Garmin G1000 Manual

							190-00709-04  Rev. AGarmin G1000 Pilot’s Guide for the Socata TBM 850497
AUTOMATIC FLIGHT CONTROL SYSTEM
APPROACH MODES (GPS, VAPP, LOC)
 NOTE: The selected navigation receiver must have a valid VOR or LOC signal or active GPS course for the 
flight director to enter Approach Mode.
Approach Mode is activated when the APR Key is pressed.  Approach Mode acquires and tracks the selected 
navigation	source	(GPS,	VOR,	or	LOC),	 depending	 on	loaded	 approach.		 This	mode	 uses	the	selected	 navigation	
receiver	deviation	 and	desired	 course	inputs	to	fly	 the	 approach.		 Pressing	the	APR	Key	 when	 the	CDI	 is	greater	
than	 one	dot	arms	 the	selected	 approach	 mode	(annunciated	 in	white	 to	the	 left	of	the	 active	 lateral	 mode).		 If	
the	CDI	is	less	than	one	dot,	the	LOC	is	automatically	captured	when	the	APR Key is pressed.
VOR	Approach	Mode	(VAPP)	provides	greater	sensitivity	for	signal	tracking	than	VOR	Navigation	Mode.
Selecting VOR Approach  Mode:
1) Ensure a valid VOR frequency is tuned
2) Ensure that VOR is the selected navigation source (use the CDI Softkey to cycle through navigation sources if 
necessary).
3) Press the APR Key.
When	GPS	Approach	Mode	is	armed,	Glidepath Mode is also armed.
Selecting GPS Approach Mode:
1) Ensure a GPS approach is loaded into the active flight plan.  The active waypoint must be part of the flight plan 
(cannot be a direct-to a waypoint not in the flight plan).
2) Ensure that GPS is the selected navigation source (use the CDI Softkey to cycle through navigation sources if 
necessary).
3) Press the APR Key.
Figure 7-28  GPS Approach Mode Armed  
						

							Garmin G1000 Pilot’s Guide for the Socata TBM 850190-00709-04  Rev. A498
AUTOMATIC FLIGHT CONTROL SYSTEM
LOC	Approach	 Mode	allows	 the	autopilot	 to	fly	 a	LOC/ILS	 approach	 with	a	glideslope.		 When	LOC	Approach	
Mode is armed, Glideslope Mode is also armed automatically.  LOC captures are inhibited if the difference 
between	aircraft	heading	and	localizer	course	exceeds	105°.
Selecting LOC Approach Mode:
1) Ensure a valid localizer frequency is tuned.
2) Ensure that LOC is the selected navigation source (use the CDI Softkey to cycle through navigation sources if 
necessary).
3) Press the APR Key.
 Or:
1) Ensure that GPS is the selected navigation source (use the CDI Softkey to cycle through navigation sources if 
necessary).
2) Ensure a LOC/ILS approach is loaded into the active flight plan.
3) Ensure the corresponding LOC frequency is tuned.
4) Press the APR Key.
If	the	following	occurs,	the	flight	director	reverts	to	Roll	Hold	Mode	(wings	rolled	level):
•	 Approach	Mode	is	active	and	a	Vectors-To-Final	is	activated
•	 Approach	Mode	is	active	and	Navigation	source	is	manually	switched
•	 During	 a	LOC/ILS	 approach	 GPS	Navigation	 Mode	is	active	 and	the	FAF	 is	crossed	 after	the	automatic	
navigation	source	switch	from	GPS	to	LOC
CHANGING THE SELECTED COURSE
If	the	 navigation	 source	is	VOR	 or	localizer	 or	OBS	 Mode	 has	been	 enabled	 when	using	GPS,	the	Selected	
Course is controlled using the CRS Knob corresponding to the selected flight director (CRS1 for the pilot 
side, CRS2 for the copilot side).
Pressing	 the	CWS Button and hand-flying the aircraft does not change the Selected Course while in 
Approach	 Mode.		The	autopilot	 guides	the	aircraft	 back	to	the	 Selected	 Course	(or	GPS	 flight	 plan)	when	 the	
CWS Button is released.
BACKCOURSE MODE (BC)
 NOTE: When making a backcourse approach, set the Selected Course to the localizer front course.
Backcourse Mode captures and tracks a localizer signal in the backcourse direction.  The mode may be 
selected by pressing the BC	Key.		 Backcourse	 Mode	is	armed	 if	the	 CDI	 is	greater	 than	one	dot	when	 the	mode	
is	selected.	 	 If	the	 CDI	 is	less	 than	 one	dot,	 Backcourse	 Mode	is	automatically	 captured	when	the	BC Key is 
pressed.  The flight director creates roll steering commands from the Selected Course and deviation when in 
Backcourse Mode.  
						

