulnotto blockair-
both off. You'll alsomovethe STBY BATT switchto the TEST position flowto the avionicsventin the aft bulk-
head,
and hold it there for 20 secondsto verify that the green LED does not
go out. This puts a test load on the batteryto check its capacity.
Then, movethe STBY BATT switchto the ARM positionand verify
that the PFD comeson. In the ARM positionothe batteryis connected
to the Essentialsbus. Shouldthe main batterybecomefully discharged,
the standbybatterywill automaticallyprovidepowerto the Essentials
bus if it's in the ARM position(figurel3-2).
Next, look at the Engine Indication Systemon the PFD and verify
that there are no red "Xs" on any of the indicators.Then, check the
Essentialsbus voltagefor at least24 volts,the main bus for 0 volts and
the standbybatteryfor a discharge.Alsooverify that the STBY BAm
annunciatorappearson the PFD. Turn on the strobeIights (sincethese
are the anticollisionlights requiredper the KOEL),turn on both Master
switches(ALII and BAT) and, after priming, start the engine.If you
don't hearnoisefrom the fuel pumpwhile priming,you mighthaveonly
the STBY BATT switchon. If so, turn on the Masterswitches.
After enginestart,check the oil pressureand then verify that both
the main and standbybatteriesshowa positivecharge,which indicates Figure13-2The STBYBATTswitch
that the alternatoris now chargingthe batteries.Verify that the LOW staysin theARMpositionduringflight.
VOLTSannunciatoris nowoff and turn on the AvionicsBus#l and Bus
#2 switches.

Priorto Taxi
As the MFD completesits self-testo read the aircraft modelnumber
at the top of the screento verify that it matchesyour type of aircraft. It's
possiblefor an avionicstechnicianto load the wrongsoftwareinto your
G1000 during maintenance,which is why you need to check this.
Checkthe databaseexpirationdateat the bottomof the MFD screento
verify that the databasesare current. If you pressedthe ENT key before
looking for the databasedate and the MFD's openingscreenis gone,
you can go to the SystemStatuspageto find the databasedates.
Next, select the SystemStatuspage in the AUX group of pages.
Scroll with the FMS knobsso that you can seeall systemcomponents
listed on the page.Verify that there is a checkmarkunder the Status
column for every componentlisted to confirm that the entire CI000
202 MacTlescott'sG1000GlassCockpitHotdbook

systemis operatingproperly. Go to the CPS Statuspage and press the

GPSI and GPS2softkeysto verify that both GPSreceiversare receiv-
ing multiple satellites.Finally check the HSI. If a yellow "INTEG"
annunciatorappears,there aren't enoughsatellitesto performa RAIM
test and you shouldn'tuse the GPSfor primarynavigationguidance.
Next, load the appropriatefrequenciesinto your radio by using the
Airport Information page. For example, you'll first want to load the
ATIS or AWOS frequency and then load frequenciesfor clearance
delivery or groundcontrol and requesttaxi instructions.Finally, load
the tower frequency.Rememberto use this pageto savetime entering
frequenciesboth at your departureand destinationairyorts.

BeforeTakeoff
To check the flight instruments,verify that there are no red "Xs"
over any of the indicators.Nextoenter the altimetersettinginto three
places:the PFD using the BARO knob, the standbyaltimeterand the
autopilotusing the knobson the KAP 140.
Enter your first level-offaltitudein two places:the GI000 using the
ALII knobsand the autopilotusingthe KAP 140 knobs.The formersets
the cyan altitude referencebug and the altitude referencewindow
above the altimeter.The latter preselectsthe altitude at which the
autopilotwill level off and maintainaltitudewith the ALT mode.
Next, check the standbyinstrumentsto seethat they are operating
properly. Then perform the autopilot preflight and Manual Electric
Trim tests.Thesetestsrequire a numberof steps,but are essentialfor
determiningthat the autopilotand electric trim systemare performing
correctly beforetakeoff.
During the enginerunup, do the usual test of the magnetosand car-
buretorheat.When askedto check the vacuumindicator,you'll need
to look in the EIS sectionof the MFD. Note:someGlOOO-equipped air-
craft don't havea vacuumpump and others,like the Tiger AG-SB,use
a separatevacuum indicator on the instrumentpanel. Finally, you'll
check that all annunciatorson the PFD are off, check to see that the
enginedoesn'tquit whenthe throttleis retardedto idle and then return
it to 1000 rpm.

Set Avionics
Prior to takeoff,set all COM and NAV radio frequenciesthat you
can. For example, load the departure control frequency from the
Airport Information page and any VOR frequencies you may need.
AIso, set the CDI softkeyto either VOR or GPSnavigation,depending
upon which you are using.
If you're not using VOR navigation,enter your flight plan into the
GPS.It's much faster,easierand saferto do this while you're still on
the ground.After enteringall of the waypoints,scroll throughthe entire
flight plan to verify that each one was enteredcorrectly.
 Chapter13:Flyinga TripBehindthe G1000 203

Next, set the headingreferencebug to the departurerunway head-

ing. That way,you are all set to engagethe autopilot during your climb
out. Verify that the autopilot is off and preparefor takeoff.

Takeoffand Climb
After takeoff,engagethe KAP 140 autopilot after you are more than
800 feet abovethe ground.This is fairly simple to do if you remember
that you will be working your way acrossthe autopilot from left to right
and that you'll needto push at leastfour keys in the process.
First, push the AP key on the KAP I40 autopilot and verify that
ROL modeis now displayedon the top line of the display,which shows
active modes.Verify that VS is shownon the top line, indicatingthat
this mode is active and that the autopilot captured the aircraft's verti-
cal speedat the time you pressedthe AP key.
Next, pressthe HDG or NAV key dependingupon whetheryou will
steer the aircraft with the G1000'sHDG knob or have the autopilot
track the navigationsourceyou selectedon the HSI with the CDI soft-
key. If you pressthe HDG key, HDG will be displayedon the top half
of the display indicating that it's the active mode and the plane will
immediatelystarttuming to whateverheadingyou'veselectedwith the
GI000's HDG knob.
If you pressthe NAV key,NAV will appearon the KAP f40 display.
If it appearson the top line, it's becauseyou're relativelycloseto the
desiredcourseand the autopilotis now trackingthe navigationsignal.
If NAV appearson the lower half of the display,the NAV modeis armed
and will remainarmeduntil you steerthe airylane,presumablywith the
HDG mode,closeenoughto the desiredcoursefor the autopilotto cap-
ture the course.
Next, presseither the UP or DN key to display the vertical speed
that the autopilotcaptured.It's importantthat you do this, as sometimes
autopilotscapturea higher than desiredvertical speed,leading to a
nose-highattitudeand the possibilityof a stall. If you want to change
the vertical speedreference,push the UP or DN key againto change
the referencein 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 armedto level off and maintainthe altitude you preselected.
As you continueto climb, go throughyour aircraft'sclimb checklist.
At 1000 feet from your preselectedaltitude,the autopilotwill emit
a chime soundthroughthe audio panel. This is a reminderto check
that the altitude hold mode is armed.Wheneveryou 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 preselectedaltitude, verify that the autopilot
actually levels off and that ALT is now displayedon the top half of the
KAP I40 display.Altitude hold modeis now active.Then, set cruise
power,lean the engineand go throughyour cruisechecklist'
204 Macllescott'sG1000GlassCockpitHandbook

Cruise
Throughoutthe entire flight, you need to searchfor traffic visually.
The mode S transponderand optionalTAS deviceshelp you do this.
Generally,you'll leavethe MFD set on the NavigationMap page,with
TRAFFIC selectedalong with other featuresyou desire.Note that if
you have the NavigationMap zoomedout, the traffic, which only dis-
plays out to 7 miles, is tightly clusteredin the center of the screen.
Thus, wheneveryou receive a traffic alert, you may want to turn the
small FMS knob one click so you can see the dedicatedTraffic Map
page.If you leavethat pagesetfor the l2-mile range,you'll seeall data
availablefrom the modeS transponder.
During the flight, you may want to check the weatherat your desti-
nation or along your route. Tum to the WeatherData Link page, or
Airport Informationpage,and seewhetherthe weatheror the forecast
has changedsince you took off. You might also want to monitor the
ATIS of airportsen route,sincethis might give you an earlywarningof
changingweather.If you're in IMC, doing this will keep you apprised
of possible options if an electrical systemfailure or other problem
occurs.
You'll also want to enable the Fuel Range Ring or use the Trip
Planning page to monitor whether adversewinds might require an
unplannedfuel stop.Rememberthat this fuel informationwill be accu-
rate only if you corectly set the fuel totalizer beforeyou took off.

Night Flight
Any night flight brings additional risks and requires additional
planning.For example,a high percentageof night accidentsoccurdur-
ing approachand descentto the destination,since it's harder to spot
terrain.The accidentratesare highestin dark night conditionswith no
moonlight.Also cockpit lighting can be an issue.Gl000-equippedair-
craft can makecontributionsin both areas.
At night, tum downthe brightnessof the displaysso that your eyes
can betteradaptto darknessand you can seemoreoutsidethe cockpit.
The first thing you'll noticewhenyou usethe instrumentpanellighting
knobs to dim the displays is that they both dim together.However,
you'll probablywant to dim the MFD evenmorethan the PFD. To dim
it separately,pressthe MENU key on the PFD and follow the instruc-
tions in Chapter4.
When on the NavigationMap page,you may want to pressthe MAP
and TOPO softkeysto turn off the topographicalinformation, since it
adds to the overallbrightness.Don't do this, however,if you need the
topographicalinformationto enhancethe overall safetyof your flight.
One of the greatestcontributionsthat the GI000 brings to night
flight is terrain awareness. This can be activatedby pushingthe MAP
and TERRAIN softkeysfrom the NavigationMap page.Alternatively,
you can usethe TerrainProximitypagein the MAP pagegroup.During
 Chapter13:Flyinga Trip Behindthe G1000 205

the flight, makesurethat you avoid any areaspaintedin yellowor red.

I strongly urgeyou to tneterrain au)areness
capability at night, or when-
ever youoreuncertainaboutsurroundingterrain. Many fatal accidents
would be avoidedif everypilot had this capabilityand usedit.

Approach
for landing
As you approachyour destination,you'll want to prepareearly for
landing.This includesstartingyour descent,gettingthe ATIS informa-
tion and determiningyour entry into the airport traffic pattern.If you
wantthe C1000to calculatethe startof your descent,pushthe FPL key
and turn to the third pagein this group,the VerticalNavigationpage.
Setthe parametersfor your descento suchas your desireddescentrate,
final targetaltitudeand distancefrom the airport at which you'll reach
the targetaltitude.Then pressthe MENU key,select"VNAV Messages
On?" and the G1000will notify you when to start your descent.
The Airport Informationpageprovidesinformationthat you'll want
to know aboutyour destinationairport.First, useit to load the ATIS or
AWOSfrequencyinto a COM radio and pick up the currentweatheras
soonas you can. If possible,figure out from the winds which runway
you'relikely to use.AIso,notewhetherthe surfacewindsare vastlydif-
ferent from your winds aloft, which may suggestthe presenceof wind
shearand turbulence.While you'reloadingfrequenciesfrom this page,
rememberto load towerand groundfrequenciestoo.
Next, usethe map on this page,which is alwaysNorth Up, to orient
yourselffor your arrival. To do that, look at the bottomof the HSI and
determinethe directionfrom which you'rearriving.Plan your entry by
Iooking at the map and runwaysand visualizingfrom which quadrant
of the map you're arriving. After you'veplannedyour entry return to
the NavigationMap page.

[anding
Prior to landing, you'll need to disconnectthe autopilot before
descendingbelow800 feet AGL. If you'reon an instrumentapproach,
however,you can leave the autopilotengageduntil 200 feet AGL. It's
been observedin somemanufacturers'aircraft that the autopilotmay
trip off as you add the first notchof flaps,particularlyat higherspeeds.
This occurswhen pitch accelerationforcesexceed+l.4Gs or -0.6Gs
and results in a TRIM FAIL annunciatorappearingon the PFD. To
avoid this, put the first notch of flaps in slowly,or slow down before
addingthe first notch of flaps.
Once you've safely enteredthe traffic pattern, you may want to turn
off the TERRAIN softkeSparticularlyat night. Otherwise,you may get
distractedas the MFD turns completelyred during landing. You may
also want to go to the Traffic Map page and pressthe STANDBY soft-
key if you anticipatea busy traffic patternthat will continuallygener-
ate traffic alerts as you land.
206 MacTfescott'sG1000GlresCockpitHandbook

After landing, taxi off the runway, stop and go through your After -
Landing checklist using either the G1000 electronicchecklist or any
otherchecklist.Prior to shutdown,notethe tachtime in the EIS section
of the MFD. Then follow the Securingchecklistto shut downyour air-
plane.
Note that the PFD remainson after the airplaneis shut down! You
must rememberto turn the STBY BAft switch off beforeyou leave the
airplane.Otherwise,the PFD and other equipmenton the Essentials
bus will completelydischargethe standbybattery.

F l y i n gO t h e rG 10 0 0 - e q u i p p eAdi r c r a f t
The overallprocessof flying other Gl000-equippedaircraftis sim-
ilar to our descriptionof flying the CessnaI72. There are differences,
however,and we'll discusssomeof these,particularlyas they relateto
the G1000.Also, refer to the Appendix,whereyou'll find a table of dif-
ferencesamongGlO00-equippedaircraft.
First, electronicchecklistswere not shippedwith many early ver-
sionsof the GI000. Their availabilityvariesby manufacturer. Also, you
might not needto listen for avionicsfansduring the preflightas not all
manufacturersinclude these.
In someaircraftosuch as the DiamondDA40, the PFD and MFD
both comeon when you turn on the Masterswitch, so you'll see both
during enginestart. AIso, the DiamondDA40 and,DA42 don't have a -
standbybatteryfor the PFD, so you won't be testinga battery before
flight. Instead,they have a separatebattery for the standbyattitude
indicator.
One of the greatestdifferencesamongGl000-equippedaircraft is
the autopilot. Differencesexist even with aircraft using the same
autopilot.For example,early modelCessnaand Diamondaircraftwere
both equippedwith the KAP 140,but only the Diamondaircraftinclud-
ed Control Wheel Steeringcapability.And while Cessna'sKAP I40
implementationhad GPS roll steeringcapability,KAP l40-equipped
Diamond'sdid not. Integratedautopilots,suchas the GFC 700, let you
preselectthe altitude from the G1000. Describingall of the autopilot
differencesis beyond the scope of this book. You should read the
Airplane Flight ManualSupplementfor your aircraftso that you under-
standautopilotoperation.
The MooneyM20M and M20R includea separateannunciatorpanel
to display Warningand Cautionalerts.Therefore,they do not use the
Annunciatorwindowin the G1000.While the G1000 in theseaircraft
will still displaythe lowerlevel "Advisory" alertsvia the ALERTSsoft-
key, it will not displayany of the higherlevel Warningand Cautions.
However,the G1000 does include additional indicators in the
Mooneyaircraft.For example,it includesRudderTrim, ElevatorTrim
and FIap Indicators.All of theseare locatedon the MFD below the -
engineinformation.
 Chapter13:Flyinga Trip Behindthe G1000 207

The Warning and Caution alerts vary considerablyacrossaircraft.

The Appendix lists the Warningsand Cautionsthat appear in the
G1000'sAnnunciatorwindow for the different aircraft. For example,
the BeechcraftG36 includesa GEAR UP Warning,while the Diamond
DA42 includes left and right GBOX TEMP warningswhen tempera-
tures in the gearboxesexceed120'C.

Summary
Flying Gl0O0-equippedaircraft is truly enjoyable.To get the most
out of the experience,you'll wantto makesurethat you take advantage
of the many features that reduce your workload and enhanceoverall
safety.Also, it's imperativethat you read the POH and the G1000
Cockpit ReferenceGuidefor your aircraft.
If you're on the fenceand aren't surethat flying a Gl000-equipped
aircraft will make a differenceoconsiderthis. I spent over 25 years
workingin the high+echindustryand was initially skeptical,sinceI'd
seenmany casesof technologicalsolutionsthat didn't makeany addi-
tional contributiontowardsolvinga real world problem.Hence,I was
preparedto believethat this wasyet anothermisapplicationof technol-
ogy.
After the first flight, however,I wasconvincedthat beingableto avi-
ate, navigateand communicatefrom a single display makesa major
contribution to the overall easeand safetyof flying an aircraft. This fea-
ture alone would have eliminated some IFR accidentswhere pilots
were distractedby adjustingradios or the transponderand failed to
maintain the aircraft in the proper attitude.Also, the enhancedposi-
tional awareness reducesa pilot'smentalworkloadand increasessafe-
ty. Finally,havingan excellentautopilotfreesa pilot for othertasksand
makesflight in IMC morepleasant.
If you're used to flying older CessnaL72s,you'll find that not only
is the G1000a major changeo but eventhe aircrafthandlingcharacter-
istics are betterthan thoseof older aircraft.If you'relookingfor some-
thing fun and sportyto fly, try a DiamondDA40, with its outstanding
visibility and docile stall characteristics.If fast is the name of your
game,you can't beat the new Gl00O-equippedMooneys,Beechcraft
and Columbia350i and 400i. And of course,for just purefun and econ-
om5 there'sthe TigerAG-58. Regardlessof which airplaneyou choose,
you'll find that the G1000 makesa substantialpositive differencein
your flying experience.
 Chapter14:
G1000Features
Advanced

any advanced features have been released since the Garmin

Gf000 and G900X werefirst introduced.Sincemany older G1000 air-
craft have not yet upgradedto thesefeatures,and becausemany of our
readersare already familiar with the basic G1000 features,we've cho-
sento discussthesefeaturesin a new chapter,rather than integratethem
into prior chapters.Thus readersflying older G1000 aircraft can skip
this chapter, while experiencedGf000 pilots flying upgradedaircraft
will want to read it in detail.
Let's review the topics we'll cover,which are orderedsimilarly to the
chapter order of this book. There are new featuresand minor enhance-
ments to the PFD. New featuresinclude a new Current Track Bug that
makesit easyto figure out how much wind correctionyou need to track
a course.Enhancementsinclude a revised NavigationStatusbar and
new optionsfor displayingwind data.
Flight plans are enhancedwith timesavingfeaturessuch as the abil-
ity to enter waypointsinto a flight plan from lists of RecentoNearest,or
Flight PIan waypoints. Vertical navigation, in conjunction with the
autopilot'sVNV key discussedin Chapter 10, is now possibleusing
direct-to navigationor a seriesof descentaltitudesin a flight plan. Other
new featuresinclude along track offsets,parallel track and-drum roll
please-the Iong awaitedairways!
The MFD has new features and enhancements,including SafeTaxi
Diagramsthat help you find your way aroundsomeof the larger airports.
Optional electronic charts are now available for someaircrafq you can
chooseto subscribeto eitherJeppesenchartsor the governmentNACO
charts.
We'll also cover the basics of WAAS, the Wide Area Augmentation
System.These advancedGPS receivers make it possible to fly instru-
ment approacheswith ILS-like precision to hundreds of airpons in
North America. Finally, there'sa new Dead Reckoningmodethat keeps
track of your positionif the GPSfails.
210
Mar TTescott's
Figure14-l TheCurrentTrackBug,
belowthe number"7,"showsthe
groundtrack.Turningleft7'would
alignthe bugwiththe CDI needleand
compensate for the winddritt,@Garmtn
Ltd. or lE atflllates
Figure14-2Thebearingupdatesin
realtime,continuously
showingthe
groundtrackrequiredto the active
waypoint. @ GarminLtd. or iE aff,ttates
G1000GlassCockpitHandbook
There are also two new options available for purchasethrough your
avionicsshop.ADS-B is now availablethroughthe optionalGDL 90,
describedin Chapter 3. Cessnaoffers a Searchand Rescue(SAR)
option that lets searchcrewsincorporatesearchpatternsinto a flight
plan. Searchtypesinclude paralleltrack, sector,and expandingsquare
searchpatterns.
N e wP F DF e a t u r easn d E n h a n c e m e n t s
Track
Current Bug
The Current Track Bug is an extremelyuseful new feature. It's very
small and barely mentionedin the manualsoso it's possiblethat you
haven'tnoticedit. It's a small magentadiamondnearthe top of the HSI
(figure I4-l) that gives a visual representationof the TRK or ground
track formerlydisplayedin the PFD'sNavigationStatusBar. Using the
bug helps you quickly identify a headingthat exactlycompensates for
the wind so you can parallelthe desiredcourse.The CDI'sD-bar is still
usedto tell you whetheryou areto the left or right of the desiredcourse.
GPSuserslearn over time to fly whateverheadingcausesthe DTK,
or desiredgroundtrack, and TRK numbersto be identical.For exam-
ple, if the desiredtrack to your destinationis 270o, and,your TRK, the
plane'scunent track overthe ground,is 265o,thenyou needto turn the
plane 5o to the right to parallel the desiredcourse.
It's even easier to do this visually with the Cunent Track Bug.
Simply tum the plane so that the bug alignswith the headof the GPS
CDI needle.Note, however,that you don't "chaseo'the CurrentTrack
Bug as you do the CDI's D-bar. If the Current Track Bug is to the left
of the CDI needle,you needto turn to the right. The CurrentTrack Bug
will moveto the right as the aircraftturns right.
You can alsouse the CurrentTrack Bug whenflying with a VOR or
ILS needledisplayedon the CDI. GPS coursesaren't alwaysaligned
exactly with VOR and ILS courses,so the HSI's D-bar may not be
exactly correct.However,the CurrentTrack Bug should still give a very
good indication of the headingthat allows you to compensatefor the
wind whentracking a VOR or ILS course.
NavigationStatus Bar
The NavigationStatusbar has changedsignificantly.The original
format(figure4-3), containedthe activewaypoint,distanceto that way-
point, desiredtrack (DTK) to the waypointand groundtrack (TRK).
The new format showsthe Direct-tosymboland way-
point whenflying with Direct-tonavigation.When fly-
ing an activeflight plan leg, it displaysthe beginning
and ending waypointsseparatedby an arrow (figure l4-2).
The distanceto the activewaypointis still displayed,howeverDTK
and TRK are replacedwith BRG, or bearingto the active waypoint.
DTK and TRK are useful,since by flying to keep TRK closeto DTK,
you could maintaina flight path parallelto the desiredcourse.However
if you were left or right of course,these numberscouldn't guide you
 Chapter14:Advanced
G1000Features 2rl

