Garmin G1000 Manual
Have a look at the manual Garmin G1000 Manual online for free. It’s possible to download the document as PDF or print. UserManuals.tech offer 74 Garmin manuals and user’s guides for free. Share the user manual or guide on Facebook, Twitter or Google+.
![Page 313
190-00709-04 Rev. AGarmin G1000 Pilot’s Guide for the Socata TBM 850299
FLIGHT MANAGEMENT
21) Upon passing PYNON the approach procedure automatically becomes active. The approach may be activated
at any point to proceed directly to the IAF. In this example, the aircraft has progressed through the final
waypoint of the arrival and the flight plan has automatically sequenced to the IAF as the a\
ctive leg, activating
the approach procedure (see Figure 5-141).
Figure 5-141 Approach is Now Active...](http://img.usermanuals.tech/thumb/27/79160/w64_g1000-manual-1498126021_d-312.png "Page 313
190-00709-04 Rev. AGarmin G1000 Pilot’s Guide for the Socata TBM 850299
FLIGHT MANAGEMENT
21) Upon passing PYNON the approach procedure automatically becomes active. The approach may be activated
at any point to proceed directly to the IAF. In this example, the aircraft has progressed through the final
waypoint of the arrival and the flight plan has automatically sequenced to the IAF as the a\
ctive leg, activating
the approach procedure (see Figure 5-141).
Figure 5-141 Approach is Now Active...")
190-00709-04 Rev. AGarmin G1000 Pilot’s Guide for the Socata TBM 850297 FLIGHT MANAGEMENT 19) After passing OPSHN, the next leg of the arrival turns magenta as shown in Figure 5-139. The magenta arrow in the flight plan list now indicates the OPSHN to FSHER leg of the arrival procedure is now active. Figure 5-139 Tracking the OPSHN to FSHER Leg 20) The flight continues through the arrival procedure to PYNON (see Figure 5-140). At a point 31 nm from the destination airport, the phase of flight scaling for the CDI changes to Terminal Mode and is annunciated by displaying ‘TERM’ on the HSI. A descent to HABUK is in the next leg. Note the TOD point on the map. Annunciations for the upcoming turn and descent, as well as the VDI and RVSI, appear on the PFD as the flight progresses.
Garmin G1000 Pilot’s Guide for the Socata TBM 850190-00709-04 Rev. A298 FLIGHT MANAGEMENT Figure 5-140 Approaching PYNON
190-00709-04 Rev. AGarmin G1000 Pilot’s Guide for the Socata TBM 850299 FLIGHT MANAGEMENT 21) Upon passing PYNON the approach procedure automatically becomes active. The approach may be activated at any point to proceed directly to the IAF. In this example, the aircraft has progressed through the final waypoint of the arrival and the flight plan has automatically sequenced to the IAF as the a\ ctive leg, activating the approach procedure (see Figure 5-141). Figure 5-141 Approach is Now Active Note: To manually activate the approach procedure, perform the following steps: a) Press the PROC Key. b) Turn the large FMS Knob to highlight ‘ACTIVATE APPROACH’ as shown in Figure 5-142. c) Press the ENT Key to activate the approach. Figure 5-142 Manually Activate Approach
Garmin G1000 Pilot’s Guide for the Socata TBM 850190-00709-04 Rev. A300 FLIGHT MANAGEMENT 22) The IAF is the next waypoint. At the TOD, establish a descent vertical speed as previously discussed in Step 16. The aircraft altitude is 9,000 feet upon reaching HABUK. Figure 5-143 Descending Turn to the Initial Approach Fix (IAF)
190-00709-04 Rev. AGarmin G1000 Pilot’s Guide for the Socata TBM 850301 FLIGHT MANAGEMENT 23) After crossing FALUR the next waypoint is the FAF. The flight phase changes to LPV on the HSI indicating the current phase of flight is in Approach Mode and the approach type is LPV. CDI scaling changes accordingly and is used much like a localizer when flying an ILS approach. The RVSI is no longer displayed and the VDI changes to the Glidepath Indicator (as shown in Figure 5-144) when the final ap\ proach course becomes active. Figure 5-144 Descending to the FAF The descent continues through the FAF (CEGIX) using the Glidepath Indicator, as one would use a glideslope indicator, to obtain an altitude “AT” 7,800 feet at the FAF. Note the altitude restriction lines over and under (At) the altitude in the ‘ALT’ field in Figure 5-143.
Garmin G1000 Pilot’s Guide for the Socata TBM 850190-00709-04 Rev. A302
FLIGHT MANAGEMENT
24) After crossing CEGIX, the aircraft continues following the glidepath to maintain the descent to “AT or ABOVE”
6,370 feet at the Missed Approach Point (MAP) (RW35R) as seen in Figure 5-145.
Figure 5-145 Descending to the Missed Approach Point
In this missed approach procedure, the altitude immediately following the MAP (in this case ‘6368ft’) is not part
of the published procedure. It is simply a Course to Altitude (CA) leg which guides the aircraft along the runway
centerline until the altitude required to safely make the first turn toward the MAHP is exceeded. This altitude
is provided by Jeppesen, and may be below, equal to, or above the published minimums for this approach. In
this case, if the aircraft altitude is below the specified altitude (6,368 feet) after cros\
sing the MAP, a direct-to
is established to provide a course on runway heading until an altitude of 6,368 feet is reached. After reaching
6,368 feet, a direct-to is established to the published MAHP (in this case MOGAL)\
. If the aircraft altitude is
above the specified altitude after crossing the MAP, a direct-to is established to the published fix (MOGAL) to
begin the missed approach procedure.