back to the course-you'd needto referencethe D-bar to do that. Note

that DTK and TRK are availableelsewhereon the PFD. DTK is listed
in the flight plan, and the new CurrentTrack Bug is a visual represen-
tation of TRK. Also, you can set up the MFD'sNavigationStatusbar to
displayDTK and TRK.
The advantageof bearinginformationis that it providesa continu-
ous updateof the groundtrack requiredto reachthe activewaypoint.
ln a zerowind condition,flying a headingequal to BRG will take you
directly to the active waypoint. Automatic Direction Finder (ADF)
receiversalso display bearing information,and pilots familiar with
theseknow that if thereis any wind, continuallymatchingthe aircraft's
headingto BRG resultsin flying a curved path to the waypoint.The
easiestway to resolvethe wind issuewith the G900X and G1000 is to
fly a headingthat causesthe CurrentTrack Bug to remainon a course
that matchesthe BRG displayed.For example,if the BRG says326",
fly whateverheadingis requiredto makethe CurrentTrack Bug remain
at 326o.
W i n d D a t aW i n d o w
The new Wind Datawindowis an obviouschangeto the PFD. Older
G1000shave a Wind Vectorthat can be displayedon the PFD'sInset
Map and in the upperright cornerof the MFD. ThoseWind Vectorsare
still displayed,but now pilots haveadditionaloptions.
The Wind Datawindowis displayedaboveand to the left of the HSI,
just belowthe headingbox. There are three waysto
configureit. To chooseone, pressthe PFD softkey
Figure14-3Pressthe PFDandWIND
and then the WIND softkey.This brings up four new softkeys(figure softkeysto showthe fourwinddisplay
r4-3).t SoftkeyS. @G*mtn Ltd. or its affillates
Pressingthe OPTN 1 softkey brings up a box with two anows and
two numbersthat resolvethe wind vectorinto its two components(fig-
ure l4-4). The number below the vertical arrow showsthe amount of
headwindor tailwind in knots. and the numbernext to the horizontal
arrow showsthe amount of left or right crosswind.
This option is particularlyuseful for identifyingthe
crosswind componentwhile on final approach to
land.
Pressingthe OPTN 2 softkey displays a single
arrow that shows the wind direction and the total
wind velocity in knots.This is similar to the format Figure14-4Fromleftto right,Options
usedto displaywind on the MFD. It's particularlyusefulfor identifying thesamewind.
1, 2 and3 displaying
changesin wind direction and strengthand you may want to use it @ Gamin Ltd. or lE affilletes

while flying en route.

The OPTN 3 softkeycombinesthe options.It showsa singlevector
for wind direction and two numbersfor the strengthof the headwindor
tailwind and crosswindin knots. We recommendthat you alwaysdis-
play the Wind Datawindow.If you chooseto turn it off, pressthe PFD,
WIND and then the OFF softkevs.

f The Perspectivehas two wind options. SeeFigure I5-4.

212 G1000GlassCockpitHstdbook
Mar TTescott's

A l t i t u d eA l e r t i n g
Altitude alerting is associatedwith the selectedaltitude displayed
at the top of the altimeter (figure 14-43). Typically, the altitude you
selectwith the G1000'sAUI knobsis displayedwith cyanor light blue
digits on a black background.As you approachthe selectedaltitude,
you'll now get a seriesof warningsthat alert you to verify that level off
at the selectedaltitude actuallyoccurs.
When your altitudecomeswithin 1,000feet of the selectedaltitude,
the box flashesfor three secondsand then the altitude displays in
reversevideo with black text on a light blue backgroundand an aural
alert sounds.As you comewithin 200 feet of the selectedaltitude, the
text flashesfor three secondsand revertsto the original blue text on a
black background.Subsequently, if you deviatefrom that altitude by
morethan 200 feet,the digits will appearyellowon black to draw your
attentionto the deviation.
M D A / D AA l e r t i n g
The MDA/DA bug was originally offeredin Columbiaaircraft and
detailscan be found on page32. At the MDA or DA, the bug and text
turn yellow and an aural alert'oMinimums,Minimums" sounds.It's set
by pushingthe TMR/REF softkeyand enteringthe MDA or Decision
Altitude. In Columbiaaircraft,datais enteredin the BARO MIN field;
in Cessnaaircraft it's enteredin the MINIMUMS field.
R a d i oC h a n g e s
In the past,"TX" or ooRX"was displayedbetweenthe standbyand
activeCOM frequencieswhenthe radio wastransmittingor receivinga
signal.Now'oSOoo is alsodisplayedwhenthe radiosquelchis open.
Transponder
The FMS knobs can now be used to enter a transpondercode,
thoughour preferenceis still to use softkeys.To use the knobs,push
the XPDR and CODE softkeysand turn the small FMS knob to enter
the first two digits of the squawkcode.Then turn the large FMS knob
oneclick to the right, usethe small FMS knob to enterthe last two dig-
its, and pressthe ENT key.
A new GND softkeysetsthe mode-Stransponderin Groundmode
and displaysa greenGND annunciatornextto the transpondercode.In
Groundmode,modeA and C data is not transmitted,but acquisition
squittercontinues.Squitterallowsthe aircraft to be known to ground-
basedstationsand to reply to discreteModeS interrogations.
P F DD i s p l a yC h a n g e s
A numberof minor changesweremadeto the PFD. The mostimpor-
tant of theseis that the Inset Map is now displayedwhenthe G900X or
GI000 are in reversionarymode.The map appearsin the lower right
corner in the same space used when the FPL, MENU, NRST,
TMR/REF or ALERTS keys are pushed.Note that you can still push
any of these keys, however,the Inset Map will disappearand be
 Chapter14:Advanced
G1000Features 2r3

replacedby one of five windows.Pushingthe samekey a secondtime

restoresthe Inset Map.
There are two other changesrelated to the Inset Map. When
NEXRAD is selectedfor display on the Inset Map, the lettersNR, for
NEXRAD, appearin the lower right cornerof the map and age infor-
mation appearsin the upper right corner.For example,if NEXRAD
data was received3 minutesago,o'NR:3m" is displayed.Remember,
however,that NEXRAD datais alreadyat leasteight minutesold when
you receiveit. Thus in this example,the data is actually at least ll
minutesold!
When a traffic advisoryor TA occurs,the Inset Map is automatical-
ly enabledand displaysthe traffic. Now,distanceand directionto the
traffic appearin yellow at the bottomof the map. If the traffic is beyond
the Inset Map's scale and cannot be displayed,"TA OFF SCALE" Figure 14-5 The desiredcourse is 1.27
appearsat the bottomof the map. nm to the left, and the aircraftis cor-
There are two changesassociatedwith the HSI. The first is that recting toward the course. @camin Ltd.
or its affrliates
wheneverthe D-bar showsa full scale deflection,XTK and the dis-
tancefrom the courseline in nautical miles appearin the HSI (figure
l4-5). For example,in the Terminalmode, which has a full scale
deflection of I nm, as full scale deflection is reached,"XTK l.0l
NM" is displayed in magenta.Also, changing the HSI format now
requires pushing an additional softkey.After pushing the PFD soft-
key, one must now push the new HSI FRMT softkeyto reachthe 360
HSI and ARC HSI softkeys.
The softkeysfor selectingbarometricpressureunits also changed.
Formerly,you would push the PFD softkeyand then the METRIC soft-
key. Now you push the PFD softkeyand the ALI UNITS softkeyto
bring up a newlevel of softkeys.Pushingthe IN or HPA softkeysselect
barometricpressuredisplay in inches or hectopascalsrespectively.
Pushingthe METERSsoftkeychangesthe altitudedisplayfrom feet to
meters.

F t i g h tP l a n n i n g
En h a n c e m e n ts
Two new enhancementssave you time entering identifiers into a
flight plan. Othernewfeatureslet you createa verticaldescentprofile,
an along track offset,or add airwaysto a flight plan.
The first enhancementlets you choosea waypointfrom one of three
lists of waypoints:FPL (flight plan),NRST,and Recent.If the waypoint
you want is on one of theselists, you can enter it fasterwith this fea-
ture than by twistingthe FMSknobs.To usethis method,pressthe FPL
key to open the flight plan, turn the small FMS knob one click to the
right to openthe WaypointInformationwindow,and then one click to
the left to open a new window with the pull-down lists (figure 14-6)- Figure14-6Whenenteringwaypoints,
The first list shownis FPL. To accessthe NRST and Recentlists, turn twistthe smallFMSknoboneclickto
the small FMS knob. When you see the list you want, turn the large the rightandoneclickto the leftto
bringup thisshortcutscreen.
FMS knob to movethe cursordownto the list of identifiers.Then turn
@ Gamin Ltd, or its affrliates
2I4
MacTTescott's
Figure14-7ThisDirect-to windowis
setto provideverticalnavigationto the
900footMSLpatternaltitude2 miles
beforearrivingat the destination.
@ Garmin Ltd. or its affillates
Figure14-8Pressing key
the Direct-to
andthe MENUkeygivesyouthe
optionof clearingverticalconstraints.
@ Garmin Ltd. or its affrliates
G1000GlassCockpitHadbook
either FMS knob to highlight an identifier on the list. Pressthe ENT
key twice to add the identifier to the flight plan.
Anotherchangeis that when you pressthe FPL ke5 a flashingcur-
sor is alreadypresent.Previouslyafterpushingthe FPL key,you need-
ed to push the FMS knob to get a cursor,so this changesavesa step'
Notethat in the pastthe cursorcameon at the end of the flight plan. It
now comeson highlightingthe activewaypoint.
Direct-toVertical Navigation
Vertical flight planning to managedescentsis now available. The
Direct-tokey on eitherthe PFD or MFD can be usedto createan altitude
constraintif you're referencingjust a single waypointfor your descent.
This can be used,for example,to commandan aircraftto crossa walpoint
at a certainaltitudeor to arriveat pattemaltitudea mile or twofrom a des-
tination airport using the autopilot'sVNV key, describedin Chapter10.
Vertical Navigationusing multiple dtitude constraintsis also available
usingthe MFD'sFPL key,and we describethat later in this section.
To create an altitude constraintfor a single waypoint,press the
Direct-tokey on either the PFD or MFD. Enter the waypointusing the
FMS knobsand scroll with the largeFMS knob to the ALT field (figure
l4-7). Use the large and small FMS knobs to enter an altitude and
pressthe ENT key. Then use the small FMS knob to select MSL or
AGL, and pressthe ENT key. For example,if you'veentered1000feet
and selectAGL, guidancewill be providedto 1000 feet abovethe air-
port'sfield elevation.
Finally, use the small FMS knob to enter a negativenumberin the
OFFSETfield and pressthe ENT key. This createsa targetlocation,
somenumber of miles beforethe direct-to waypoint,to which you'll
descend.If you want to descendto a locationbeyonda waypoint,use
the Along Track Offsets.
The Direct-tokey can also be used to createan altitude constraint
in conjunctionwith a waypointalreadyloadedin a flight plan.This cre-
atesa descentpath from an aircraft'scurrent altitude to the waypoint
altitude. It also removesany altitude constraintsin the flight plan for
waypointsprior to the direct-towaypoint.Altitude constraintsafter the
direct-to waypointare retained.To use it, highlight a waypointin the
active flight plan, push the Direct-to key scroll to enter the altitude
constraint,AGL or MSL, any offsetdistance,and pressthe ENT key.
The verticalconstraintportionof Direct-tonavigationcanbe cancelled
separately,while still retainingDirect-tocourseguidance.To clear a ver-
tical constraint,pressthe Direct-tokey and the MENU key (figure t4-8).
Scroll to highlight "Clear VerticalConstraints"and pressthe ENT key.
V e r t i c a lF l i g h t P l a n s
The MFD's Flight PIan group now has two pagesinsteadof three.
The third page, originally used for Vertical Navigation,is combined
with the Active Flight Plan on pageone. The secondpage,the Flight
Plan Catalogpage,remainsunchanged.All verticalnavigationis done
 G1000Features
Chapter14:Advanced 2r5

from the MFD's Active Flight PIan

page,or with the Direct-tokey. Figure14-9The VNV Direct-tosoftkey
Entering a vertical flight plan is relatively easy. In addition to letsyou initiateverticaldescentguid-
addingwaypointsto the Active Flight PIanpage,usethe FMS knobsto ance immediately. @GarminLtd.or iE affiti-
enteraltitudeson the sameline with eachcorresponding waypoint.The ates

GFC 700 autopilot'svertical navigationfunction, enabled with the

VNV key,can then follow a flight plan'sdescentprofile; it cannotcom-
mand a climb. There are severalnuancesto properly using the VNV
key, so you'll want to read Chapter l0 carefully.
Once you'veenteredall of the altitude constraintsin a flight plan,
you can easily referenceany of thesealtitudesfor a descentwithout
affectinglateral guidanceto any intermediatewaypointsin the flight
Figure14-10Inthiscase,KADSwas
plan. From the MFD'sActive Flight PIan page,pressthe VNV Direct- eitherthe nextwaypointwitha valid
to softkey(figurel4-9) to initiate verticaldescentguidance.This opens altitude,or the waypointhighlighted
a new windowaskingif you'd like to activatedescentguidance(figure beforepressingthe VNVDirect-to soft-
14-10).If you didn't highlighta waypoint,the windowchoosesthe next key. @Garmin Ltd. or iE etfiliates

valid altitude shownin light blue text in the flight plan. Alternatively,
if you highlighteda subsequentwaypointor altitude prior to pushing
5,0U ft
StayAToTABOVE
the VNV Direct-to softkey that altitude is referenced.Pressingthe
ENT key confirmsactivationand immediatelyactivatesdescentguid-
2,3Nft
StayAT
ance.
When an anival or approachprocedureis addedto a flight plan, the
]0@ ft
StayATor BELOW
Gf000 includesany altitudesthat can be retrievedfrom its database.It
ooExpectto crossat" altitudesare not in
only contains"Crossat" altitudes; are shown
Figure14-11Restrictions
the database,but can be enteredmanually.Someof thesealtitudeshave with barsaboveand/orbelowan alti-
restrictions,such as cross "At" or "At or below" the altitude. These tUde. O GarminLU,.or tE elfrtietes

restrictionsare indicatedbv bars addedaboveand,/orbelowthe altitudes

(figureI4-tt).
Differenttypesof text are used in the altitude col-
umn of the Active Flight Plan to indicate how each
altitude is treated (figure I4-L2). Large blue altitudes
enteredby the pilot and small blue altitudes,retrieved Large\Mite
from the system'sdatabase,are usedto determinever- Text
tical speedor providedeviationguidance.Largewhite SmallLight
altitudesare the system'sestimateof the aircraft'salti- BlueText
tude and are not used for vertical guidance.Small
white altitudesare publishedin the system'sdatabase
Small\Mtite
but are not being used for vertical guidance.Light Textwith
blue halftone text (not shown)cannot be used for ver- Altitude
bars
Restriction
tical guidance.
After enteringaltitudesin the flight plan, you must
enablea descentprofile,which is the rate at which the
descentswill occur.To do this from the Active Flight Plan page,push Figure14-12Whitealtitudesare sys-
the ENBL VNV softkey(figure 14-13),or pressthe MENU key, scroll tem estimates altitude;
of the aircraft's
to highlight "Enable VNV," and pressthe ENT key.This populatesthe bluealtitudesare used for vertical
guidance. @GarminLtd.ot iE affiliates
Current VNV Profile window of the flight plan (figure l4-I4) with a
216 Machescott'sG1000GlassCoclqitHadbook
Figurc14-13Pushthe ENBLVNV
softkeyto entera descentrate.
@ Gamin Ltd. or its affrliates
Figure14-14The FlightPlanAngle
(FPA)defaultsto -2.5',or youcan
specitya ditferentFPAor Vertical
SpeedTarget(VSTGT).@carmin Ltd.or
iE aftiliates
Figure14-15Youcandisablethe verti-
cal flightplanfromtheActiveFlight
Planpageby pressingthe MENUkey
and scrollingto "CancelVNV."o carm,':n
Ltd. or its afliliates
Flight PIan Angle (FPA) of -2.5o
and a Vertical Speed Target (VS
TGT) of the number of feet per minute required to achieve a 2.5o
descentangleat your presentgroundspeed.For example,if you were
flying at a groundspeedof 100 knots, a descentangleof -2.5" corre-
spondsto a VS TGT of -442 fpm.
You can fly a differentdescentprofile by scrolling
with the large FMS knob to highlight and enter data
in the VS TGT or FPA field. You can also move the
cursor to the VS TGT field by pressingthe VNV
PROFsoftkey(figurel4-9), or by pressingthe MENU
k"y, scrolling to highlight "Select VNV Profile
Window,"and pressingthe ENT key. Use the small FMS knob to set a
VS TGT,suchas -500 feet per minute,and pressthe ENT key. If you'd
preferto descendat a specificangle,scroll to the FPA field and usethe
small FMS knob to selectan angle,for example-3o,and pressthe ENT
k"y.
You can disablethe verticalflight plan from the Active Flight Plan
pageby pushingthe CNCL VNV softkey(figure I4-9) or by pressing
the MENU key, scrollingto highlight "CancelVNV," and pressingthe
ENT key (figure l4-f5). This clearsthe Cunent VNV Profile window
and placesdashesin all datafields. It alsoremovesthe vertical devia-
tion and VS requiredindicatorsfrom the PFD (figure 10-14).
Along Track Offsets
Along Track Offsetsis a new featurethat lets you take an existing
waypointin a flight plan and createa new waypointadjacentto it, but
offsetby the numberof milesyou specify.The newwaypointcan be off-
set beforethe original waypointif a negativenumber is specified,or
after it if a positivenumberis entered.You might use this function in
combinationwith a vertical flight plan if, for example,you wish to
descendto the traffic patternaltitude two miles beforean airport. Offset
waypointsare neither permitted after the final approachfix of an
approachnor beyondthe last waypointin a flight plan.
To createan along track offsetfrom the PFD or MFD, pressthe FPL
key, highlight an existing waypoint,press the MENU key, scroll to
ooCreate ATK OffsetWaypoint"and pressthe ENT key. Then turn the
small FMS knob to enter a positive or negativenumber of miles and
pressthe ENT key. Orofrom the MFD's activeflight plan, highlight an
identifier and pressthe ATK OFSTsoftkey.Usethe small FMS knob to
enter a positiveor negativenumberof miles and pressthe ENT key. A
new waypointnameis createdusing the sameidentifier namewith the
numberof nauticalmiles it's offset.
Thereare a few caveatsfor any vertical navigationand alongtrack off-
sets.First, you are still responsiblefor temainand obstacleclearanceat
all times. For example,if there'sa hill near your destination,setting an
along track offset to arrive at pattern altitude prior to the airport may
 G1000Features
Chapter14:Advanced 2t7

descendyou into terrain. Ideally, thesefeaturesshould be programmed

while on the groundor at a safealtitude.In somecases,it will makemore
ooheadsdown" to pro-
senseto manually fly the aircraft, rather than go
gram a featurein a busy environmentor closeto your destination.
ParallelTrack
The Parallel Track function createsa course parallel to the flight
plan but offsetfrom that courseby as little as I nm or as much 99 nm.
Its only practicaluse of which we are awareis to allow pilots to fly to
the left or right of center of an airway,presumablyto avoid other traffic Figure14-16Don'tusethe parallel
on the airway.However,this is counter to FAA recommendations to trackfunctionto fly offsetfromthe cen-
fly the center of airways.That'sbecause the obstacle clear- ter of an airway.@Garmln Ltd.or ltsaffrll-
always on
etes
ance(thenumberof feet of protectiona pilot hasfrom the rocks)for air-
waysis predicatedupon pilots flying on their center.Failure to do so
could result in a CFIT (controlledflight into terrain)accident.Hence,
we discourageusing this function for the puryoseof flying offsetfrom
the center of an airway.
Creatinga paralleltrack is easy.Fromthe flight plan page,pressthe
MENU key, scroll to ooParallel Track" and pressthe ENT key. In the
Parallel Track window (figure 14-16), turn the small FMS knob to
select"Right" or "Leftooof track and pressthe ENT key. In the DIS-
TANCE field, turn the small FMS knob to selectthe numberof miles to
offset the parallel track from the flight plan and press the ENT key.
"ACTIVATEPARALLEL TRACK?" is nowhighlighted.Pressthe ENT
key to confirm.
On the PFD and MFD maps,new courselines parallel to the flight
plan coursesare displayed.The courseline parallelto the activeleg in
the flight plan is magentaand courseguidancealongthis leg is provid-
ed to the autopilot.In the flight plan, "-p" it addedto the end of each
waypointidentifier to signify that a parallel track is active.To cancel
'oParallelTrack" and
the parallel track, pressthe MENU key, scroll to
pressthe ENT key."CANCEL PARALLEL TRACK?" is nowhighlight-
ed. Pressthe ENT key to confirm.
There are a numberof limitations to the use of a parallel track. First,
you must have an activeflight plan or be using the Direct-tofunction
to fly to a waypoint.Onceenabled,the paralleltrack is cancelledif you
subsequentlyuse the Direct-to key, Ioad an approachor holding pat-
tern. AIso, coursechangesof greaterthan l20o and edits to the active
leg of the flight plan will cancelthe parallel course.Finally, a parallel
track is not savedwhena flight plan is storedin the flight plan catalog.

Airways
Airways 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
218
Mar Tfescott's
Figurc14-17Pressthe MAPandAIR-
WAYSsoftkeysto choosewhichair-
ways to display. @ GarminLtd.or iE effrti-
ates
Figure14-18Pressthe MENUkey,
select"MapSetup,"andchoosethe
groupto configure
"Ainivays" the maxi-
mummaprangeat whichainntays are
displayed. @GarminLtd.or its alfitiates
Figure14-19Fromthe PFDor MFD,
pressthe MENUkeyandselect"Load
Airway"to beginaddingan airwayto a
ffight plan. @GarminLtd.or its affrtiates
G1000GlassCockpitHotdbook
Iet pilots add them to flight plans.This simplifiesthe
work of loadingand flying an IFR flight plan.
The most commonairwaysare low altitude Victor airwaysand high
altitude Jet Routes.Both are definedwith VORs and fixes. Five letter
identifiersare used to namefixes, often locatedat the intersectionof
radialsfrom two or moreVORs. Victor airways,with nameslike V334,
exist from 1200feet ACL up to 18,000feet MSL, and Jet Routes,with
nameslike JII0, are above18,000feet MSL.
Q-routesand T-routes,relatively new types of airwaysdefined by
GPSwaypointso are alsoavailablein the G900Xand G1000.They were
createdto handlethe increasingdensityof air traffic and to take advan-
tageof the widespreadavailability of GPS.T-routesare low altitude air-
waysand Q-routesare high altitude airways.
D i s p l a y i n gA i r w a y so n t h e M F D
Airwaysare only displayedon the MFD, sincethe PFD Inset Map is
small.The easiestway to displaythem is to push the MFD'sMAP soft-
key,which bringsup a secondlevel of softkeys(figurel4-I7) that now
includesan AIRWAYSsoftkey.Pushingthis softkeycyclesthe display
throughfour states,and the softkeylabel changesto indicatethe cur-
rent state.The softkeylabelsand their statesare:
o AIRV/AYS- Airwaysnot displayed.
. AIRWY ON - All airwaysdisplayed.
. AIRWY LO - Victor airwaysand T-routesdisplayed.
. AIRWY HI - Jet Routesand Q-routesdisplayed.
You can also selectthe maximummap rangeat which airwaysare
displayedusing a new screenunder the MFD's Map Setup.Push the
MENU key, Map Setupshouldbe highlighted,and pressthe ENT key.
In the GROUPfield, scroll with the small FMS knob to select AIR-
WAYSand pressthe ENT key.Scrollwith the largeFMS knob to select
the LO AUI AIRWAY or HI ALT AIRWAY field and then turn the small
FMS knob to selectthe maximummap rangeat which the airwayswill
still be displayed(figure14-18).Notethat you can alsousethis screen
to selectwhich airwaysare displayed,thoughit's probablyeasierto use
the AIRWAYSsoftkeydescribedabove.However,if you chooseto use
this screen,scroll to the AIRU/AYSfield and use the small FMS knob
to selectone of the four choices.
LoadingAirways into a Flight Plan
Airwayscan be loadedfrom eitherthe PFD or MFD, thoughyou may
preferto do it from the MFD, sincethe systemgraphicallydisplaysthe
airwaysand fixes as you scroll throughchoices.Also, notethat the air-
way displayand flight plan functionsare separate,so you can load air-
waysregardlessof whetherthey are displayedon the MFD. Finally, we
recommendthat you first load any Departure Procedureand Arrival
Procedure before you load an airwaS as this helps the G900X and
Gf000 recommendthe correctairwaysand exit points.
 G1000Features
14:Advanced

To load an airway,you need to press the FPL key to display the

activeflight plan. Then choosethe airwayinsertionpoint as you would
for any waypointinsertion,by scrolling with the large FMS knob to
highlight the waypointthat will comeafter the airway.From either the
PFD or MFD, pressthe MENU key, scroll to highlight "Load Airway"
and press the ENT key (figure 14-19).There is a shortcutwhich is
faster,but it works only on the MFD. Onceyou'veselectedthe airway
insertionpoint, insteadof pressingthe 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 selectan airwayfrom the pull-downlist and pressthe ENT key. Figure14-20UseeitherFMSknobto
sefect an airway. @Gamin Ltd.or iE affiliaf.€s
Then use either FMS knob to selectthe waypointfrom which you will
exit the airway and pressthe ENT key (figure L4-2I). Note that as you
scroll through the lists of airwaysand exit points, the MFD map is
updatedto showthe currentselection.Also, a previewlist, to the right
of the airwayand exit pull-downlists, showsthe bearingsand distances
for the airway segments.Finally, "LOAD?" should be highlighted.
Pressthe ENT key to confirm and load the airwayinto the flight plan'
Note that the Load Airway menuselectionwill not appearif a valid
airwayinsertionpoint wasn'thighlighted.This occursif:
. No waypointwas highlightedwith the cursor'
. The first waypointin the flight plan was selected'
o There are no airways in the databasefor the waypoint selected.
. The waypoint selected is on an arrival or an approach procedure. Figure14-21Youmustselectthe way-
pointfromwhichyouwillexitan air-
It is acceptable to insert an airway when highlighting a waypoint on Way. @ Gamin Ltd. or lts affiliates
a departureprocedureor anotherairway.
Displayof Airwaysin a FlightPlan
Lookingat the MFDflight plan,you'll nowseea
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 word
o'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- Figure 14-2Io delete an airwaY'
points along an airway.It showsbeginningand end points and way- highlightthe white airway identifierand
press the CLR and ENT keYs.@Garmin
pointsthat defineturns alongthe airway.Otherintermediatewaypoints
Ltd. or its affiliates
along straight legs of an airway are not shown'You can howevermanu-
ally i"nsertu"y of thesemissingwaypoints.You might chooseto do this
220
Figure14-23Toinserta waypointin
an airway,scrollto highlight
theway-
pointafterthe newwaypoint, turnthe
smallFMSknobto the left.andscroll
to select a waypoint. @ GarminLtd. or its
affiliates
Figure14-24Here,the Navigation
Mapis set to the 3000footrangeto
get a goodviewof the SafeTaxi
dia-
gfam. @Garmin Ltd. or its affiliates
Mar kescott'sG1000GlassCockpitHandbook
yourdistance
to makeit easierto determine to a fix, or to provideaddi-
tional referencesifyou're later givenvectors.
To insertan additionalwaypointwithin an airway,scroll to highlight
the waypointafter the missingwaypointand turn the small FMS one
click to the left. This bringsup a new windowwith the word "Airway"
(figure 14-23). Scroll with the large FMS knob to select the desired
waypointand pressthe ENT key twice. The new waypointis now dis-
playedin the flight plan. Youcan alsoinserta waypointthat'snot along
an airway.If you do that, the G1000and G900X breakthe airwayinto
two segments.
If there is a long list of waypointsdisplayedin your flight plan, you
may want to collapseairways,so that you see only two lines for each
airway:a revisedwhite airwayheaderthat includes"(collapsed)"and
the exit waypoint.To do this while viewingthe activeflight plan page
on either the PFD or MFD, press the MENU ke5 scroll to select
"CollapseAirways" and pressthe ENT key. Note that the Flight Plan
alwaysdisplays three waypoints:the From, To and Next waypoints.
Hence,the airwayon which youorelocatedis automaticallyexpanded
to showthesepoints.Youcan alsomanuallyexpandall airwaysto show
all waypointsby pressingthe MENU key, scrollingto select"Expand
Airways'oand pressingthe ENT key.
Here are a few other considerations when using airways.Someair-
ways are one-way,howeverthe G900X and G1000 do not have the
capabilityto indicatethis. Also, flight planswith airwayscan be saved.
However,when the GPSdatabaseis later updated,the airwaymay be
deletedfrom the flight plan. This can occur if the new databaseno
Iongercontainsthe airwayentry or exit waypointsor the airwayidenti-
fier. Finally, in the unlikely eventthat there is not enoughroom in a
flight plan to insertan airway,"Flight Plan is full. Removeunnecessary
waypoints"is displayed.
M F DC h a n g e s
The 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.
SafeTaxi
GPS technologymakesit easyto navigatethe skies. So easy that
sometimesthe biggestchallengeon a flight is trying to taxi at an unfa-
miliar airport.If you'veflown into a large metropolitanairportwith its
labyrinth of runwaysand taxiways,particularly at night, you under-
stand.Garmin'snew SafeTaxitakesa quantumleap forwardin solving
this problem.
SafeTaxiis a set of more than 700 diagramsfor U.S. airports.The
talented staff at Garmin uses data from the FAA's Safe Flight 2l pro-
gramand the governmentNACO instrumentchartsto createthesedia-
grams.Bestof all, the G1000 placesa movingairplanesymbolon the
 Chapter14:Advanced
G1000Features 22t

map, so you can instantly identify your positionon the ailport (figure
14-24).
The diagramsshowlots of detail.As you might expect,they include
runwaysand taxiwaysand showthe numbersand lettersusedto iden-
tify them. They also display many landmarksincluding ramps,build-
ings,FBOs,and controltowers.To seethis level of detail,you may have
to zoomin using the GI000's Rangeknob.
Finding the SafeTaxidiagramsis easy.They are available on virtu-
ally every Gf000 and G900X map that includesan airport,including
the PFD's Inset Map and the MFD's NavigationMap, WeatherData
Link, and Trip Planningpagesand pagesin the Waypointand Nearest
page$oups. To seethe SafeTaxidiagramon one of thesepages,simply
zoomin using the Rangeknob.
SafeTaxidiagramsare configuredin the sameway as other map fea-
tures by settingthe maximummap rangeat which the diagramsstill
appear.To do this, pressthe MFD'sMENU key."Map Setup"shouldbe
highlighted,sojust pressthe ENT key.Then turn the small FMS knob
to selectthe "Aviation" group and pressthe ENT key. Scroll with the Figure14-25Pressthe MENUkey,
Iarge FMS knob to highlight "SAFETAXI" and turn the small FMS select"MapSetup,"andchoosethe
knob to selectthe map rangeabovewhich SafeTaxidiagramswill no "Aimtays"groupto set the maprange
longer be displayed (figure 14-25). When I set map features,I usually beyondwhichSafeTaxidiagrams are
selectthe highestmap rangeavailable,which in this caseis the 20- no longerdisplayed.
@Garmin Ltd.or its
affiliates
nautical mile range. Finish by pressingthe ENT key and the FMS
knob.
Note that the DCUIR softkey affects the amount of SafeTaxiinfor-
mation displayedon the PFD's Inset Map and the MFD's Navigation
Map page.SafeTaxidiagramlabels are removedwhen the DCLIR-I
softkey is displayedand SafeTaxidiagramsare removedentirely when
the DCUIR-3 softkeyis displayed.
SafeTaxidiagramsare storedon the new,Iarger2 GigabyteSD mem-
ory cardsthat also storethe temain,obstaclesand FliteChartsdatabases.
Theseare the cardslocatedin the lower of the two memorycard slotsin
the PFD and MFD. Theymustremainin the slotswhenusingthe G1000,
since the data from them is not downloadedinto the system.Pull the
cards,and you'll lose SafeTiaxi,temaindata and other information.
The SafeTaxidatabaseis updatedfor a subscriptionfee on a 56-day
cycle. You can tell whetherthe databaseis current by looking at the
MFD'sstartuppage(figureL4-26).After the MFD is cycledbeyondthis
page,you can still accessthe expirationinformationby going to the
SystemStatuspagein the Auxiliary pagegroup.
Just becauseyou have SafeTaxiand possiblyother chartsin elec-
tronic form, it doesn'ttotally precludethe need to carry paper charts
with you. You can find more information about this in the FAA's
Advisory Circular AC-I20-76A, Guidelines for the Certification, Figure14-26Uponpowerup,the new
Airworthinessoand OperationalApproval of Electronic Flight Bag MFD"splashscreen"showsexpiration
ComputingDevices.Nonetheless, whenyou useSafeTaxi,you mayfind withoutscrolling.
datesimmediately
@ Garmin Ltd. or its affiliates
that taxiing aroundthe airport is now the easiestpart of your flight!
222 Mar Tlescott'sG1000GlassCockpitHandbook

ActiveFlightPlanChanges
The MFD's activeflight plan is enlargedto use half of the display.
In addition,a new VIEW softkeybringsup an additionallayer of soft-
keys that allow you to modify the flight plan (figure 14-27).Pressingthe
WIDE softkeyexpandsthe activeflight plan to the full width of the dis-
play and compressesthe map to the lower left corner. Pressing the
NARROW softkeyrestoresthe flight plan to the previousview.
The "ChangeFields" Menu optionis no longeravailable.This com-
mand previouslylet pilots selectthe fields displayedin flight plans.
The only choiceavailablenow is the CUM softkey,which changesthe
distancesin the flight plan to cumulativedistances.We recommend
you usethis settingwhenflying instrumentapproach-
Figure14-27Pressthe CUMsoftkeY
es, particularly into non-toweredor non-radarair-
to your
distances
to seecumulative ports, to make it easier to announceyour total distance from the airport.
destination. @ GarmtnLtd,or its aff,liates Pressing the LEG-LEG softkey returns the flight plan to displaying dis-
tances for each leg.

Figure14-28Pressthe MENUkey,
select"MapSetup,"andchoosethe
"Map"groupto configure
Auto-Zoom
options. @ Gamin Ltc!. or its effitiates
MFDMapSetup
There are also changesto the MFD's Map Setup.First, under the
ooAirways,"
Group field, you'll find an additional choice called
describedearlier.In the Map group,there are severalchanges.In the
AUTO ZOOM field, there are nowfour choicesthat are self-explanato-
ry: Off, MFD Only, PFD Only, and All On (figure 14-28).
Indentedbelow this are three new fields: MAX LOOK FWD, MIN
LOOK FWD, and TIME OUT. These let you adjust parametersthat
control auto-zoom.Previously,the auto-zoomfeature kept the active
waypointdisplayedwhile progressivelyzoomingthe map to lower and
lower rangesas you approacheda waypoint,stoppingat the I.5 nm
range.Theserangechangesoccurredfrequentlyas you approacheda
waypointand wereso annoyingthat somepilots left auto-zoomoff. The
new parametersmake auto-zoommoreuseful and, since they'rebased
on time ratherthan distance,the featureworksequallywell for slower
aircraft and VlJs.
The first two fields adjustthe maximumand minimumrangesused,
baseduponthe distancebetweenthe centerof the map (or from the air-
plane symbolwhen in the North Up orientation)to the top of the dis-
play and the groundspeed of the aircraft.The maximumfield can be set
from 0 ro 999 minutes.For example,if you set a MAX LOOK FWD
time of 5 minutes and are in an aircraft traveling at 120 kts, or 2
nm./minute,then the aircraft will travel l0 nm in 5 minutes.To show
the distanceyou'll travel in 5 minutesin the top half of the map, auto-
zoomusesa maximummap rangeof 20 nm. If the field is set to zero,
auto-zoomusesa maximumrangeof 2000 nm.
The MIN LOOK FWD field can be set from 0 to 99 minutes.Using
our example,when this field is set to I minute,for an aircrafttraveling
at 120 kts, or 2 nm/minute,auto-zoomusesa minimummap rangeof 4
nm. If the field is set to zero,anrro-zoom usesa minimum rangeof 1.5
 Chapter14:AdvancedG1000Features 223

nm. You can alwaysoverrideauto-zoomby manuallyselectinga map

rangeusingthe Rangeknob.If you do, auto-zoomwill not resumemak-
ing changesfor at least the numberof minutesset in the TIME OUT
field. That field can be set from 0 to 99 minutes.
Another change to the Map group is that the length of the Track
Vectorcan be changed.Formerly,its length was fixed at one minute.
Nowousing Map Setup,you can choosea Track Vectoras short as 20
secondsor as long as 20 minutes.
In the WeatherGroup, the field formerly labeled CELL MOVE-
MENT is now labeledNEXRD CELL MOV.In the AviationGroup,the
field formerly labeled OTHER AIRSPACE is now labeled
OTHER/ADIZ andthere'sa new field labeled TFR. In the Land Group
there'sa new field labeledRAILROAD.
M A P G r o u pC h a n g e s
. GPS course lines and the destination airport were originally
shownonly on the NavigationMap page.Now thesecan also be
viewed 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 a
Honeywell TAS, a TEST softkey generatesa test display with
examples of each type of traffic symbol and generatesa "TAS
SystemTestOK" aural alert.
o On the WeatherDataLink page,panningthe map pointerdisplays
cloud top altitude information.
. The TAWS Map page has a new INHIBIT softkeyfor inhibiting
TAWS-Baural alerts.There is also a new MENU key option for
"Show Aviation Data" which alternateswith "Hide Aviation
Data."
WPTGroupChanges
o SomeAirport InformationpageMENU key optionsare renamed.
Selectionsfor anival, approach,and weatherpagespreviously
usedthe formatooView Arrival.o'Theseselectionsnow use the for-
mat "Show Arrival Page."
o On the User WaypointInformationpage,the MENU key selection
ooViewRecentUser WPT List" no longerexists.
AUXGroupChanges
o The SystemStatuspagehas new ANN TEST and ARFRM soft-
keys. When the former is pressed,it causesthe annunciatorsto
light on the audio panel. The latter softkey selects the AIR-
FRAME windowfor scrolling.
o On the GPS Statuspageothe SatelliteStatuspage has changed.
EPE, DOP,and HUL are no longershownand are replacedwith
EPU, HDOP, HFOM, and VFOM. There are two new softkeys
o'D"
RAIM and SBAS that alternatewith each other.The letter
224 G1000GlassCockpitHandbook
MacTfescott's

appears at the bottom of the vertical bars for each satellite for
which V/AAScorrectiondata is available.
The SBAS (Satellite-BasedAugmentationSystem)softkey lets
you deselectU/AASreception,which may improveGPSperform-
ance when flying outside of the U/AAS coveragearea (most of
North America),such as when flying over the ocean.To deselect
U/AAS,push the SBAS softkey,push the FMS knob to highlight
WAAS,and pressthe ENT key.
. On the SystemSetuppage,TAS is an additionalchoicefor dis-
play on the MFD NavigationStatusbar. There is a new DFUIS
softkey.You can no longerchangethe map datum.The ILS CDI
CAPIURE choice is gone (CDI selection is automatic).For
WAAS-capablesystems,in the GPS CDI SELECTEDfield, the
5.0 nm choiceis replacedwith 2.0 nm, the WAASCDI sensitivi-
ty in the enroutemode.
UnderDISPLAYUNITS,the NAV ANGLE choicesincludeMAG-
NETIC("), but no longer include AUTO. The PRESSfield is
deletedand a new WEIGHT field has beenadded.
. A LOCK softkey on the XM Informationpage savesGDL 69A
activationdatawhenthe XM serviceis configured.It's not usedfor
normal operation,but there are no adverseeffectsif it's pushed.
Thereare newfields for AUDIO SIGNAL STRENGTHand DATA
SIGNAL STRENGTH
. On the SystemStatuspage,under DATABASE,there are new
fields for versionoregion and expirationinformationfor SAFE-
TAXI and CHARTS.
N R S TG r o u pC h a n g e s
o On the NearestAirportspage,in the APPROACHESwindow,the
nameof approachesare now prefixedwith the identifier for the
associatedairport.