In some missed approach procedures this Course to Altitude leg may be part of the published procedure. For
example, a procedure may dictate a climb to 5,500 feet, then turn left and proceed to the Missed Approach Hold
Point (MAHP). In this case, the altitude would appear in the list of waypoints as ‘5500ft’. Again, if the aircraft
altitude is lower than the prescribed altitude, a direct-to is established on a Course to Altitude leg when the
missed approach procedure is activated.
190-00709-04 Rev. AGarmin G1000 Pilot’s Guide for the Socata TBM 850303 FLIGHT MANAGEMENT 25) Upon reaching the MAP, it is decided to execute a missed approach. Automatic waypoint sequencing is suspended past the MAP. Press the SUSP Softkey on the PFD to resume automatic waypoint sequencing through the missed approach procedure. A direct-to is initiated to MOGAL, which is the Missed Approach Hold Point (MAHP) as seen in Figure 5-146. The aircraft is climbing to 10,000 feet. The CDI flight phase now changes from LPV to MAPR as seen on the HSI. Figure 5-146 Missed Approach Active
Garmin G1000 Pilot’s Guide for the Socata TBM 850190-00709-04 Rev. A304 FLIGHT MANAGEMENT 26) The aircraft continues climbing to “AT or ABOVE” 10,000 feet at MOGAL. A holding pattern is established at the MAHP (MOGAL) as shown in Figure 5-147. Figure 5-147 Establishing the Holding Pattern 27) The aircraft maintains 10,000 feet while following the magenta line through the \ hold as in Figure 5-148. Figure 5-148 Hold Established
190-00709-04 Rev. AGarmin G1000 Pilot’s Guide for the Socata TBM 850305 FLIGHT MANAGEMENT 5.12 ABNORMAL OPERATION This section discusses the Dead Reckoning mode of operation and the subsequent indications. NOTE: Dead Reckoning Mode only functions in Enroute (ENR) or Oceanic (OCN) phase of\ flight. In all other phases, an invalid GPS solution produces a “NO GPS POSITION” annunciation on the map and the G1000 stops using GPS. While in Enroute or Oceanic phase of flight, if the G1000 detects an invalid GPS s\ olution or is unable to calculate a GPS position, the system automatically reverts to Dead Reckoning (DR) Mode. In DR Mode, the G1000 uses its last-known position combined with continuously updated airspeed\ and heading data (when available) to calculate and display the aircraft’s current estimated position. It is important to note that estimated navigation data supplied by the G\ 1000 in DR Mode may become increasingly unreliable and must not be used as a sole means of navigation. If while in \ DR Mode airspeed and/or heading data is also lost or not available, the DR function may not be capable of acc\ urately tracking estimated position and, consequently, the system may display a path that is different than the actual movement of the aircraft. Estimated position information displayed by the G1000 through DR while there is no heading and/or airspeed data available should not be used for navigation. DR Mode is inherently less accurate than the standard GPS/SBAS Mode due to the lack of satellite measurements needed to determine a position. Changes in wind speed and/or wind direction compound the relative inaccuracy of DR Mode. Because of this degraded accuracy, other navigation equipment must be relied upon for position awareness until GPS-derived position data is restored. DR Mode is indicated on the G1000 by the appearance of the letters ‘DR’ superimposed in yellow over the ‘own aircraft’ symbol as shown in Figure 5-149. In addition, ‘DR’ is prominently displayed in yellow on the HSI slightly above and to the right of the aircraft symbol on the CDI as shown in Figure 5-149. The CDI deviation bar remains, but is removed from the display after 20 minutes in DR Mode. The autopilot will remain coupled in DR mode as long as the deviation info is available (20 min.) Lastly, but at the same time, a ‘GPS NAV LOST’ alert message appears on the PFD. Normal navigation using GPS/SBAS sour\ ce data resumes automatically once a valid GPS solution is restored. As a result of operating in DR Mode, all GPS-derived data is computed based up\ on an estimated position and is displayed as yellow text on the display to denote degraded navigation\ source information as shown in Figure 5-149. Also, while the G1000 is in DR Mode, TAWS, Terrain SVS or Terrain Proximity are disabled. Additionally, the accuracy of all nearest information (airports, airspaces, and waypoints) is questionable. Finally, airspace alerts continue to function, but with degraded accuracy.
Garmin G1000 Pilot’s Guide for the Socata TBM 850190-00709-04 Rev. A306 FLIGHT MANAGEMENT Figure 5-149 Dead Reckoning Mode - GPS Derived Data Shown in Yellow Distance & Bearing GPS Navigation Lost Message Dead Reckoning Annunciation Subdued Aircraft Symbol Nav. Data BarAll data except Active Leg, TAS, and DTK are in yellow Dead Reckoning Annunciaion Wind Data Wind Data Bearing Pointer/ Distance Current Track Indicator Deviation Bar NOTE: The Inset Map is removed from the PFD any time aircraft pitch is greater than +30° or less than –20°, or when a 65° bank angle is reached.