E l e c t r o n iC
c harts
Instrumentpilots needchartsto fly IFR. For long trips that means
carryingpoundsof paper,muchof which is neverused.Pilotsnowhave
the option,for an additionalfee, to display IFR chartson the GI000.
Furthermorethey havetwo choices:Jeppesencharts,calledChartView,
or governmentNACO charts, purchased through Garmin, called
FliteCharts. At this writing, the Jeppesensubscriptionsare more
expensivebut are updatedmore frequently,contain someadditional
chart typesoutlined below,displaylocal airport NOTAMs,and super-
impose an aircraft symbol on charts to show your position. NACO
chans don't showaircraft position,but of courseyou can find that on
any GI000 map page.
While it's legal to have only electronicchartsin an aircraft, savvy
pilots may want paper versions as well for at least two reasons.
Foremostis redundancy.In the eventof an electricalsystemfailure and
a subsequentdraining of the main battery electroniccharts become
 Chapter14:Advanced
G1000Features 225

inaccessible,since the standbybatterypowersonly the PFD, not the

MFD wherechartsare located.Also, somepilots may preferto have a
paper copy in front of them evenwhen using electroniccharts.That's
becauseif you want a singlepiece of information,it's sometimefaster
to glanceat a paper chart, than to push softkeysor pan with the joy-
stick.
Mostof the featuresand softkeysusedto accesschartsare the same
for both chart options.Thereforewe'll describetheir use simultaneous-
ly, noting any differences. As always, refer to your Aircraft Flight
Manual as the final authority on operatingthe G1000's electronic
charts.
There are severalways to accesscharts.The easiestis to let the
Gf000 choosea default chart. Anotherway is to use the softkeysand
FMS knobs to choosea chart yourself,thoughit requiresmore steps.
Finally, if you start with the default chart, but it's not the one you need,
you can still manuallyselectany chart.We'll talk first aboutthe chart
defaults.
Electron
ic ChartDefaults
Chansare alwaysselectedfrom oneof the followingMFD pages:the
NavigationMap page, Active Flight Plan page, or NearestAirports
page.From any of thesepages,pressthe SHW CHRT softkey,to dis-
play a chart,whetheryou'reusingthe defaultchart or manuallyselect-
ing a chart.Alternatively,pressthe MENU key, scroll to "ShowChart"
and pressthe ENT key. Generally,you'll fly with an activeflight plan
or a direct-todestination,and thesewill determinewhich defaultchan
is presented.If, however,you don't have an active flight plan, the
GI000 defaults to the Airport Diagram (figure 14-29) if you're on the
ground,or to the Airport Diagramof the nearestairport if you're in the
air.
If you havean activeflight plan, the defaultchart
presentedwhen the SHW CHRT softkeyis pushed
changes depending on whether you're on the
ground or which waypoint is active in the flight
plan. If you're on the ground, the systemalways
defaults to the Airport Diagram,even if you have
an active waypoint. Once the aircraft takes off
however,the default becomesthe chart appropri-
ate for the active waypointin your flight plan. For
exampleoif you have a departureprocedureloaded
and the active waypointis part of that procedure,
the default is the chart for that departureproce-
dure. Likewise, if you have an arrival procedure
loaded and the active waypointis part of that pro-
cedure, the default is the chart for that anival procedure. Finally if the Figure 14-29Withoutan activeflight
active waypoint is part of an instrument procedure you've loaded, the chartsdefaultto the
plan,electronic
AirportDiagram'@GarminLtd'or itsarfiti-
default is the chart for that instrument procedure. Note that when an en
etes
226
Figure14-30Pressing the SHWCHRT
softkeybringsup thesenewsoftkeys.
@ Garmin Ltd. or its aftiliates
Figurc14-31Select"ViewDestination
Airport"to forceelectronic
chartsto
defaultto the destination
airport.
@ Garmin Ltd. or its affrtiates
Figure14-32Pushthe FULLSCNand
thenthe FITWDTHsoftkeysto maxi-
mizethe chartwidth.@Garmin
Ltd.or its
affiliates
Mac Tfescott'sG1000GlassCockpitHotdbook
route waypoint,such as a VOR, is
the activewaypoint,the G1000 doesn'thavea defaultchart and if you
ooNochart associated
push the SHW CHRT softkey,you'll receivea
with selectedwaypoint"message.
Pressingthe SHW CHRT softkeybrings up the default charts we
have discussed,but it also brings up additional softkeysthat access
other charts (figure f4-30). This secondlayer of softkeysbrings up
charts for a single default airport, usually your departureairport when
you'reon the ground,or the airyort associated with any activewaypoint
in the flight plan. Thus if you're sitting on the ground at San Jose,
Calif., with a flight plan to Los Angeles,Calif., pushingthe DP, STAR
and APR softkeysall bring up chartsfor SanJose-unless you'vegone
into the flight plan and made one of the waypointsin the arrival or
approachproceduresthe activewaypoint.In that caseothe DP, STAR
and APR softkeysbring up chartsfor Los Angeles.
Note that there'sa quick shortcutfor changingthe airport to which
the DR STAR and APR softkeysdefaultwithout havingto changethe
active waypointin a flight plan. Using this sameexample,if you've
entereda flight plan, are on the groundat SanJoseand want to review
chartsfor LosAngeles,afterpressingthe SHW CHRT softkey,pushthe
MENU key, scroll to highlight "View DestinationAirport" and press
the ENT key (figure t4-31). Now the DR STAR and APR softkeyswill
bring up chartsfor your destinationairport.
Jeppesencharts have an additionalNOTAM softkeydisplayedfor
selectedairports.Pressingthe softkeydisplaysrecent local NOTAM
informationapplicableto the currentchart revisioncycle.
ChartOptions
Oncea chart is selected,the Range/Joystick knob can be turned to
zooma chart in or out. This changesthe chart mileagescale,shown
above and to the right of JeppesenCharts (NACO charts are not
scaled).Pushingthe Joystickup and down lets you scroll throughan
entire chart. In addition,the Joystickcan be movedleft and right on
NACO chartsoallowing you to pan the entire chart. For both chart
types,pressingthe Joystickcentersthe chart on the display.
Additional viewing options are available by pressing the SHW
CHRT softkeyand the CHRT OPT softkey,which bring up a new layer
of softkeys(figure 14-32).
The ALL softkeyis initially grayedout indicating that the entire
chart is shown.The FIT WDTH softkeyexpandsor contractschartsso
that the full width of the chart matchesthe width availablein the cur-
rent display. The FULL SCN soft-
key toggles the display between a
view in which a chart sharesspace
with the Airport Informationor weatheralongthe right side of the dis-
play, and one in which the full screen is available for displaying a
chart. Thesesoftkeysalso changethe position of the pull-down win-
dowsused for manually selectingcharts.When the FULL SCN soft-
 Chapter14:AdvancedG1000Features 227

key is selectedand grayedout, the

selectionwindowsare alongthe top
of the display (figure 14-33); when
the FULL SCN softkeyis unselect- GPSRWY3I
pALoArToARPT oF SAMActARA@Jt {Iy (PAO)
ed, the selection windows appear
along the right side of the display (figure L4-34). Figure14-33Whenthe FULLSCN
Jeppesenchartshavefour additionalsoftkeysusedto viewonequar- softkey is selectedand grayedout,
manual chartselectionwindowsare
ter of a chart. The HEADER softkey displays the top of the chart
alongthe top of the display.@Garmin
including the briefing strip. The PLAN softkey showsthe graphical Ltd. or its affiliates
plan view of the approach.The PROFILE softkeyshowsthe descent
profile. Finally, the MINIMUMS softkeyshowsvisibility and descent
minimums.
S e l e c t i n gE l e c t r o n i cC h a r t sM a n u a l l y
Chart defaultssavetime, sinceyou avoid manuallyenteringairport
identifiersand selectingchartsfrom a list. However,chartscan alsobe
selectedmanually,and a few chart typesare only selectedthis way.
Chartsare alwaysselectedfrom oneof the followingMFD pages:the
NavigationMap page, Active Flight PIan page, or NearestAirports
page.From anyof thesepages,pressthe SHW CHRT softkey.Then use
a softkeyto choosea chart type. Notethat the INFO softkeyis already
grayedout and an Airport Diagramchart displayed.For differentchart Figure14-34Whenthe FULLSCN
types,push the DR STAR,or APR softkeyto find a departureproce- softkeyis unselected,manualchart
dure, arrival, or instrumentprocedurechart. selectionwindowsappearalongthe
Next, press the FMS knob to get a cursor.The identifier for the rightsideof the display.@GeminLtd.or
default airport will be highlighted. To choosea different airport, start rts affilafes

by turning the small FMS knob, then alternatebetweenthe large and

small FMS knobsto enter the identifier and pressthe ENT key' Then
scroll with the large knob to the INFO, DEPARTURE,ARRIVAL, or
APPROACH window, depending upon whether the INFO, DP,
ARRIVAL, or APR softkeywas pushed.Scroll with the small FMS
knob to selecta chart from the list and pressthe ENT key.The select-
ed chart is then displayed.Rememberthat thesechart selectionpull-
down windowsare along the top of the display when the FULL SCN
softkeyis selectedand grayedout and alongthe right side of the dis-
play when the FULL SCN softkeyis unselected.
The followingchartscan only be selectedmanually.Theseinclude
charts for:
o TakeoffMinimums
o AlternateMinimums(NACO only)
o ClassB Airspace(Jeppesen only)
. Airline ParkingGateCoordinates(Jeppesen only)
. Airline ParkingGateLocation(Jeppesenonly)
To selectone of thesecharts' pressthe SHW CHRT softkey,then
eitherthe INFO or WX softkey.Pushthe FMS knob to enterthe airport
identifier as describedaboveand scrollto the INFO window(figure14-
35) to selectone of thesechartsand pressthe ENT key.
228
Figure14-35Somecharts,likeTakeoff
Minimums, canonlybe selectedmanu-
allyafterfirstpushingthe INFOor WX
softkeyandthenenteringan airport
identifier. @Gemin Ltd.ot its atf,ttates
b b ld00 rb l.DAi
n od hdld.
Figure14-36Pressthe SHWCHRT
softkey,the MENUkeyandscrollto
highlighttheCOLORSCHEME fieldto
manuallyset chartsfor DayViewor
Night View. @GarminLtd.or iE affttiates
Figure14-37PressSHWCHRTand
eitherthe DP,STARor APRsoftkey
andthenthe MENUkeyto display
theSe options. @GarminLtd.or its affitiates
MacIlescott'sG1000GlassCockpitHandbook
ChartSetup
There are two G1000 chan display options:Day View with a white
backgroundand Night View with a black background.An Auto mode
is availableto switchautomaticallybetweenthe modes,baseduponthe
intensityof the ambientlight. To selecta mode,pressthe SHW CHRT
softkeyand then the MENU key. Scroll to select "Chart Setup" and
pressthe ENT key. Then scroll with the large FMS knob to highlight
the FULL SCREEN,COLORSCHEME,or percentagefield (figure14-
36). FULL SCREENallowsyou to usethe small FMSknob to selectthe
full screenchart view ooOn"or "Off'. You'll probablyneveruseit, how-
ever,as it's easierto push the FULL SCN softkeyto achievethe same
thing.
COLORSCHEMElets you usethe small FMS knob to select"Day,"
"Auto," or ooNight."In Auto mode,the G1000usesthe percentagefield
to determineat what ambientlight intensitythe sys-
tem switchesbetweenday and night views.
M E N UK e y O p t i o n s
There are many MENU optionsavailableinclud-
ing (figurel4-31):
o View DepartureAirport (Setsdepartureairport
as default).
o ShowDeparturePage(Showsdeparturecharts
for defaultairport).
o ShowArrival Page(Showsarrival charts for default airport).
o ShowApproachPage(Showsapproachchartsfor defaultairport).
o Show WeatherPage (Showsweather and Airport Diagram for
defaultairport).
o Chart Mode Off (Turnsoff chart and displays Airport Information
page).
e ChartSet Up (Changeschan backgroundcolor for day or night).
o Go Back to PreviousPage(Returnsto previouspage).
After pushingthe DP,STAR or APR softkeys,the followingoptions
alsobecomeavailableby pressingthe MENU key (figure 14-37):
o View FPL DepartureChart (showschart if a DP is loadedin the
flight plan).
o View FPL ApproachChart (showschart if an approachis loaded
in the flight plan).
. Show Info Page (ShowsAirport Diagram and Airport INFO for
defaultairport).
o Load Departure(Letsyou load a departureprocedure).
o Load Arrival (Lets you load an amival procedure).
r Load Approach(Letsyou load an approachprocedure).
WAAS- WideAreaAugmentation
System
SomeGI000's, including all2007 and later Cessnamodelsand all
G900X installations,include WAAS-capableGPS receivers.Some
 Chapter14:Advanced
G1000Features 229

older G1000 aircraft can now be upgradedwith WAAS receivers.One

way to tell if a G1000 aircraft has a WAAS-capablereceiver is to look
at the approachnameswhenyou selectthemwith the PROCkey.If you
see "LPV" listed after an approach,then it has a WAAS-capable
receiver.If you see o'Unavail"(figure 14-38)listed after an approach,
then the airplanedoesn'thavea WAAS-capablereceiver.Anotherway
is to go to the AUX group'sGPSStatuspageand look at the bottom of
the vertical bars.A "D" at the bottomof the barsindicatesdifferential
GPS or U/AAS. We'll briefly discussU/AAS here, but the best way to
learn about it is with Max Trescott'sWMS and GPS CD-ROM Course.
In additionalto four hours of tutorial information.it includes several
interactivesimulatorsthat let you practiceloadingU/AAS instrument
approaches.
WAAS is an acronymfor Wide Area AugmentationSystem.To aug-
ment somethingis to makeit largerin size,number,or strength.In this
caseothe FAA has augmentedthe basic GPSsystemto compensate for
errorsand to improvethe accuracyavailableto pilots. It's a wide area
systembecausethe correctionsignalspilots use are broadcastover a
very wide algs-l\6rth America.
The new U/AAS infrastructureincludes U/AAS ReferenceStations,
Figure14-38lf an approachsays
which are GPS receiversat 38 preciselysurveyedlocationsaround yourG1000is notWAAS-
"Unavail",
North America.Eachstationcomparesits actuallocationwith the loca- capable. @GarminLtd.or iE atflliatas
tion calculatedusing GPSsatellites,and correctionsignalsare calcu-
lated. Uplink stationstransmitthe correctiondatato severalnew satel-
lites in geosynchronous orbit. The satellitesretransmitthe data to
U/AASreceiverson the samefrequencyusedby the GPSsatellites.
A WAAS-capableGPSreceiver,in additionto decodinginformation
from the GPSsatelliteso is set up to decodeinformationfrom the WAAS
geosynchronoussatellites. The result is that WAAS-capableGPS
receiversare ableto eliminatemuchof the errorin the GPSsystemand
identify an aircraft'spositionwith sufficientaccuracyto allow instru-
ment approaches to be flown to within 200 feet abovethe ground.Also,
V/AASreceivershavethe capabilityto ignoredatafrom malfunctioning
satellitesand to continuecomputingtheir positionwith the remaining
satellitesignals.Also, in the en routemode,full scaledeflectionof the
CDI is 2 miles for a WAAS capablereceiver,versusthe S-mile sensi-
tivity usedby non-WAAScapablereceivers.
W A A SM i n i m u m s
Now let's talk about the different type of WAAS minimums. You'll
probablybe surprisedto learn that with a WAAS-capablereceiver,you
can now fly four different types of GPSminimums (figure 14-39).We'll
briefly mentionthe four types,and then coverthem in moredetail.
LPV is a new minimumscategorythat providesverticalguidance.It
allows you to use your GPS receiverto fly an approachin much the
sameway that you currentlyfly an ILS. It usually providesthe lowest
minimumsavailablewith a GPSreceiver.
230 G1000GlassCockpitHotdbook
MacTlescott's

CATEGORY I D LNAV/VNAV minimums are flown by airliners

tPV DA l?3&lyz /t I lioGtrtI
SIXV * 1368-2 s50 (60c21
?JAO-1i/I | ?lOO-lY2
LNAV MDA
l 282lr 30GlIZlI r 2820 300-l7r)
clRcilNG 2l 00-2 I 282(l3oG2l
RTVERSIDE,
CAIIFORNIA
Figure14-39ForLNAV+Vminimums,
usethe LNAVline.
Chapter 14 includes l0 pages on the
fundamentals of using the G1000 and
Perspective for flying WAAS-based
instrument approaches.To learn all of
the details of using modern GPS
receivers such as the G1000 and
Perspectiveto fly instrument approach-
es, get the new,272 pageMax Tiescott's
CPS and, WAAS Instrument Flying
Handbook.To order. call 800-247-6553.
with special equipmentand you can now fly these
approacheswith a WAAS receiver.Theseminimums
are usually higher than LPV minimumsosince the
210G3 1282{130c3)
approaches weredesignedto be flown with olderoless
2100-3r282tr30G3l accurateequipment,and hencehavelargerprotected
areas.
LNAV minimums are the ones flown with older GPS approach
receivers.Pilotshaveflown theseapproaches for a numberof yearsand
they are also availablewith U/AAS receivers.They are non-precision
approachesand no vertical guidanceis provided.
Many WAAS approachesinclude circling minimums,similar to cir-
cling minimumsfor any other approachchart.
There'sa fifth option, LNAV+V,thoughtechnicallyit's not a mini-
mumscategoryand it's not listed in chart minimums.When available,
your WAAS receiver provides an advisoryglide slope for guidance
down to non-precisionLNAV minimums.The minimumsare the same
as for a LNAV approach,but LNAV+V lets you easily set up a stabi-
lized approachat a constantdescentrate to reach those minimums.
Now let's examineeachof the minimumsin detail.
LPVApproaches
When LPV minimumswerefirst offered,theseapproaches could go
as low as 250 feet above the ground. No*, we will start to see LPV
approaches with minimumsas low as 200 feet,identicalto that of a cat-
egoryI ILS. Basically,LPV is a near-precisionGPSapproachthat pro-
vides LocalizerPerformancewith Verticalguidance.In fact, that'show
it is definedin the new FAA InstrumentProceduresHandbook.
LPV, when available,is the top line in the minimums sectionfor
mostRNAV GPSapproaches, and it will usuallyhavethe lowestmini-
mumsfor an approach.It is alwaysfollowedby the lettersDA, decision
altitude.Decisionaltitudesare only specifiedon precisionapproaches
with vertical guidance,and the point at which you reachthe decision
altitude is often not markedon instrumentapproachcharts.Here'sa
critical point: When flying to LPV minimums,you cannotwait for your
GPS to count down to zero miles to identify when to fly the missed
approach,sinceit's displayingthe distanceto the runwaythresholdand
not to the decisionaltitude.Instead,you needto watchyour altimeter.
In many cases,the minimumsfor a LPV approachare much lower
than for a non-precisionGPS approach.In order to allow you to
descendthat much lower,the FAA neededto designsmallerprotected
areas,to squeezethe approachesin amongthe many obstaclesthat
exist alongan approach.Then, in order to assurethat you stay within
the protectedarea, new criteria were developedfor the accuracyof a
WAAS-capableGPSreceiver.
On a traditionalnon-precisionapproach,a GPSreceiverneedsa lat-
eral accuracyof 0.3 nautical miles to assurethat an aircraft staysin an
evenlarger protectedarea.Prior to permitting you to fly with LPV min-
 Chapter14:Advanced
G1000Features 231

imumsoa WAAS receiveris requiredto calculateits current accuracy

or HorizontalPositionLevel (HPL). This is the maximumdistancein
metersfrom your presentpositionto the positionwherethe GPSthinks
you are, with a probability of 99.99999Vo(figure 14-40). To allow an
approach,the HPL valuemust be lessthan the HorizontalAlarm Limit
(HAL), which is 40 metersor about164 feet,considerablylessthan the
0.3 nautical miles or approximatelylB00 feet requiredon non-preci- VPL
sion GPSapproaches. It must alsocalculatethe VerticalPositionLevel
(VPL), which must be lessthan the VerticalAlarm Limit (VAL),which
Actual
is 50 metersto allow an LPV approachwith 250-footminimums,and Position HPL
35 metersto allow an LPV approachwith 200-footminimums.
Now let'slook at the CDI sensitivityon an LPV approach.To review,
when a basic,non-precisionGPSapproachis flown,plus and minus l-
nautical mile linear scalingis provideduntil 2 nautical miles prior to WorstCase
the FAE,wherethe sensitivity increasesto plus and minuspoint 0.3 nm GPS Computed
for the final approach segment.The CDI sensitivity for an LPV Posltlon
approachis also plus and minus I nautical mile for the intermediate
segment,howeverat 2 miles prior to the FAE it starts to change
smoothly so that at the FAF it is either 0.3 nautical miles or 2o, Figure14-.10A VPLsignalqualityof
betterthan50 metersis requiredto
whicheveris less. turnon the LPVannunciator that
The 2o angleis typically used,thoughit doesvary dependingupon authorizesyouto fly an LPVapproach.
the length of the final approachsegment.For final approachsegments
lessthan 8.2 nauticalmileslong,the CDI scalesto2o at the FAE,which
is less than the plus and minus 0.3 nautical mile sensitivityof a non-
precisionGPS approach,but comparableto the sensitivityof an ILS
approach(figure 14-41).For final approachsegmentslongerthan 8.2
nautical milesothe CDI scaling remainsfixed at 0.3 nautical miles
beyondthe FAF and switchesto a 2o anglewhenit equals0.3 nm sen-
sitivity. This is to achieveperformanceequivalentto a non-precision
GPSapproach,and betterthan the sensitivityof an ILS at the samedis-
tance from a runway.
Finally, as you get very closeto the runway,the CDI scalingof an
LPV approachwill changefrom angularto linearoso that it doesn't
become ultrasensitive,as it does
when flying an ILS signal close to
the runway.The CDI sensitivityon
an LPV approachis set so that the
total width is usually700 feet at the
runwaythresholdor plus and minus
350 feet for full scale left or right
deflectionof the CDI needle.With
a traditional mechanical HSI or
OBS with five dots to the left and
Figure14-41CDIsensitivity decreases
right of center,each dot represents70 feet. On the G1000,whichhas to a 2oangleon the finalsegmentof
two small circles left and right of center,each circle represents 175 an LPV approach. @GarminLtd.or iE affili-
feet. afes
232 MaxIlescott'sG1000GlassCoclqitHotdbook

Approach
LiIAV/VilAV es
Nowlet's examineLNAV/VNAVminimums.Froma practicalstand-
point, you'll probablyuse these minimumsonly when no LPV mini-
mumsare designatedo sinceLNAV/VNAVminimumsare almostalways
higher than LPV minimums. Oddly, your GPS may annunciate
LNAV+V for some LNAV/VNAV approachesbecauseadvisoryglide
slopesare newand databasesuppliersusedto useLNAV+V to indicate
a LNAV/VNAV approach.So if your chart says an approach has
LNAV/VNAV minimums,but your GPS annunciatorshowsLNAV+Y
then you can fly the approachto LNAV/VNAV minimums.Like LPV
minimums,LNAV/VNAV minimumsare specifiedwith a DA or deci-
sion altitude.
A varietyof equipmentcan be usedto fly LNAV/VNAV minimums.
Most GA pilots will use a WAAS receiver,but airliners certified to fly
these approachescan use barometric-VNAv systems, sometimes
known as baro-VNAVsystems,which combinean IFR GPS receiver
with an additionalbarometricpressureinput. There are a number of
limitationsthat apply to the airliners,and theseare found in the notes
on RNAV GPSinstrumentcharts.Ironically,thesenotesdon't apply to
you when flying with a less expensive,state-of-the-artWAAS receiver.
First, as you may remember,altimetersare affectedby non-standard
pressureand temperature.The differencesdue to pressureare general-
ly much largerthan thosedue to temperature,so mostof the time pilots
can successfullyfly by correcting only for non-standardpressure.
That'swhat you are doing when you twist a knob to set your altimeter.
Airline pilots also set their baro-VNAVsystemsto the local pressure
settingwhen flying an LNAV/VNAV approach.
However,there'sno secondknob that lets you adjustyour altimeter
for non-standardtemperature.Our inability to correctfor this error can
be a seriousproblem as we get closeto the groundin extremelycold
weather,as it is for airliners flying LNAV/VNAV approachesthat rely
on outside air pressure to determine their altitude. Thus some
LNAV/VNAV approacheshave notesfor lower temperaturelimits that
apply to the airlines, but not to WAAS receivers.In a few cases,you
will also see notes for high temperaturelimits for LNAV/VNAV
approaches. That'sbecausein hot weather,temperatureerrorswill gen-
eratea vertical descentthat exceedsthe maximum3.5o slopepermit-
ted for an LNAV/VNAV approach.Again, thesenotesonly apply to the
airlines,and not to a G1000 WAAS receiver.
Remotealtimetersettingsare not permittedfor useby airlinerswith
baro-VNAVsystems,since the farther you are from the altimeterset-
ting source,the greaterthe possibleerror when you use that altimeter
setting.Again, thesenotesonly apply to the airlines,and you can use
a remotealtimetersettingspecifiedon an LNAV/VNAV approachwith
a G1000U/AASreceiver.
It's not unusual to see a note that reads: "V/AAS VNAV NA" on
instrument charts for airports outside of the U/AAS coveragearea in
 Chapter14:AdvancedG1000Features 233

Hawaii,Alaska,and PuertoRico. In thesecases,the airlineswin, since

they can fly to LNAV/VNAV minimumswith their baro-VNAVequip-
ment,but you cannotif you'reusing a U/AASreceiver.
I N A VA p p r o a c h e s
LNAV, which standsfor lateral navigation,is a fancy namefor the
traditionalGPSapproachespilots fly. In the past,with just one type of TIP
GPS approach,GPS chartsjust listed "GPS minimums,o'rather than Always specifyan IAF when loadingan
"LNAV minimums."Now,however,with multiple types of minimums, approach, even if planning to fly an
approach with vectors from the con-
traditionalGPSapproachminimumsneededa name.
troller. If you choose"VECTORS," on
There is no vertical guidanceprovidedfor LNAV approaches.Hence some approaches,GPS receivers will
theseare non-precision and the minimumsare publishedas
approaches, delete some of the waypointsalong the
an MDA, or minimumdescentaltitude.TheseMDAsaretreatedthe same final approachcourse.This makesflying
as MDAs for any other non-precisionapproach,and you are not allowed the approachmore difficult if you're later
to descendbelowthemuntil you'rein a positionto land.LNAV approach- told to fly directly to one of those way-
points, or if you need to descendat one
es can be flown with a traditional approach-cenifiedGPS receiver,a
of these points. You may want to "acti-
WAAS-capablereceiver,or an RNP 0.3 certified system.Any other vate" the leg (seepage I39) that you're
RNAV systemsrequirespecialapprovalto fly theseapproaches. intercepting.

LNAV+VApproaches
Some LNAV approacheshave an advisory glide slope. These
approachesusethe samenon-precisionminimumsas LNAV approach-
es, but the advisoryglide slopeis flown similarly to an ILS. The pur-
poseof the glide slopeis to providea stabledescentrate down to the
oodiveand
MDA. Historically,manyinstructorshavetaughtstudentsto
drive" at eachstep down of a non-precisionapproach, but the FAA has
determinedthat the high descentratesused for this contributeto an
increasein accidents.Hence, the FAA now recommendsthat stable
descentratesbe usedon all non-precisionapproach-
es, and advisoryglide slopeshelp pilots determine
appropriatedescentrates.
F l y i n ga n L P VA p p r o a c hf r o m a n I A F
Now let's fly the RNAV (GPS) RWY 302
approach, which has LPV minimums, into Half
Moon Bay, Calif. (figure 14-42).When selectingan
approach,you'll be asked to chooseVECTORS,or
one of possiblyseveralIAFs. It's importantto know
beforeyou load the approachwhich IAF you plan to
use if usingpilot navigation,or whetheryou wantthe
controller to vector you to the approach.You can
Iater switch betweenvectorsor differentIAFs if the
gameplan changes-and you have permissionfrom
ATC-provided you haven't passedthe FAF. Any
change made after the FAF cancels the GPS's approach mode. Let's Figure14-42A narrowLPVaPProach
plan on flying to the IAF at SAPID this time. Later we'll show you some allowslow minimums in spiteof the
adjacentmountainridge.
interesting new gotchasin the WAAS-capable receivers that you'll want
to remember when flying an approach with vectors.
234 Machescott'sG1000GlassCockpitHotdbook

Selectinga WAAS approachis the same as selectingany other

approach.First pressthe PROC key. "SELECT APPROACH" should
alreadybe highlighted.If it's not, scroll with the large FMS knob to
highlight it. Then pressthe ENT key.
Use eitherFMS knob to selectan approachfrom the list availableat
the destinationairport. In this caseochoosethe RNAV 30 Z GPS
approach.Then press the ENT key and scroll to select the IAF at
SAPID and press the ENT key. Since we're ready to fly directly to
SAPID now,scroll with the large knob to "ACTIVATE?"and pressthe
ENT key.
We've created a new acronym,PICA, for wheneveryou load an
instrumentprocedure.Anyonefamiliar with typesettingand layoutwill
know that a pica is a unit of measurethat indicatesthe size of a letter
on a page.In teachingpeopleto fly glasscockpits,we'veobservedthat
peopleconsistentlymiss one or more importantstepswhen settingup
an instrumentapproach.PICA is designedto help you rememberto
check all ofthese stepseverytime you selectan approach.
The "Po' is for pressingthe PROC key which we've alreadydone.
The "['o in PICA is to Inspecteverywaypointin the flight plan to veri-
fy that it is correct.Make sure,for example,that you'reflying directly
to SAPID and not to KHAF first, which would be the caseif you had
pressedLOAD insteadof ACTIVATE.Use the ooC"in PICA to confirm
that the GPSCDI needleis selectedand set for the correctcourseby
pressingthe CDI softkeyon the PFD. Finally, the "A" in PICA is a
reminderto check the Autopilot and confirm that it is still engagedin
the NAV or navigationmode.
Approachingthe IAF at SAPID, you'll seea lO-secondcountdown
on the GPStelling you to expecta turn to a headingof 3I4'. The count-
down feature is a nice improvementover non-WAAS G1000 GPS
receiverso which gaveashorterwarningof upcomingturnsthat waseas-
ier to miss. At the end of the countdown,if you need to make a right
turn, the GPSwill display"Turn right to 3l4o now."If you'reusing the
autopilot,the plane will interceptthe approachcoursenear the IAF
and begin flying inbound. After you're establishedon the final
approachcourseinbound,push the autopilot'sAPR key to engagethe
approachmode.
After this turn, the GPS auto-sequences and JUMDA becomesthe
activewaypoint.This is a goodtime, if you haven'talready,to get the
AWOS weatherfor Half Moon Bay and to completethe pre-landing
checklist.ApproachingJUMDA, the GPSwill start a countdownagain
followed by "Left turn to 302o now."
After passingJUMDA, the GPS auto-sequences again. V/OHLI,
which is the final approachfix, becomesthe active waypointand we
can begin our descentto 3,300 feet.
As soonas the final approachfix becomesthe activewaypoint,the
U/AASreceiverevaluatesthe satellitesand WAAS conection signals.
Then it calculatesthe HPL and VPL and comparesthem to the HAL
 G1000Features
Chapter14:Advanced 235

and VAL limits for the approach.If the receiver'sanalysis showsthat

we have a satellite signal of sufficient quality to fly to LPV minimums,
we'll see the green TERM annunciatorreplacedwith a green LPV
annunciatoroand we can continue flying the approach.A yellow LPV
annunciatormeans that the current HPL and VPL values are not yet
adequatefor the approach.That's an early indication that LPV mini-
mumsmay not be approvedunlessthe satellitesignalimproves.
If the HPL and VPL exceedthe HAL or VAL limits at the final
approachfix, the approachminimumswill be automaticallydowngrad-
ed. If this approachalsohad LNAV minimums-which it doesn'tin this
case-we might seethe LNAV annunciatorinsteadand a messagethat
the approach was downgraded.We could then continue flying the
approachto the LNAV minimums.In the unlikely eventthat the receiv-
er was unable to meet the signal integrity requirementsfor any mini-
mums, the receiverwould display a messagetelling you to abort the
approach.
At 2 milesfrom WOHLI, the S/AASreceiverwill switchfrom termi-
nal modeto approachmode.The CDI scalingis smoothlyreducedfrom
plus and minus 1.0 nm full scaleleft or right deflectionto either 0.3
nauticalmiles,or 2o full scaledeflection,whicheveris lessat the FAF.
Ultimately,scalingdecreasesto 2o on the final approachsegment.On
the missedapproach,the scalingreturnsto 0.3 nauticalmiles,afterwe
pressthe SUSPsoftkey.
If we're at 3,300 feet at WOHLI, our vertical deviationindicator,
which is a magentadiamond (figure 14-43), will be centered, so it's
time to start descendingalong the glide path. When flying an LPV
approacho full scaleup or down deflectionis 15 meters,about50 feet.
when flying LNAV/VNAV and LNAV+V approaches,full scaledeflec-
tion is 45 meters.a little less than 150 feet.
Assuming you get a local altimeter setting, you'll continue this
approachdownto the decisionaltitudeof 363 feet. Note that when we
reachthe decisionaltitude,we are not yet at the runwaythreshold,to
which the GPSis currentlycountingdownthe mileage.For this partic-
ular approach,we are still0.7 nauticalmiles away.
If you have the runway in sight when you reach the decision alti-
tude, you can land. Otherwiseyou must immediatelyinitiate a go
around, as you are NOT permitted to continue flying level looking for
the airport. This is in sharp contrast to a non-precisionLNAV
whereyou could continueflying level to the missedapproach
"ppro""h,
point at the runway threshold. But that is not permitted on an LPV or
LNAV/VNAV approach,sincethey use decisionaltitudes.
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-engagethe autopilot during the climb out,
Figure14-43This aircraftis almostat
after you reach the minimum altitude specifiedin the limitations for
WOHLI,andit'sslightlybelowthe glide
your particular autopilot. path. @ GerminLtd. or iE alftliates
236
Figure14-44This aircraftis in the area
insidethe FAFat WOHLI.so the SUSP
annunciator comeson whenthe
approachis loadedwithvectorsor a
leg is activated.@canntnLtd.or itsaffiti-
etes
Mar Tlescott'sG1000GlassCockpitHotdbook
About 20 secondslater (dependingupon groundspeed), as you're
climbing out on our missedapproach,"ARRIVING AT U/AYPOINT"is
displayed.About l0 secondslater, as you crossthe RW30 waypoint,
"SUSP" is displayed,indicating that automaticsequencingof way-
pointshas stopped,and the CDI TO/FROMarrowflips to FROM.
Flying an LPVApproachwith Vectors
We'll talk in a few minutesaboutflying the missedapproach.But
beforewe do that, let's talk about a major "gotcha" when flying this
sameapproachwith vectors.ExperiencedGPSusersare likely to get
trapped by this until they understandwhy a WAAS-capableGPS
receiveroperatesdifferentlywhenflying with vectors.
First, imaginewe've drawn a line at the FAF perpendicularto the
final approachcourse.The line cuts the approachin half and we'll
label the areaclosestto the airport"inside the FAF" and the otherarea
o'outside the FAF." Flying an LPV approachwith vectorsis the sameas
flying any otherapproachwith vectorsif you are outsidethe FAF when
you select "Vectors" when loading an approachor when you choose
"Activate Vector-to-Final? "
Imagine,however,that you are flying from a directionthat requires
you to fly by an airport before you turn around to intercept an
approachto fly back to the airport. Now you may be inside the FAF
when you select"Vectors" or "Activate Vector-to-Final?"(figure l4-
44). Whenyou do, the SUSPannunciatoris displayed.If you'rea GPS
pro, you know that when you seeSUSP,it meansthat auto-sequenc-
ing of waypointsin the flight plan is suspended.As an experienced
GPSpro, you might pressthe SUSPsoftkeyto restart auto-sequenc-
ing, which would be incorrect.Pushingit a secondtime only makes
thingsworse.
The FAA's TSO-Cl46a specificationrequires WAAS receiversto
annunciatelegs that are not auto-sequenced. Therefore,whenever
you're inside the FAF and you select Vectorsor Activate Vectors-to-
Final, the SUSP annunciationwill come on. That is normal for a
WAAS-capablereceiver.Do not push the SUSPsoftkeyto try to make
the SUSPannunciationgo away.In fact, don't do anything.The SUSP
annunciationwill go awayautomaticallywhen you'reoutsidethe FAE,
and on a ground track that's within 45' of the published inbound
course.
If you forgetand do pressthe SUSPsoftkey,the first presswill cause
the GPSto activatethe leg in the flight plan closestto you. If you press
the SUSPsoftkeya secondtime, it puts the GPSin OBSmodeand your
approachis no longeractive.By the way,if you wait until you are out-
side of the FAE,and then push the SUSPsoftkey,the SUSPannuncia-
tion goesawayand you can proceednormally.Of courseoit would have
goneawayby itself if you waited anotherminute or two until you were
on a 45ointerceptangleto the final approachcourse.
The best way to recoverfrom theseaccidentalpushesof the SUSP
 Chapter14:Advanced
G1000Features 237

softkeyis to reactivatevectorsto final. Just pressthe PROCkey,scroll

with the large FMS knob to highlight "Activate Vector-to-Final?"and
pressthe ENT key.The SUSPannunciatorwill comeon againand you
can continuewith the approach.Then fly the headingsgivento you by
the controllerointercept the final approach course, and fly the
approach.
F l y i n gt h e M i s s e dA p p r o a c h
Now let's talk about flying the missedapproachusing the RNAV
(GPS) 30 Z example.Note that there are differences comparedwith
non-WAAS-capable GPSreceivers.
You'll recall we startedour climb at the DA before reachingthe
missedapproachwaypoint,which is usuallyat the runwaythresholdfor
LPV approaches. Later in the climb, as we crossthe missedapproach
waypoint,the GPSreceiverwill annunciate"ARRIVING WPT." Then
*SUSP" is displayed,indicating that automaticsequencingof way-
points was stopped,the CDI TO/FROMarrowflips to FROM, and the
vertical deviationindicatoris flaggedoff to showthe loss of glide path
(figure74-45).Also, the CDI scalingswitchesfrom a full scaleleft and
right deflectionof 350 feet to 0.3 nautical miles, considerablytighter
than the I nautical mile used by non-WAAS-capable GPS receivers
whenflying the missedapproachsegment.
Fortunately,the first segmentof a missed approachfor an LPV
approachis requiredto be alignedwith the final approachcourse,so
you wonothave to make any turns immediately.Read the missed
approachdirections carefully to determinewhen you can push the
SUSPsoftkeyto re-enableauto-sequencing, which will providecourse
guidanceto the missedapproachholding waypoint.If you're tracking Figure14-45Youmustbeginflyingthe
missedapproachat the decisionalti-
straightaheadto a missedapproachpoint directly in front of you, as tude,whichoccursbeforereachingthe
you are on a LPV approach,you shouldbe able to push the SUSPsoft- missedapproachwaypoint, indicated
key to extinguishthe SUSPannunciatoralmost immediatelyafter it hereby the SUSPannunciator.@Garmin
comeson during your climb out. Ltd. or its affiliates

However,if the missedapproachinstructionswere to read some-

thing like 'oclimbto 3000 feet and then turn left toward" someway-
point, you'd need to wait until you reach 3,000 feet, or whateveralti-
tude was specifiedby the instructions,prior to pushingthe SUSPsoft-
key and initiating a turn. If you push it too soon,the GPSwill give turn
instructionsto your autopilot before you've reachedthe altitude at
which youorepermittedto start a turn, which could send you into an
obstacle!
In our presentexample,we can push the SUSPsoftkeyimmediately
after the SUSP annunciator comes on, since our missed approach
instructionsare to climb to 6,000 feet direct to I,AYKI. Once we press
the SUSPsoftkey,the SUSPannunciatoris extinguishedand the LPV
annunciatoris replacedwith a MAPR annunciator.That indicatesthat
the GPSreceiveris providingmissedapproachsignalintegrity,meaning
that the CDI full scaleleft or right deflectionis now 0.3 nautical miles.
238
Mac TTescott's
Figure14-46Thedashedlineshows
the paththe autopilot
willfly to makea
teafdrop entry. @camin Ltd.or tts affitiates
Figure14-47Thedistancefor the
HOLDwaypointcountsup as youfly
outbound. @GarminLtd.or its affitidtes
G1000GlassCockpitHutdbook
The systemdisplays,ooNext DTK 302onow" which confirmsthat we -
should continue climbing straight ahead. At LAYKI, our missed
approachinstructionstell us to fly a 267" track to SEEMS.As we
approachLAYKI, the GPSgivesus the l0 secondcountdownby dis-
playing"Tirrn left to 267oin I0 seconds."It then displays"TLrn left to
267onow,"and the GPSgivesthe autopilotcourseguidanceto SEEMS.
This is whenthe magicbegins.If we checkthe flight plan, it tells us
that after SEEMS,our next waypointis "HOLD" with a DTK of 144'.
In non-WAASGPSreceivers,that was a subtle warningthat the GPS
would be telling the autopilotto turn to 144", which is not the correct
headingfor enteringthis hold. ExperiencedGPSpilots are usedto the
fact that GPS receiverswill not fly hold entries,and that they must
switch the autopilotto headingmodeand manuallyfly the airplaneto
enterthe hold.
The new WAAS-capableGPSreceiversare much smarter.Not only
can they fly the properentry into a hold, they can also continueto fly
the hold for you. Getting back to our exampleo20 secondsout from
SEEMS,we get a lO-secondwaming to "Hold Teardrop."Next, we'll
get a l0-secondcountdownthat says'oNextDTK 310" in l0 seconds."
On the movingmap, you'll also seea dashedwhite line depictingthe
courserequired,in this case,for a teardropentry (figureL4-46).
As we crossSEEMS,the SUSPannunciationappears,the dashed
line becomesmagentashowingus that it's the activeleg we'll follow to -
fly a teardropentry and the GPSgivesthe autopilotinstructionsto turn
to a headingof 3l0o to track the teardropentry.
Lookingat the approachchart,we can seethat the missedapproach
holdingcourseis on the I44o track to SEEMS,and that it usesS-nau-
tical mile legs. Looking at our flight plan, next to the "HOLD" *"y-
point,we can seethe distancecountingup (figure14-47).As this value
approaches5 nautical miles, we get a l0-secondcountdownmessage
that says"Tum right to l44o in 10 seconds,"followedby a "Turn right
to I44" now" annunciation.The GPSthen givescourseguidanceto the
autopilotto turn and follow a l44o track to SEEMS.
As the aircraft rolls out onto the l44o course,note that the SUSP
annunciatorstayson. This lets us know that the GPSwill continueto
fly the holding patternuntil we provideit with new instructionsin the
flight plan. This featuretakesmostof the work out of flying a holding
pattern,and freespilots to devotetime to moreimportanttasks,suchas
decidingtheir next courseof action.
By the way,pushingthe SUSPsoftkeywon't make the SUSPextin-
guishunlessyou haveanotherwaypointin your flight plan afteroohold."
That makessense.Turning off SUSPwould turn on auto-sequencing,
but therewouldn'tbe a waypointto sequenceto. If you do entera way-
point after"HOLD" and pressthe SUSPsoftkey,SUSPwill extinguish,
-
but the GPSwill continueto fly the hold until the next time it reaches
the missedapproachholding waypoint,which in this caseis SEEMS.
 Chapter14:Advanced
G1000Features 239

At SEEMS,it will activatethe leg from "HOLD" to your nextwaypoint,

and providecourseguidancealongthat leg.
Flying LNAV/VI{AV and INAV+VApproaches
LNAV/VNAV approaches are loadedand flown in the sameway that
LPV approachesare flown. The difference is that when the final
approachwaypointbecomesthe active waypoint,either LNAV/V or
LNAV+V is annunciatedon the HSI, dependinguponwhich wascoded
into the GPSdatabase.Remember,that if there are LNAV/VNAV min-
imumsfor an approachand the G1000 annunciatesLNAV+V,you can
fly the approachto LNAV/VNAV minimums.
LNAV+V approachesare non-precisionapproaches,but there are
no chart minimumsdesignatedLNAV+V.Instead,you'll use the LNAV
minimumsto fly theseapproaches. Originally,therewasno easyway to
know aheadof time whethera particularLNAV approachhad an advi-
sory glide slope,exceptto fly an approachin a WAAS-equippedair-
craft or with Garmin'sPC Trainer softwareand see whether LNAV or
LNAV+V is annunciatedwhen the FAF is the active waypoint.Now,
whenyou load an approach,you shouldseeLNAV+V listed next to the
approachnamewhen you selectthe approach,and in your flight plan.
When flying a LNAV or LNAV+V approach,you'll descendjust to
the MDA specifiedon the LNAV line of the minimumssectionof the
chart.Howeverif LNAV+V is annunciated,a verticaldeviationindica-
tor appears,and you can use it to fly the advisoryglide slope either
manuallyor with the autopilot.For LNAV and LNAV+V approaches, if
you arrive at the MDA prior to the missedapproach point, you are per-
mitted to fly level all the way to the missedapproachpoint as you look
for the airport.

D e a dR e c k o n i nM
g ode
The new Dead Reckoningmode is not somethingyou can selecto
however,if there is a lossof GPSsignalintegritywhile flying en route,
you'll be happy that you have it. Essentiallyit providesan estimated
position, based upon your last known GPS position, combinedwith
continuousupdatesof airspeedand headingdata.Howevero the GI000
and G900X will only go into this modewhen operatingin the ENR or
en route mode (more than 30 miles from the departureor destination
airport),or whenoperatingin the OCN or oceanicmode.In otherphas-
es of flightosuch as in the TERM, APR or MAPR (missedapproach)
modes,a loss of GPS signal integrity causesthe message"NO GPS
POSITION"to appearon both the PFD and MFD maps,and deadreck-
oning informationis not provided.
66DR"is displayedin yel-
When the deadreckoningmodeis active,
low aboveand to the right of the airplane symbolon the HSI (figure 14-
4B). AII other GPS derived information also appearsin yellow to alert
you to the degradedposition accuracy.This includes the Navigation
240 MacTlescott'sG1000GlassCockpitHstdbook

Statusbarosdistanceand bearinginformation,and the HSI's GPSbear- -

ing pointersand BearingInformationwindow distances.The Current
Track Bug and the Wind Data windowalso appearin yellow.A "GPS
NAV LOST" alerr messageis also generated,which causes the
ALERTS softkeyto flash white. On the MFD, a yellow DR appearson
the mapjust belowthe airplanesymbol,and all GPSrelateddatain the
NavigationStatusbar is displayedin yellow.
When operatingin the DR mode,the positioninformationshouldbe
consideredincreasinglyunreliable. If you should subsequentlylose
headingand/orairspeeddata,the positionmay becomevery unreliable
and shouldnot be usedfor navigation.While in DR mode,the autopi-
Iot cannotbe coupledto the GPS,so you'll need to operateit in the
Heading Select mode or some other roll mode. TAWS and Temain
Proximityare alsodisabled,and any distancesin the Nearestinforma-
tion pagesmay be inaccurate.
Figure14-4€ltyou loseGPSsignal
the deadreckoning
integrity, modepro-
videsguidance,but it losesaccuracy
SynthetlcVlslonTechnology
SyntheticVision Technology(SVT),introducedby Garmin in April
over time. @ GarminLtd. or its affitiates
2008, becameavailablefirst on the DiamondDA40 and waslater cer-
tified in aircraft from other manufacturers.It's a softwareoption, priced
under $10,000, which can be added to GlO0O-equippedaircraft of
manufacturerswho'vedone the additionalcertificationwork required.
SVT is alsoofferedas part of the Perspectiveglasscockpit,introduced-
in May 2008 in the Cimrs DesignSR22and later in the SR20.
SVT addsa forward-lookingviewthat rendersa 3D imageof terrain,
traffic,obstaclesand runwaysahead.It is baseduponthe aircraft'scur-
rent GPSposition,heading,attitudeand a tenain database.SVT is not
intendedfor primarynavigation,but merelyas a backupto enhancesit-
uation awareness. The user manualsclearly statethat due to accuracy
and reliability limitations,SVT must not be used as the sole basisfor
decisionson maneuveringto avoid terrain,traffic or obstacles.
The terrain image is displayed on the entire PFD, and shows
throughthe instrumentindicators(figure l5-lB). Due to the resolution
of the database,nine arc-secondsquaresare used,somesmoothingof
peaksand valleysmay occur.The field of view is 30 degreesto the left
of centerand 35 degreesto the right, since the terrain display is cen-
teredon the attitudeindicatorand HSI, which are locatedto the left of
centeron the GI000 and PerspectivePFD. Terrainaboveyour altitude
appearsabovethe horizonline and is coloredin red to indicate the
potentialdangerahead.Impact markers,displayedas Xs in the Inset
Map, showwhereimpact is projectedto occur if the aircraft continues
on its presentcourse.
Othermajor elementsof the systemprojectedon the PFD are:
. Flight Path Marker- Showswherethe aircraftis going.
o Zero Pitch Line - Showsaircraft'scurrentaltitudeversustenain. -
o Traffic- Symbolsthat changepositionand size.
o Obstacles- Symbolsthat enlargeas you approachobstacles.
 Chapter14:Advanced
G1000Features 241

o Runways- Depictsrunwayidentifier and centerline.

o Airport Signs- Indicate nearby airports.
. Gridlines- Add textureto terrain.
Operatlon
Operationof SVT is simple;four clearlylabeledsoftkeysare usedto
enablethe system.First pressthe PFD softkey,which accessesa vari-
ety of functionsincluding SVT.Then pressthe SYN VIS softkey.This
brings up the four SVT softkeys (figure L4-49). To use any of these
Figure14-49Pushthe PFDand SYN
keys,you mustfirst pressthe SYN TERR softkey,which bringsup the
VISsoftkeysto bringup thesefour
3D terrain displayand enablesthe three other softkeys. Vision.
softkeysthatcontrolSynthetic
Pressingthe other SVT softkeys layers additional information onto @ Garmin Ltd. or its affrliates
the 3D display.
. PATHWAY- rectangularboxesfor courseguidance.
o HRZN HDG - horizonheadingmarksand digits.
. APTSIGNS- signpostsfor nearbyairports.
FllghtPathllarker
The flight path marker (FPM) is my favorite feature. It appearsat
ground speedsgreater than 30 knots and projects the aircraft's path
basedupon the cunent winds,aircraftspeedand heading.This differs
from the attitude indicator'sairplane symbol,which depicts the air-
craft's current heading.
The FPM can be used to easily identify potential conflicts long
beforea TAWSalert occurs.When terrain or obstaclesare higherthan
the flight path marker,you're most likely below the altitude of those
objects.It can also be usedto preciselymaintainaltitude in any turn,
especiallysteepturns. For example,when checking out a pilot in a
SR22, he lost more than 200 feet in his first steepturn. On the very
next turnohe had less than 20 feetof altitudedeviationafter I told him
to hold the FPM on the zeropitch line. The zeropitch line, drawncom-
pletely acrossthe display,representsthe aircraft altitude with respect
to the horizon.
A pilot can alsouse the FPM to determinethe descentangleneed-
ed to a mnwayby simply maneuveringthe aircraftto positionthe FPM
at the beginningof the SVT runwaydepiction.Of coursethe pilot would
still need to managepower and airspeed and be aware that in some
casesthis methodmight result in an unsafedescentangle.The FPM
also makesit easyto fly through the boxesdepictedwhen Pathwaysare
enabled.
Pathways
'When
the PATHWAYsoftkeyis selected,highwayin the sky (HITS)
guidanceis providedby displayinga seriesof rectanglesthat a pilot
flies through to maintain the desiredcourse.NASA originally devel-
opedthis conceptand their testingshowedthat it let pilots fly a more
precisepath thoughat the cost of a pilot higherworkload.Positioning
the FPM in the centerof each rectangleshouldreducethe workload,
242 MacIlescott'sG1000GlassCockpitHotdbook

thatsomepilotsstill find it easier

owntestingshowed
thoughGarmin's
to fly a courseusing the conventionalflight director.
Mostof the time, the rectanglesare 700 feet wide and 200 feet tall.
However,when flying an approach,the width is 700 feet or half of the
full-scale CDI deflection,whicheveris less. AIso on approach,the
heightis 200 feet or half of the full-scaledeflectionof the verticaldevi-
ationindicator,whicheveris less.The rectanglesare magentawhenfly-
ing the activeleg of a GPSflight plan, white whenflying a GPSleg that
is not active,and greenwhen flying an ILS or localizer.Pathwaysare
not displayedwhen leg sequencingis suspended,such as after the
MAP beforethe SUSPsoftkeyis pressed,or on any flight plan leg that
would lead to interceptinga leg in the wrongdirection.
Pathwaysare displayedat the higher of the selectedaltitude (set
with the ALI knobs)or the flight plan altitude.Descentprofilesare dis-
played when a descentis programmedin the profiles window of the
MFD's flight plan. No profile is shownfor climbs; instead,the rectan-
gles are depictedlevel at the selectedaltitude.This is due to the vari-
ous climb performancevariables that could, under some circum-
stances,result in a climb pathwaythat could lead to a stall.
Trafflc
Traffic is displayedas either a white diamond,or for nearbytraffic,
as a yellow o'sun"on the PFD. The symbolsmove acrossthe PFD
dependingon intrudertraffic location.The symbolsalsogrowin sizeas
the traffic getscloser.As traffic approaches within 1,000feet laterally
of the aircraft,traffic symbolsare removed,as they may misleadpilots
as to actualintruder aircraftlocation.due to the inaccuraciesin traffic
systems.
TerralnAlertlng
SVT includesa terrainawareness system,howeverit is lesscapable
than TAWS,which is alsoavailableas optionfor mostaircraftequipped
with GI000-typesystems.While the terrainand obstaclecolordisplays
are the same,TAWS usesmore sophisticatedalgorithmsto determine
an aircraft'sdistancefrom terrain and obstacles.Where both systems
are installed,TAWStakesprecedenceover SVT terrain warnings.SVT
requiresa valid 3-D GPSpositionand valid terrain/obstacledatabase
in order to generatewarnings.
SVT'stemain systemusesyellow to indicate tenain and obstacles
that are between100 feet and 1,000belowthe aircraft.Red is usedto
indicateterrain and obstaclesthat are abovethe aircraft or as little as
100 feet belowthe aircraft.The colorschangeautomaticallyas the air-
craft altitudevaries.X symbols,generatedby FLIA alertsdescribedin
the TAWS-Bsectionof Chapter7, aredisplayedin the Insetmap to dis-
play potentialimpact points.
 G1000Features
Chapter14:Advanced 243

OtherSW Features
Standardtowersymbols,like thoseusedon sectionalchartsand on
the PFD and MFD, are used to display obstacles.The symbolsare
drawn in perspectiveview,basedupon their distanceand height rela-
tive to the aircraft. Obstaclesmore than 1,000 feet below the aircraft
are not displayed.Obstaclesdo not changecolor to warn of a potential
conflict until a FLTA alert occurs.
When on the surface, runway texture, identifiers and centerline
stripesare displayed.Generallythe stripesappearwithin a couple of
feet of wherethey are actuallylocated.Thus on takeoff,pilots will see
the runway stripes on the PFD positionedrelatively closely to those
they view outsidethe window.
When in the air, runwaysaheadof the aircraft are displayedas a
white rectanglein perspectiveview.The rectanglegrowsin sizeas you
approachand eventuallythe runwayidentifier is alsodisplayed.When
an instrumentapproachis loaded, a secondlarger rectangleis dis-
playedmakingit easierto spotthe runway.
Pressingthe APTSIGNSsoftkeyactivatesairportsigns.Signsfor an
airport first appearwithout the identifier when an aircraft is about 15
nm away.At approximately8 nm, the airport identifier appearsand at
about4.5 nm, the sign is removed.
Pressingthe HRZN HDG softkeyactivatesthe displayof tick marks
and compassheadingsalong the zero pitch line. Compassheadings,
synchronizedwith the HSI, are displayedin 30o increments,meaning
that there are nevermorethan three visible on the PFD.
The field of view displayedon the PFD can be representedon the
PFD by a pair of V-shaped,dashedlines extendingin front of the air-
plane symbol.This field of view symbolcan be turnedon and off using
the MFD's Map Setupoption.To do this, pressthe MENU key, choose
Map Setupand pressthe ENT key. Turn the large FMS knob to high-
light the GROUPfield and pressthe ENT key. Scroll with either FMS
knob to selectAviation and pressthe ENT key. Then scroll with the
large FMS knob to highlight the FIELD OF VIEW field and turn the
small FMS knob to selectOn or Off. Pressthe FMS knob to return to
the Map page.

lmportfnglExportlngFtlghtPlans
Later model Perspectiveaircraftoand earlier ones updated with
softwareversion 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 commercialflight planning soft-
wareoexportthe flight plan to a SD datacard, placethe SD card in the
MFD's top card slot and import it to the Flight Plan Catalogpage'For
example,usersof JeppesenFlightStaaversion9.4.3 or later,havethis
capability.
244 Mar Tlescott'sG1000GlassCockpitHandbook

Summary
Garmincontinuesto add moreadvancedfeaturesto their glasscock-
pit systemsand pilots continueto benefitfrom them. In 2008, Garmin
releasedthe Perspectiveglasscockpit,which you could think of as the
G1000+,sinceit addsnew featuresnot found in the Gf000. Thesedif-
ferencesare discussedin the next chapter.SavvyGI000 pilots will
want to monitor the Perspective'sevolution to learn aboutfeaturesthat
may get addedto future Gf000 softwarerevisions.
 29r

Glossary

Active L"g - The segmentof a route currentlybeing traveled.A seg-

ment is definedby two sequentialwaypointsin the activeflight plan.
ACU - AlternatorControlUnit. Regulatesthe voltagegeneratedby the
alternatorto a lower level to chargethe battery.
ADC - Air Data Computer.Providesdata from the pitot-staticsystem
(airspeed,altitude,etc).
ADF - AutomaticDirectionFinder.An aircraft receiverthat receives
low frequencysignalssuch as thosefrom NDBs and AM broadcaststa-
tions and includesan indicatorneedlethat pointsin the directionof the
station.
AFCS - fiulernatic Flight Control System.Garmin's name for the
Flight Directorand GFC 700 integratedautopilotin the GI000 system.
AHRS or AHARS - Attitude Headingand ReferenceSystem.Provides
heading,attitudeand rate of turn information.
AIRMET - An advisoryof weatherthat is significant,but of lower
intensitythan a SIGMET.This weathershouldbe consideredhazardous
to singleengineand otherlight aircraft.
AlmanacData- Informationtransmittedby each GPSsatelliteon the
orbit and health of every satellite in the GPS constellation.Almanac
data allows a GPS receiverto rapidly acquire satelliteswhen it's first
turned on.
ALI - Altitude. On the GI000, the ALT knobsare usedto set the alti-
tude reference,which is the targetaltitude you want to fly. For G1000
aircraftwith integratedautopilots,the AI-II knob alsopreselectsthe alti-
tude at which the autopilotwill level off and maintainaltitude.
Altimeter - Instrumentfor determiningelevationbasedupon changes
in pressure.
'oCenter."
ARTCC - Air RouteTraffic ControlCenter.Betterknow as
Providesradarseparationservicefor aircraftflying outsideof metropol-
itan areasand at higher altitudesacrossthe United States.
ASOS- flglgrnatedWeatherObservingSystem.Unattended,comput-
er drivenweatherobservationstationfor airports.Observations are gen-
292 G1000GlassCockpitHadbook
Mat Tfescott's

erally updatedevery minute and are broadcastover aviationfrequen-

cies and are availablevia telephone.
ATC - Air Traffic Control. Generic namefor the many different serv-
ices that provideseparationservicefor aircraftin flight.
ATIS - AutomaticTerminalInformationService.Shorttapedmessage
aboutcumentweatherconditionsfor an airport that is updatedhourly,
generallyby an air traffic controller trained as a weatherobserver.
AWOS- AutomatedWeatherObservingSystem.Similar to ASOS.
Bearing - The compassdirection from a position to a destination,
measuredto the nearestdegree.In GPS receivers,bearing usually
refersto the directionto a waypoint.
CAT - ClearAir Turbulence.Turbulencethat occurswhen the sky is
clear of clouds.It's frequentlyfound at high altitudesand is associated
with the jet streamor mountains.
CDI - CourseDeviationIndicator.A needleor displaythat showsthe
amountof errorfrom the desiredcourse.For a VOR, the enor is shown
in degrees.For a GPS course,the error is basedupon the crosstrack
error (XTK) in nauticalmiles from the desiredcourse.
CFIT - ControlledFlight Into Terrain. An accident or incident in
which an airplane,under the full controlof the pilot, is flown into ter-
rain, obstacles,or water.
CHT - CylinderHeadTemperature. Enginetemperaturemeasuredin
the block of metal that formsthe top of an enginecylinder.
Course- The directionfrom a routewaypointto the next waypointin
a route segment.
CrosstrackEnor (XTK) - The distancein nautical miles from the
desiredcourse.
CWS- ControlWheel Steering.A functionavailablefor someautopi-
Iots that allowsa pilot to momentarilyintemrpt autopilotcontrol,man-
ually fly to a new altitude or attitude,and then allow the autopilotto
continueto controlthe airplanewith the new reference.
DesiredTrack (DTK) - The compasscoursein degreesbetweentwo
adjacentwaypointsin a GPSflight plan.
Dilution of Precision(DOP)- A measureof the satellitegeometryrel-
ative to your position.A low DOP valueindicatesbetterrelativegeom-
etry and higher correspondingaccuracy.
DIS - Distancein nauticalmiles.This is oneof the fields that is avail-
able for displayon the G1000'sNavigationStatusbar and in the flight
plans.
DME - DistanceMeasuringEquipment.Aircraft equipmentfor meas-
uring the slant rangein nautical miles from the aircraft to an appropri-
ately equippedVOR stationon the ground.Most DME receiverscan
also generategroundspeed and time to the stationinformation.
DOP - SeeDilution of Precision.
 Glossary 293

DP - Departure Procedure.An instrument procedure written for a

particular airport which, if followed correctly,guaranteesterrain clear-
ance for departingaircraft.
DPE - DesignatedPilot Examiner.FAA designeewho administers
oral and flight testsfor pilots licenses.
DTK - SeeDesiredTrack.
EFAS - En route Flight Advisory Service.Generallycalled "Flight
Watch,oo itosa networkof governmentstationsacrossthe United States
that provide in-flight weatherinformationto pilots on 122.0 MHz from
6AM to 10PMlocal time.
EGT - Exhaust Gas Temperature.The temperaturemeasuredin the
exhaustgasesas they leavethe engine.
EIS - Engine lndication System.Garmin'sname for the multiple
screenson the MFD that displayenginedata.Thesedisplaysvary con-
siderably across different manufacturers'implementationsof the
G1000.
EphemerisData - Current satellite position and timing information
transmittedas part of a satellite'sdatamessage.A setof ephemerisdata
is valid for severalhours.
EPE - SeeEstimatedPositionError.
EPU - EstimatedPositionUncertainty.A statisticalestimateof the
95Vo accwacyboundaryarounda position. It's defined as the radius of
a circle, centeredon an estimatedhorizontalposition,such that there
is a 57oprobabilityof the actualpositionbeing outsidethe circle.
ESA - En route SafeAltitude. The recommendedminimum altitude
within ten miles left or right of the desiredcourseon an active flight
plan or Direct-tocourse.
ETA - EstimatedTime of Arrival. The estimatedtime at which you'll
arrive at a GPSwaypoint.
EstimatedPositionError - A measurement of horizontalpositionerror
in feet or metersbasedupon severalfactorsincluding DOP and satel-
lite signalquality.
ETE - EstimatedTime En route. The estimatedtime in hours and
minutesthat it will take you to go from your presentpositionto a way-
point basedupon your culTentcourseand groundspeed.
FADEC - Full Authority Digital Engine Control.Electronic system
that managesthe fuel-air mixture and ignition timing for an engine.It
reducespilot workload,increasesefficiency,and lowersfuel burn.
FAF - Final ApproachFix. The point at which the final segmentof an
instrumentapproachbegins.For non-precisionapproaches, this is des-
ignatedby a Maltesecross.For precisionapproacheso it's at the glide
slopeinterceptpoint.
FITS - FAA IndustryTrainingStandards. Joint FAA and industrypro-
gramfor improvingTAA training.It makesheavyuseof scenario-based
training.
294 MaxTlescott'sG1000GlassCockpitHstdbook

Flight Director - Softwarewhich providespitch and roll commands

that are displayedon the PFD. Youcan eithermanuallyfly the airplane
to follow the commands,or engagethe autopilotand haveit follow the
commandsfor you.
FPL - Flight Plan. Key on the Gf000 that opensthe Active Flight
Plan window.
FMS - Flight ManagementSystem.Computerizedavionicsfound on
mostcommercialaircraftthat usespositionaldatafrom a GPSor other
systemto locatethe aircraft.It's generallylinked to an autopilotand a
MFD.
Frequency- The number of repetitionsper unit time of a complete
waveform,particularly of a radio wave.
FSS- Flight ServiceStation.A networkof governmentstationsthat
open and close aircraft flight plans and initiate a searchprocessfor
overdueaircraft.They alsoprovideweatherinformationwhen EFAS is
closed.
G.A.- GeneralAviation.Aircraft and flight hoursflown by other than
major and regionalairlinesor the military.
GPS- Global PositioningSystem.A global navigationsystembased
on 24 satellitesand sparesatellitesorbiting the earth,which provides
precisepositioninformationfor navigation.
HDOP - HorizontalDilution of Precision.The numberof GPSsatel-
lites receivedand their relative positionsor geometryto each other,
affectsthe quality of longitude and latitude coordinatesgeneratedby a
GPSreceiver.HDOP is a measureof that quality,usinga scalefrom 0.0
to 9.9, with lower numbersrepresentingbetter accuracy.
Heading- The directionin which an airplaneis pointed.Headingdif-
fers from courseto the extentnecessaryto counteractthe force of the
wind.
HFOM - HorizontalFigureof Merit. A measureof horizontalposition
uncertainty,in feet or meters,reportedby a GPSreceiverothat defines
a 957ocontainmentvalue on the accuracyof a positionfix.
HI - HeadingIndicator.Instrumentthat showsthe current magnetic
headingof an aircraft.In older aircraft,this is a gyro-basedinstrument
which needsto be manuallysynchronized with the compass.In modern
TAA, the headingindicator is part of the PFD and it is continuously
synchronizedwith the magnetometer.
HIWAS - HazardousIn-flight Weather Advisory Service. Taped
broadcastof weatherovera wide regionwhich is broadcastover a sub-
set of VOR stationsacrossthe United States.
HSI - HorizontalSituationIndicator.Cockpit instrumentthat com-
binesa HeadingIndicatorwith a headingbug and a VOR/ILS CDI nee-
dle.
HUL - HorizontalUncertaintyLevel. An estimateof horizontalposi-
tion uncertainty,basedon measurementinconsistency,which bounds
the true enor with high probability.
 Glossary 295

IAF - initial approachfix. The point at which an instrumentapproach

procedure begins if it is flown under orun navigation. Instrument
approaches flown with vectorsfrom ATC do not needto passoveran IAE
IFR - InstrumentFlight Rules.The set of rules usedwhen flying an
airplane on an instrumentflight plan.
ILS - InstrumentLanding System.A precisioninstrumentapproach
that provideshorizontaland vertical guidanceand consistsof a local-
izea glide slopeand usuallyone or more markerbeacons.
IMC - InstrumentMeteorological Conditions.Weatherconditionsthat
are lessthan VFR minimums(generally3 milesvisibility and 1000feet
cloud ceilings) that require a pilot to fly primarily by referenceto
instruments.
KOEL - Kinds of OperationEquipmentList. A matrix found in the
POH of TAA which details which equipmentis requiredfor different
typesof flights, such as VFR, IFR, day and night.
Latitude- A position'sdistancenorth or southof the equator,meas-
ure by degreesfrom zeroto 90. One degreeof latitude equals60 nau-
tical miles.
LCD - Liquid Crystal Display.A flat, glassscreenfound in laptop
computersand avionicsusedto showmovingmapsand other informa-
tion. Charactersare generatedon it by applyingan electriccurrentthat
arrangesliquid crystal moleculessandwichedbetweentwo layers of
glassto act as light filters.
Leg (Route) - A portion of a route defined by two sequential way-
points in a flight plan.
Longitude- The distanceeastor westof the prime meridianmeasured
in degrees.The prime meridian runs from the north pole to the south
pole throughGreenwich,England.
LRU - line replaceableunit. A modularpieceof electronicequipment
that can easilybe removedand swappedwith anotheridenticalunit to
make servicingfasterand easier.
MAP - missedapproachpoint. The end point of the final approach
segment,generallylocated close to the approachend of a runway.It's
the point at which a pilot must decidewhetherto land or to 8o around
and fly the missedapproachprocedure.
Mean SeaLevel - The averagelevel of the ocean'ssurfaceas meas-
ured by the level halfwaybetweenmeanhigh and low tide. Used as a
baselinefor determiningland elevation.
MET - ManualElectric Trim. Switchor switches,generallylocatedon
the pilot's yoke,which allowsyou to adjustthe airplane'selevatortrim
control.
METAR hourly weatherobservationtaken between45 minutes
after the hour until the hour at an airport with a weatherobserver.
MFD - Multifunction Display.Providesnavigation,maps' and other
functions. It's generally located in front of the copilot or, in 3-display
cockpits,betweenthe pilot and copilot.
296 MaxTlescott'sG1000GlassCockpitHandbook

MOA - Military OperationsArea. Specialuse airspacedesignedto

separatecertain nonhazardous military activitiesfrom IFR traffic and
to identify for VFR traffic wheretheseactivitiesare conducted.Pilots
don't requirepermissionto entertheseareasbut may want to contacta
FSSor ATC to determineif the areais activeor "hot.'o
MSA - Minimum Safe Altitude. Altitudes depicted on approach
chartswhich provideat least 1,000feet of obstacleclearancewithin a
2S-mile radius of the navigationfacility upon which the procedureis
predicated.
MSL - MeanSeaLevel. It defineszeroelevationfor a local area.
MVFR - Marginal Visual Flight Rules. Refers to flight conditions
with 3-5 miles of visibility or ceilingsbetween1000 and 3,000 feet.
NauticalMile - A unit of lengthusedin navigation.It's equalto about
6,076 feet or about l.15 statutemiles.
NDB - Non-DirectionalBeacons.Low frequencytransmitters,gener-
ally associatedwith an instrumentprocedure,which generatea signal
that can be receivedby an aircraftwith an ADF receiver.
NEXRAD - Next GenerationRadar.A networkof 159 independent
WSR-88DWeatherSurveillanceRadarDopplersystemsfirst deployed
in 1988 and operatedby the NationalWeatherService(NWS).It cov-
ers mostof the contiguousU.S.,Alaska and Hawaii.
NLDN - NationalLightningDataNetwork.Privatenetworkof equip-
ment that locatesthe positionof cloud-to-groundlightning strikes in
the United States.The datais availablethrougha weathersubscription
service.
NOTAM- Noticeto Airmen.A communicationfrom the FAA contain-
ing informationconcerningthe establishment,conditionor changein
any aeronauticalfacility service, procedure or hazard, the timely
knowledgeof which is essentialto personnelconcernedwith flight
operations.
NWS - NationalWeatherService.U.S. governmentagencyresponsi-
ble for observingand forecastingweather.
OAT - OutsideAir Temperature. The G1000calculatesthis by meas-
uring the total air temperatureand then subtractingthe heatingeffects
of the airplanemovingthroughthe air.
PFD - Primary Flight Display. Displays the traditional six instru-
mentsand otherdata.
POH - Pilot OperatingHandbook.The manualthat'ssuppliedwith a
new aircraft.
RAIM - ReceiverAutonomousIntegrity Monitoring.A GPSreceiver
systemthat can detectwhetherit is receivingcorrectinformationfrom
the satellitesthat is sufficientlyaccuratefor usein flying an instrument
approach.
RMI - Radio MagneticIndicator.Instrumenttraditionallyfound in
airliners. It combinesa headingindicator with a bearingpointer and
givespilots a direct readingof the radial on which they'relocated.TAA
 Glossary 297

aircraft use their computingpower to generatethe sametype of infor-

mationwith bearingpointers.
Route- A seriesof waypointsenteredinto a flight plan which defines
a desirednavigationpath.
RPM - RotationsPer Minute.
PROC- Procedure.Key on the Gf000 usedto selectinstrumentpro-
cedures.
RVR - RunwayVisual Range.The distancemeasuredby transmis-
sometersat somelargerairportsto directly measurethe visibility along
a runway with an instrument approach.Aircraft are not permitted to
land if the measuredRVR is belowthe visibility requirementsspeci-
fied in a particularinstrumentapproach.
SelectiveAvailability - Random error which the governmentcan
intentionallyadd to GPSsatellitesignalsto degradeGPSpositionaccu-
racy for civilian use. It wasturned off in the 1990'sand is not current-
ly in use.
SIGMET- A forecastof weatherthat extendsover a widespreadarea
and is potentiallyhazardousto all typesof aircraft.
Squitter- Randomtransmissions of a transponder's24-bit identifica-
tion addresso sentperiodically,regardlessof the presenceof interroga-
tions. The purposeof squitter is to alert Mode S groundstationsand
Traffic AvoidanceSystem(TAS)equipped aircraft to the presenceof a
ModeS-equippedaircraft.
STAR - StandardAnival Procedure.An instrumentprocedurewrit-
ten for a particular airport which, if followed correctly, safely transi-
tions an aircraft from the en route structureto an instrumentprocedure
for an airyort.
Stormscope- A passivedevice that detectselectrical discharges-
usually aisociatedwith thunderstorms-within a 200 nm radiusof the
aircraft.In the G1000,the systemmeasuresthe bearingand distances
to the discharges,and displaysthem on the Stormscope Map page.
TA - Traffic Advisories.An alert that'sissuedwhen anotheraircraft is
within llz mile horizontallyand 500 feet verticallyof your position.
TAA - Technically AdvancedAircraft. lncludes aircraft with at least
a GPSand movingmap display.AIso includesall airplaneswith glass
cockpits.
TAF - TerminalAerodromeForecast.A conciseforecastof conditions
expectedduring a 2$-hour period within a five mile range of an air-
port's runways.
TAS - Traffic Advisory System.An active traffic surveillancesystem
which broadcastsa signal that interrogatesthe Mode C transpondersof
nearby aircraft, displays their location, and provides an aural alert
informing the pilot of a TA.
TAWS - Terrain Awareness& Warning System. Most G1000-
equipped aircraft contain Terrain Awareness,which requires tlat 1ou
toik-at the display to note higher terrain.TAU/S,availablein G1000-
298 G1000GlassCoclqitHadbook
MacTTescott's

equipped Beechcraft and Columbia aircraft, gives an aural terrain

warning.
TBO - Time BetweenOverhaul.A specificationusedto estimatethe
usefullife of an enginein hours.
TCA - Terminal Control Area. An area surroundingbusy airports in
which all traffic operatingis separatedand controlledby ATC. The
term is no longer used in the United States,but is still used in some
countries.
TCAS - Traffic Collision AvoidanceSystem.An airborne system
developedby the FAA that operatesindependentlyfrom the ground-
basedAir TrafficControl(ATC)system.TCASwasdesignedto increase
cockpit awarenessof proximateaircraft and to serveas a 'olastline of
defense"for the preventionof mid-air collisions.It's generallyfoundon
commercialand businessaircraft.
TCAD - TrafficCollisionAvoidanceDevice.A passivetraffic surveil-
lancesystemwhich gathersinformationfrom transponders interrogated
from multiple sources,regardlessof geographyor proximity to ATC
radarsites.It cannotdetectaircraftwhoseModeC transponders are not
being interrogatedby groundradaror TCAS or TAS equipment.
TFR - TemporaryFlight Restriction.A regulatoryaction issuedvia
the U.S. Notice to Airmen (NOTAM)systemto restrict certain aircraft
from operatingwithin a definedarea,on a temporarybasis,to protect
personsor propertyin the air or on the ground.
TFT - Thin Film Thansistor. A Liquid CrystalDisplay(LCD)technol-
o5y.
TIS - Traffic Information Service. An in-cockpit display of nearby
traffic provided by an uplink from appropriately equipped FAA
approachradar sites.
TIT - Turbine Inlet Temperature.The temperatureof the exhaust
gasesentering a turbocharger.The TIT is often used for accuratelean-
ing of turbochargedengines.
TKE - Track Angle Error. The angle difference betweenthe desired
track and your currenttrack.
TMA - TerminalManeuveringArea.A term usedin somecountriesto
describean area surroundingbusy airports in which all traffic operat-
ing is separatedand controlledby ATC.
Track - Your current direction of travel relative to the ground.
TRK - SeeTrack
TRSA - Terminal Radar ServiceArea. Similar to Class C airspace
except that pilot participation is voluntary. However, if you request
radar servicein a TRSA,you'rerequiredto follow all ATC instructions
you receive.
UTC - UniversalCoordinatedTime. AIso called GMT or Zulu time.
it's basedupon the time at Greenwich,England.
 Glossary 299

VFOM - Vertical Figure of Merit. A measureof vertical position

uncertainty,in feet or meters,reportedby a GPSreceiver,that defines
a95Vo containmentvalue on the accuracyof a positionfix.
VFR - Visual Flight Rules.The set of rules usedwhen not flying on
an instrumentflight plan and in VMC conditions.
VHF - Very High Frequency.The frequency range from 30 to 300
MHz. The propagationof signalsin this band is generallylimited to
line-of-sightconditions.
VU - VeryLight Jets.A new classof smalljet aircraftenabledby the
developmentof smalljet engines.
VMC - Visual Meteorological Conditions.Weatherconditionsthat are
greaterthan VFR minimums(generally3 milesvisibility and 1000feet
cloud ceilings).
VNAV - Vertical Navigation.Createsa 3-D profile to guide an air-
plane to a target altitude and location.
VOR - VHF Omni-directionalRadio-range.VORs are a systemof
navigationaids that operatewithin the 108.0to I17.95 MHz{requen-
cy band. They are subject to line-of-sightrestrictions,and the range
variesproportionallyto the altitudeof the receivingequipment.
VSR - VerticalSpeedRequired.The descentrate in feet per minute
required at the presentgroundspeedto reach a targetaltitude at a way-
point.
S/AAS - Wide Area AugmentationSystem.An extremely accurate
navigationsystemdevelopedfor civil aviation that has the ability to
prouid" horizontaland vertical navigationfor precisionapproachoper-
ations.It usesa networkofprecisely-locatedgroundreferencestations
that monitor GPS satellite signals and generatea correction message
that is sentto userreceiversvia navigationtransponders on geostation-
ary satellites.
Waypoint- A location stored in a GPS. This can either be a pre-
definedlocation,suchas an airportor VOR, or a user-definedlocation,
such as your house.
XPDR - Transponder. Airborneequipmentwhich,wheninterrogatedby
ground-based radar equipment, sends a signal that_en-hances the air-
craft'sdisplay on radarand may transmit altitude and other information.
XTK - SeeCrosstrackError.
 lndex

360 HSI softkey,25 selectingan arrival procedure,I82 ARC softkey,79,82

360 softkeS82 weather,90 ARFRM softkey,223
360osoftkeS79 Airport Signson SyntheticVision,24I arrival alerts, 103
ACT LEG softkey,lzl0 AirspaceAlerts box, I03 Arrival frequencies,89
Activating AirspaceAlerts window,112 Arrival Procedure,180
a previouslystoredflight plan, 141 airspeed ASSISTsoftkey,56
an instrumentapproach,169 calibrated,97 ATIS,43
leg in a flight plan, 139 indicator.22 ATK OffsetWaypoint,216
VECT0R-TO-FINAL, 169, 236 referencebugs,23, 32,28 ATK OFSTsoftkey,216
Active Flight Plan page,136,215 trend vector,23 Attitude HeadingReferenceSystem.See
activatinga leg, I39 Airways,2IT AHRS
changingfields, I37 AIRV/AYSsoftkey,2IS attitudeindicator,23
creatinga newflight plan, 137 collapsing,218,220 audiopanel,14,45, 163
deletinga flight plan, 140 displaying,218 failure, 193
deletinga waypoint,139 expanding,220 Perspective,249
direct to a flight plan waypoint,139 insertingwaypointwithin, 220 AUTO softkey,94
insertingwaypoints,138 Alerts,28 AutomaticDirectionFinder,35
invertinga flight plan, l,l0 arrival, 103 autopilot,l6
storinga flight plan, 141 VNAV arrival, 146 altitude preselect,164
usingrecentwaypoints,I38 ALERTS softkey,28 commonerrors,16l
activefrequency39 ALL softkey,226 failures, 162
activeleg information,137 Along Track Offsets,159, 214,216 Garmin,I49
ADC,14,162 AIJI key (autopilot),f55, 164 KAP 14,0,16, 163-65
failure, 193 ALI knobs,24 keys,I50
failure dual systems,257 ALT softkey,3l limitations,163
ADR gs ALjI UNITS aoftkey,2I3, 247 LVL ken 255
ADF ken 47 alternator,189 operation,203
ADS-B,16,2t0,26 failure, 28, 55 Perspective,255
Advisories,28 altimeter,24,2ffi preflight,16l, 163
advisoryglide slope,23O,232,239 Altitudealerting,2l2 auto-zoom, 63,7I,222
ADVISORYsoftkey,2S altitude constraint,214 AUX key,47
AFCS,149 Altitude Hold mode,I55 Avidyne,I, 78
Statusbar, I52 altitude reference box, 24 Entegra,255
AGE label, 78 altitude reference bug, 24 AWOS.43
AHRS,3,14, 162 ALfS annunciator,157 BACK softkey,29,30
failure, 193 ALTV annunciator,157 Backcoursemode,160, 165
failure dual systems,256 ANN TEST softkey,223 backlighting, 37
reinitialization,I4 annunciators.28 backupinstruments, 17, I90
Air Data Computer.SeADC AP DISCbutton,I52, 161 bank indications,23
AIREPS.l24 AP disconnectbutton, 152, 16I Bank key,267
AIRMETs.125 AP ke5 164 BARO knob, 25,245
Airport Informationpage,86 Approachfrequencies,89 BARO MIN, 32,212
enter airport or city name,88 Approachmode,159 barometricsettingbox, 25
flying direct to, 135 autopilot,I54, 16I basereflectivity,Il9
INFO softkey,88 CPS,27 battery
loadingfrequencies,43, 89 APR,27 main,I9l
orientation,SS APR key (autopilot),164 standby,55, l9O
Runwaywindoq 89 APR softkey,lI0, 17L,226 BC annunciator,160
selectinga departureprocedure,IB2 APTSIGNSsoftkey,241, 243 BC ken 160
selectingan approach,l7I ARC HSI softkey,25 beamtilt angle,l19

oearing,104,210
bearingpointers,35
Beechcraft
autopilot,16,24, l5O, I55, 206
autopilotlimitations,156
Flight Director,I57, 163
G36,207
GEAR UP Warning,207
King Air,272
radarin Baron.16. lI7
TAWS,68,83
BKSPsoftken3l
BOD,158
BRG,2IO
BRGI and BRG2 softkeys,36
Cancel
Direct-tonavigation,I33
Cautions,28
cDI,25
CDI auto-capture,105
CDI box,104
CDI softkey,26,I59,161, I73
CELL mode,79
CELL MOV softkey,126
Celsius,selecting,102
Centerfrequencies, III
Cessna, l, 16, I?,190
autopilot,16, 24, I57, 16l, 206
cr72, 199-206
c182,190
c206, 53, 54, 59
C400. 5e Cowalis
Caravan,271
electricalsystem,189-9I
Enginepage,53
Flight Director,157
KAP I40. 163.206
KAP I40 limitations,165
maximumfuel indications,
Mustangjet, ll, 12, 15, L6,24,26-70
Changing
displayunits,I0I
fields,222
NavigationStatusbar fields, I04
ChartView,224
checklists,64
chevrons, 23
CHKLIST softkey,65, 197
CHRT OPt softkey,226
CHT,5I
Cimrs Design,I
sR22,240,25843
SyntheticVision Technology, 24O
City Forecasts, 123
ClassB/C/D,74
alerts,103
CLD TOP softkey,l2B
cleaningdisplay,7
clearair mode,119
clearancerecorder,49
ClosestPoint of FPL, I45
CLR key,63,64
CNCLVNV softkey,I59, 216
CODEsoftkey,3l
color,use of, 20
Columbia.SeeCorvalis
COM ll2key,46
COMknobs,40
COMradio.13
Index 301
auto-tuning,248 DepartureProcedures,90, 182
operation,40 departuretime,97
Perspective,247 descentprofiles,242
settingchannelspacing,105 DesiredTrack,22,7l, lO4, I37
tuning,39 DestinationAirport Informationwindow,252
COMI key,45 DFLIS softkey,36
COMI MIC key,45 Diamond,f, f6, 53
commandbar, 23 autopilot,206
commonerrors,16l D440, 53, 54, 57, 58, 105,165,206
ComparatorWindow,267 D442, 53, 55, 56, 58, 59, 206, 207
composite reflectivity,ll9 D-Jet,266.,270
configuringmap,66 KAP 140. 165.206
ControlUnit, 248 maximumfuel indication,54
ControlWheel Steering.SeeCWS roll steering,206
Convective Outlook,129 standbyinstruments,17, 59
Convective SIGMET,I25 SyntheticVision Technology, 240
coolanttemperaturegauge,59 digital clearancerecorder,49
COPIII ken 49 dilutionof precision,100
Copya StoredFlight Plan, l,M Direct-tokey,l3I-33, 214
Corvalis(Columbia) Direct-toNavigation, I33
autopilot,16,24, 150 by facilityor city name,135
carbonmonoxidemonitor.4 canceling,133
GDU 1042,12 NearestAirport, 133
keypad,15 to a flight plan waypoint,134,139
Ieanof peak,57 usingMFDjoystick,136
Systempage,55, 56, 57,2Bs versusflight plan, 13I
TAWS,68,83 vertical,214
COUNTYsoftkey,I23 via a specifiedcourse,135
Countywamings,123 Direct-topage,I33
coursedeviationindicator,25 display
auto-capture, 105 backlighting, 37
re-scaling, 27 backup, 50, I92, 245
settingscale,105 cleaning,7
useof, 26 failure, 192
coursepointer,26 Perspective,245
Courseto Waypointfunction, 135 DisplayBackupbutton,14, 50, 192, 195,245
Creating distance,IM
Descentprofiles,I45-46 DistanceMeasuringEquipment,34
54 newflight plan, 137-38,142-43 DME,34
pilot profiles,106 softkey,34
waypoints, 92 Tuningbox,34
crossingrestrictions, 157,214 DME Arc Approach,lB5
crosstrackerror. 104. IB7 DME key (audiopanel),47
CRSknob,26 DME/ADFsoftkey,35
CUM softkey,222 DN key, 164
CumulativeDistance,I37 DP softkey,182,226
CurrentIcing Product,I29 DTK,104
Cunent Track Bug, 2IO, 246 DTK Up map orientation,7I
cursor,64 EADS SocataTBM 850. 272
cws. r52.160 ECHO TOP softkey,126
switch,I65 Echotops,126
CYCLONEsoftkey,129 Edit
CYL SLCTsoftkey,56 Flight Plan, 138-41
cylinder headtemperature,5l StoredFlight PIan, I43
Datalink lightning,I27 EGT 52
D-bar.27 electricalsystem,55, lB9-9I
dBZ,l19 electroniccharts,225
DCLIR softkey,29, 6,221 electronicchecklists,64
DeadReckoningmode,239 Embraer,270
DEC FUEL softkey,58 EMERGCYsoftkey,65, 197
de-cluttering screen,66 emergencies, 196
Deleting DisplayBackupbutton, 14, 50
a storedflight plan, I,M NRSTsoftken33
activeflight plan, 140 setting121.5,4I
all storedflight plans, 144 EmergencyDescentMode,267
vertical constraint,2I4 EMPTY WT softkes 269
waypoints,93 en route safealtitude,94,I04
waypointsin a flight plan, I39 ENBL VNV softkey,215,263
densitvaltitude.97 endurance, 96
302 MacTlescott'sG1000GlassCockpitHmdbook

engine indication system, 5l activating a previously stored flight plan, r42

CessnaMustang,268 t4I integratedautopilot,149
failure, 195 copy a stored flight plan, l,l4 TAS, 78
Perspective, 250 creating a new flight plan, l3B, 142 GDC74A. 14
engine load indicator, 53 deleting a stored flight plan, I44 GDL 69/GDL69A, 15, trs
Engine page, 52 deleting all stored flight plans, I44 GDU 1040/10421 r043l IO44B, 12, 150
ENGINE softkey, 56 edit a stored flight plan, I43 GEA 7I, T5
Engine/Airframe Unit, l5 importing a flight plan, 243 gearboxtemperatureindicator,59
Enhanced Vision System, 256 inverting and activating a stored flight plan, GFC700,16,L49,16l,215,255,267
ENR,27 143 GIA 63, 13
enroutemode,27 sortingflightplans,I45 GIAI. 162.193
EnrouteSafeAltitude, 137 Flight Plan Navigation,136 GtA2,162,165,193
ENT key,64 flight timer,97 glasscockpit
entenng FlightWatch,8I, I15, 124 benefits.2.5
airport identifiers,8B FlightStar,243 electricalsystems,2
data,64 FliteCharts,224 glide slopeindicator,24
Epic Aircraft, 271 flux valve. 15 G M A1 3 4 7 , 1 4
ESA, IO4 FMSknobs,6l GMC7rO,267
Essentials bus,55, 190 enteringdata,64 GMU 44, ls
estimatedpositionerror, 100 selectingpages,63 Go Around button. 152. 260
estimatedtime en route,94,104, L37 FOB SYNC softkes 269 Go Aroundmode.157.16I
estimatedtime of arrival, 94, IO4,I37 FPA,I5B GP annunciator,I59
ETA, IO4 FPL key, 63, 136,2I3 GPS
ETE, IO4 free/slaveswitch,25 active,13,99
EVS,256 FreezingLevel, l2B approachmode,27
exhaustgastemperature,52 FREQsoftkey,109, lI1, I12 enroutemode.27
exportingflight plans,243 frequencies flying approach,I75
FAA IndustryTrainingStandards,6 Approach,S9 hot spare,13
FAB 28 Arrival, 89 instrumentapproaches,169
FD FRMT softkey,267 ATIS or AV/OS,89 lossof signalintegrity,239
FD key, 152 Center,III Procedures, IB3
feet,selecting,102 FlightServiceStation,llI receiver,13
field of vieq 243 nearest,III roll steering,17
fields Frequencieswindow,89 terminal mode.27
changingin a {lightplan, 137 frequency updatingdatabase,l3
changingin NavigationStatusbar, I04 active,39 GPSStatuspage,99
F'IKI,25I auto-tuning, 42 GPSI softkeS99
final approachfix, 28 display,39 gridlineson SyntheticVision,24I
FIT WDTH sofrkey,226 selected, 40 groundspeed, I04
FITS,6 standby,39 average,98
Flight Data Logging,254 tuningNAVandCOM,39 GRS77, 14
Flight Director,149-53, 160, 163, I93, 194, FrequencyTogglekey,40 HazardousInllight WeatherAdvisoryService,
zffi FRZ LVL softkey,129 42
FlightID, 267 FSSfrequencies, lll HDG key (autopilot), I53, 164
Flightinto Knownlcing,251 fuel HDG knob,25, 153, 164
Flight level Changemode,156 gauges,54 HDG MISCOMP,257
Flight Path Marker,24I imbalance,I65 HDG mode,164
Flight Plan leaning,52 HEADER softkey,227
activatinga leg, 139 low fuel indicator,4 HeadingBox,25
activatinga previouslystored,I4l mismanagement, 4, 54 headingreferencebug, 26
airways,218 planning,96 HeadingSelectmode,153
changingfields,137 rangering,8,69 HeadingUp map orientation,7I
copya stored,I44 remaining,96 Hectopascals, selecting,102
creatinga neq 137-38, 142-43 required,96 HI SENSkey,47
deleting,I40 statistics,94 highwayin the sky,241
deletinga stored,I44 totalizer.58 HITS.24I
deletinga waypoint,139 fuel flow indicator,53 HIWAS,42
deletingall stored,144 fuel flow rare,96 holdingentryprocedure.l85
direct-toa flight plan waypoint,134, 139 fuel on boardsensors.96 HoldingPattern,l78, lB4
edit a stored,143 Fuel page,59 HondaJet,270
importing,243 Fuel RangeRing, B, 69 horizontalsituationindicator,25
insertingwaypoints,I38 FUEL softkey,251 horizorttaluncertaintylevel, I00
invertingan active,I40 FULL SCNsoftkey,226 HPA softkey,247
invertingand activatinga stored,I43 GA button,L52,I57,260 HRZN HDG softkey,241, 243
sortingstored,145 GAL REM softkey,58 HSI,25
storinga, 141 gallons,selecting,102 HSI FRMT softkey,213
using recentwaypoints,I38 Garmin HurricaneTracks,130
vertical.I58.214 DataLink, 15 IAS key, 255,261
Flight Plan Catalog GNS430/GNS530, 5, 7,20, 40,63, I3I, icing, I29
 Index 303

Icing Supercooled Large Droplets, I30 Iand data,72 METERSsoftkey,247

IDENT softkey,31 laser-ringgyro,14 meters,selecting,102
identifying a station, 26 LD AIRWY softkey,219 METRIC softkey,25, 36
IFR LD APR softkey,1I0, I7l Metric, selecting,I02
accidents, 5 LD DP softkey,I82 MFD
freezinglevel, 129 LD STAR softkey,l8l changingNavigationStatusbar, 104
information (Airport Info page), 89 Leanpage,56 enteringdata,64
instrument scanning, lB7 LEAN softkey,56 failure,I62, I93
low,122 leaning,52, 56 frequencyauto tuning,43
own navigation, 168 sR22T,250 navigatingthe pages,63,253
procedure tum, 168, I77 LEGENDsoftken126, l2B organization,63
via vectors, 168 LEG-LEG softkey,222 Perspective,252
IFR (see also Instrument Approach), I22 lighting,I3 microfibercloth, 7
ILS,24,42,43,9r settingdisplay,37 middle marker,46
flying an approach,I7B lightning minimumsafealtitude.104
usingSVT Pathways, 242 Datalink, 127 MINIMUMS softkey,227
ILS CDI auto-capture, I05, l6f, n8,224 Stormscope Map page,79 MISCOMP,256
importingflight plans,243 limitations MissedApproach,174
IN softkey,247 G1000,t7 MKR/MUTEke5 47
INC FUEL softkey,58 GFC 700, 163 MOAs displayed,74
infraredcamera,256 KAP 140,165 ModeS transponder,30
INHIBIT softkey,223 Iine replaceable units,II Mooney
Initial UsableFuel screen,251 liters,selecting,102 annunciatorp anel,206, 282
inner marker,47 LNAV approach,230,233 autopilot, 16,24
Inserting LNAV/VNAVapproach,230, 232, 239 tachometer,58
waypointsinto a Ilight plan, 138 LNAV+V approach,230, 233, 239 trim and flap indicators,206
InsetMap,29,212,247 loading MORE WX softkey,I23
INSET softkey,29 Arrival Procedures,IB0 Morsecodeidentifier,26, 42
InstrumentApproach DepartureProcedures,182 MSA,IO4
ACTIVATEVECTOR-TO-FINAL,169. 236 instrumentapproaches,I69 MultifunctionDisplay.Se MFD
auto-tuningfrequencies,44 localize;27 M U S I CI , 4 7
flying DME Arc, I85 LOCK softkey,224 MUSIC2,48
flying GPS,I75 Low Bank mode,267 musicmuting,48
flying hold, 238 low fuel indicator,4 MVFR,122
flying ILS, I78 LPV approach,158,229 NACOcharts,224
Ioadusingsoftkeys,l7I LRU, I1 NARROW softkey,222
LOAD versusACTIVATE,169 lllNG softkey,127 NASA,24I
MissedApproach,174, 237 Mach number,268 NationalLightningDetectionNetwork,127
proceduretum, 168, 177 magneticnorth, 102 NAV ken 154
procedures,90 magneticvariation,102 NAV knobs,40
removingan approach,l7I magnetometer, l5 NAV radio.13
selectingan approach,169 MAN SQkey,48 auto-tuningILS frequencies,44
vectors,168, 170, 233,236 manifoldpressuregauge,53 operation,42
VOR Approach,I72 MANUAL softkey,96 Perspective, 247
INTEGlabel,26,202 mapdatums,102 tuning,39
intercom,48 map orientation,7I Nav RangeRing, 70, L94,257
isolationmodes,49 map pointer NAVI key,47
Perspective,249 displayelevations, 67 NavigationMap page,65
settingsquelch,48 Map Setup,66,222 auto-zoom. 7l. 222
settingvolume,48 MAP softkey,66 aviationdatalabels,74
IntersectionInformationpage,90 MAPR annunciator,2S9 configuringoptions,66
Inverting markerbeacon,24, 46 fuel rangeing,69
a flight plan, I40 MAXSPDannunciator. I5l joystickfor directto navigation,
136
and activatinga storedflight plan, 143 MDA/DA bus,2I2 land datafeaturesdisplayed,75
Jeppesen memorycards,13 map orientation,7I
charts,224 MENU key,64 Map Setup,66,222
Flightstar,243 Messages nav rangering, 70
Jet Routes,218 AirspaceAlert, 103 obstacledata,72
joystick,30,136 anival alert, 103 terrain information,67
KAP 140, 16r, 163-65 NOT APPROVEDFOR GPS.I72 topographicaland terrain ranges,73
limitations,I65 RAIM, IOO topographicalinformation,66
operation,203 reminder,98 trackvector,7O,222
PITCH TRIM waming,165 TAWS.85 traffic information,68
keypad,15, 245 TIS status,78 traffic on Perspective,252
Kinds of OperationEquipmentList, I99 Trafftc,29 traffic ranges,73
King Air,272 VNAV alert. 146 weatherranges,73
KingBendix, 163 MET,T52 Weathersoftkeys,68
KODIAK,2TT METAR,I2I wind vector,70
t3 Skywatch,78 METAR softkev.122 Navigationmode,153
304 Mar Ilescott'sG1000GlassCockpitHandbook
Navigation
Status bar(MFD),62 MFDpagenavigation,
253 runway information, 89
changingfields,104 PFD,245 Runway window, I09
Navigation Status bar (PFD), 22, 2IO settingsquelch,249 runways on Synthetic Vision, 241
NDB,47 SyntheticVision Technology,240 SafeTaxi diagrams, 220
NDB Informationpage,90 TrackVector,253 safety, 4
NDBsdisplayed,74 yaw damper,255 systems,2
NearestAirports PFD,6, 19 Satellite imagery l28
flying directto,34, 133 controlsknobs,21 satellite radio system, I07
loadingfrequency,34, 43 failure. I92 Satellite Status window, 99
NRSTsoftkey,43 Perspective,245 SBAS softkey, 223
settingcriteria, 105 PFT annunciator.l5I s c a n n i n g , 3 ,I B 7
softkey,33 Phenom100 and 300,270-71 Scheduler, 98
window,33 PILOT ken 49 SD+ype memory card, 13
NearestAirports page,109 Pilot Profiles,106 Search and Rescue option, 210
loadingfrequencies, 44 PiperMeridian,272 selected frequency, 40
selectingan approach,l7l PiperJer,2TL Selecting
NearestAirports window(PFD),133 PIREPS,I24 Arrival procedures, 180
NearestAirspacespage,I12 PIT MISCOMP,257 Departure procedures, lB2
NearestFrequencies page,lll pitch indications,23 HSI navigation source, 26
loadingfrequencies,44 PITCH TRIM waming, 165 instrument approach, 169
NearestIntersections page,Il0 pitot-staticsystem,l4 radio frequencies,2l
flying directto, 136 PLAN softken227 SENSOR softkey,246, 257,267
NearestNDB page,I10 PLAY ken 50 Severe Weather Storm Tracks, 126
flying directto, 136 precipitation mode,Il9 SFC OFF softkey, 127
NearestUserWptspage,Ill PrecipitationTypeat Surface,120 SHW CHRT softkey, 225
NearestVOR page,I I0 preflight,200 SIG/AIR softkey, 125
flying direct to, 136 PrimaryFlight Display.SeePFD SIGMETs,I25
loadingfrequencies,44 primaryflight instruments,20 situational awareness,3
NEW softkey,138 PROCkey,63, 169,170 SKYWATCH,TB-79
NEXRADRadar.II7.2l3 proceduretum, 168, 177 slip/skid indicator,24
NEXRAD softkey,30, 69, I16 PROFILE softkey,227 SNGL CUE softkey,267
nisht flight, 204,262 PT annunciator, 161 SOannunciator, 212
NO COMR256 Q-routes, 2lB softkeys,20, 29
NO GPSPOSITION,239 QuestAircraft, 27I softwareversion,108
NorthUp maporientation, 7I radar somatogravic illusion, 85
NOT APPROVEDFOR GPSmessage, I72 ageofNEXRADdata,120 Sortingflight plans, 145
NOTAMsoftkey,226 airborne,16 SPECI,12I
NR annunciator, 213 NEXRAD,I17 speedbugs,23, 32
NRST softkey,33, I33, 196 NEXRADversusairbome,l16 enabling,32
OBSmode,183-84 radio controls,20 SPKRkey,46
OBSsoftkey,f83, IB4 RadioMagneticIndicator,35 squelch
OBS/SUSP softkey,36 RAIM, 100,202 COMradios,4I
obstacledatabase, 72 RAIM softken223 intercom,48
obstacleson SyntheticVision,240 rain.I19 StandardArrival Procedures. 90
odometer,98 Ram Air Temperature, 268 standardrateturn.25
offsetwaypoints, 216 rangeknob, 63 standbybattery 55
oil pressuregauge,54 rate of tum indicator.25 standbyfrequency,39
oil temperaturegauge,54 ReceiverAutonomousIntegrityMonitoring, standbyinstruments, 17, 190
ON softkey,3l 100 electric standbyattitudeindicator,I7
OPERATEsoftkey,T6 referencebug, 23 STANDBYsoftkey,76
outer marker,46 altitude,24 STAR,90
outsideair temperature, 14,22,36 heading,26 STAR softkey,182,226
own navigation,168 settingairspeed, 32 STBY BATT switch,2OI
OXYGEN softkeS59 reflectivity,ll9 STBY softkey,31
PA ken 46 remainingdistance,137 STD BARO softkey,37, 247
panningpointer,30 remindermessages, 98 S-TEC
ParallelTrackfunction,2I7 Removingan approach,l7I 55X, r49
PATHWAYsoftkey,24l RENAMEsoftkey,93 autopilots, 255
Pathways,241 Restrictedairspace,74, I72, I32 Storinga FlightPlan,I4I
Perspective,24$53 alerts, I03 StormPredictionCenter,124
AHRS failure,256 reversionarymode,50, I92, 2I2, 245 Stormscope, I27
audiopanel,249 RMI.35 Stormscope Map page,79
autopilot,255 RNWY softkeS109 STRIKEmode,79
COM and NAV radios,247 ROL MTSCOMR 257 Strike Rate,79
displayingtraffic on Nav map,252 ROL mode,16I, 164 STRMSCPsoftkey,29, 68
EnhancedMsion System,256 Roll Hold mode,I52 stuck microphone,4I
Flight Data lngging, 254 roll steering,17 sunriseand sunsettimes,95
Flyingtrip in a SR22,25&63 RST FUEL softkey,58 SurfaceAnalysisWeathermaps,126
fuel totalizer,25I RST USEDsoftkey,58 SUSPannunciator,236, 237
intercom,249 runwaydiagrams,220 SUSPsoftkey,I74,237
MFD.252 RunwayExtensions,74, 75 SVT,24O
 Index 305
^ SYN TERR softkey,241 Tralfic Map page,75 loadingfrequencies,44
SYN VIS softkey,24l Trallic on SyntheticVision,242 VORs displayed,74
Synthetic Vision Technolory, 240-48 TRAFFIC softkey,29 VORTAC,91
System page (engine), 57 transponder,30,212 VPIH annunciator,158, 159
SystemSetup page, l0I altitude mode,30 VS mode,164
SYSTEM softkey, 57, 200 failure, 193 VSR,TO4
System Status page, 108 statusbar, 22, 3O-3I, 267 WAAS,228, 229-39,266
system time box,22,36 trend vector,23 W'AASreceiver,I59
TA OFF Range message,78 airspeed,23 warninglights, 28
TAA,4 altitude.24 Wamings,20,28,207
TACAN,9I standardrate tum, 25 WaypointInformationbox, I3B
tach time, 58 TRFC COASTmessage,78 waypoints
tachometer, 53 TRFC RMVD message,78 changing,93
TA4 r22 trim. I52. 16I creating,92
TAS,78 TRIM FAIL annunciator,205 deleting,93
TAWS,68, 83-a6,223,242,266 Trip Planningpag,94 offset.216
Excessive Descent Rate Alert, 85 94
trip statistics, renaming,93
Five Hundred Foot Alert, 86 TRK, IO4 Weather
Forward looking Terrain Avoidance, 84 T-routes, 2lB Airport Informationpage,90
Negative Climb Rate Alert, 85 trueairspeed,23,97 DataLink page,l15
Premature Descent Alert, 84 true north, 102 weatherdata
TBM850,243,272 tuning frequencies,39 settingranges,73
TechnicallyAdvancedAircraft, 4 turbine inlet temperature,52 weathersubscription,l15
TEL ken 46 turbocharging,52, 53, 56, 57 WeightPlanning page,269
TemporaryFlight Restrictions,120 turbulence,l2O,126 WIDE softkey,222
TERM,27 turbulenceforecast,129 Wind Datawindow,2ll
terminal mode,27 tum coordinator,24 WIND OFF softkey,128
TerrainAlerting on SVT 242 tum rateindicator,25 WIND softkey,21I,246
terrain data units,changing,l0I Wind Vector,70,2M
settingranges,73 UniversalCoordinatedTime, l0l Winds Aloft, 128
TerrainProximityMap, 8I unusualattitude,23 WPIS softkey,94
TERRAIN softkey,29,67 UP key, 164 WX softkey,122
^ terrainwamingsystem,68 UserWaypointInformationpage,92 WX-500 WeatherMappingSensor,79
TFRs,I20 USINGADC2 annunciation, 258 WxWorx,ll5
thermocouple,5l USINGAHRS2 annunciation.257 X POINTR softkey,268
thunderstorms,l2O, 123, 127 Utility page,97 XM Informationpage,I07
Tiger,53 vacuumgauge,59 XM LING softkey,30,69,I27
autopilot,16,24 vacuumpump,3,17,59 XM Satellite,15, II5
enginepages,53,55 vectors,168, l7O, 233, 236 XPDR softkey,3I,267
fuel flow rate, 57-58 verticalconstraint, 214 xTK,r04
standbybattery I90 vertical deviationindicator,I5B yawdamper,12, I50,255
TotalTime in Sewice,58 verticalflight plan, I5B,2l5 ZeroPitchLine,240
vacuumindicator,202 verticalnavigation, 214 zfi)m
vacuumpump,17, 59, I90 VerticalNavigationmode,I57 Insetmap,30
time,22 direct-to,214 NavigationMap,63
settinglocal,36, l0I limitations,159 Zulu time.36
Timer/References window,3 I VerticalNavigationpage,145
timers,97 VNAV arrival alerts, 146
generalpurpose,3l VerticalPathTiackingmode,I5B, 159
up or down,97 vertical speedindicator,24
TIS, 76 VerticalSpeedmode,156
TIT, 52 vertical speedrequired,104, f46
TKE, IO4 vertical speedrequiredindicator,158
TMR/REF softkey,3l VeryLight Jets,26
TNA MUTE softkey,223 VFR, I22
TOD,158 VFR softkey,3l
TOPOsoftkey,29,66 Victor airways,218
topographicaldata VIEW softkey,79, 82, 22I
displayinglegend,67 Visibility product,I30
settingranges,73 VNAV,r45
total air temperature,14 VNAV TargetAltitude, 158
TotalTime in Service,58 VNV Direct-tosoftkey,2I5
totalizer,58, 251 VNV key,157,159,160,215
towersymbols,243 VNV PROFsoftkey,216
^ Track Up map orientation,7I VNV Profilewindow,2l5
Track Vector,70, 223, 257 VOUPUSHID knob,42
Perspective,253 VOUPUSHSQknob,4I
Traffic Advisories,28, 74, 77, 213 volume
displayingon Perspective,252 intercom.48
Traffic AdvisorySystems(IAS), 75, 78-79 NAV and COM,41
Traffic InformationService(IIS), 76 VOR Informationpage,91
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