							190-00709-04  Rev. AGarmin G1000 Pilot’s Guide for the Socata TBM 850499
AUTOMATIC FLIGHT CONTROL SYSTEM
Figure 7-29  Backcourse Mode
LOC2 is Selected Navigation SourceCommand Bars Hold Pitch Attitude
Pitch Hold 
Mode ActiveBackcourse 
Mode Active
CHANGING THE SELECTED COURSE
If	 the	 navigation	 source	is	VOR	 or	localizer	 or	OBS	 Mode	 has	been	 enabled	 when	using	GPS,	the	Selected	
Course is controlled using the CRS Knob corresponding to the selected flight director (CRS1 for the pilot 
side, CRS2 for the copilot side).
Pressing	 the	CWS Button and hand-flying the aircraft does not reset any reference data while in Backcourse 
Mode.  The autopilot guides the aircraft back to the Selected Course when the CWS Button is released.
INTERCEPTING AND  FLYING A  DME ARC
The	AFCS	 will	intercept	 and	track	 a	DME	 arc	that	 is	part	 of	the	 active	 flight	plan	provided	 that	GPS	
Navigation	 Mode	is	engaged,	 GPS	is	the	 active	 navigation	 source	on	the	 CDI,	 and	the	DME	 arc	segment	 is	
the	active	 flight	plan	leg.	 	It	is	 important	 to	note	 that	automatic	 navigation	 of	DME	 arcs	is	based	 on	GPS.		
Thus,	 even	if	the	 APR	 key	is	pressed	 and	LOC	 or	VOR	 Approach	 Mode	is	armed	 prior	to	reaching	 the	Initial	
Approach	Fix	(IAF),	Approach	Mode	will	not	activate	until	the	arc	segment	is	completed.
If	the	 pilot	 decides	 to	intercept	 the	arc	at	a	location	 other	than	the	published	 IAF	(i.e.	 ATC	 provides	 vectors	
to intercept the arc) and subsequently selects Heading Mode or Roll Mode, the AFCS will no\
t automatically 
intercept	 or	track	 the	arc	unless	 the	pilot	 activates	 the	arc	leg	of	the	 flight	 plan	and	arms	 GPS	Navigation	
Mode.		 The	AFCS	 will	not	intercept	 and	fly	a	DME	 arc	before	 reaching	 an	IAF	 that	 defines	 the	beginning	 of	the	
arc	 segment.		 Likewise,	if	at	 any	 point	 while	 established	 on	the	 DME	 arc	the	 pilot	 deselects	 GPS	Navigation	
Mode, the AFCS will no longer track the arc.  
						

							Garmin G1000 Pilot’s Guide for the Socata TBM 850190-00709-04  Rev. A500
AUTOMATIC FLIGHT CONTROL SYSTEM
7.5 AUTOPILOT AND YAW DAMPER OPERATION
 NOTE: Refer to the POH for specific instructions regarding emergency procedu\
res.
The Socata TBM 850’s autopilot and yaw damper operate the flight control surface servos to provide automatic 
flight control.  The autopilot controls the aircraft pitch and roll attitudes following commands received from the 
flight	director.		 Pitch	and	yaw	 autotrim	 provide	trim	commands	 to	the	 pitch	 trim	servo	 and	yaw	 trim	 adapter	 to	
relieve any sustained effort required by the pitch and yaw servos, respectively.  Autopilot operation is independent 
of the yaw damper for the Socata TBM 850.
The	yaw	 damper	 reduces	Dutch	roll	tendencies	 and	coordinates	 turns.	 	It	can	 operate	 independently	 of	the	
autopilot	 and	may	 be	used	 during	 normal	 hand-flight	 maneuvers.		 Yaw	rate	commands	 are	limited	 to	6	deg/sec	
by the yaw damper.
FLIGHT CONTROL
Pitch	 and	roll	commands	 are	provided	 to	the	 servos	 based	on	the	 active	 flight	director	 modes.		 Yaw	damping	
is	provided	 by	the	 yaw	 servo.	 	 Servo	motor	 control	 limits	the	maximum	 servo	speed	 and	torque.	 	 The	servo	
gearboxes	 are	equipped	 with	slip-clutches	 set	to	certain	 values.		 This	allows	 the	servos	 to	be	 overridden	 in	case	
of an emergency.
PITCH AXIS AND TRIM
The	 autopilot	 pitch	axis	uses	 pitch	 rate	to	stabilize	 the	aircraft	 pitch	attitude	 during	flight	director	 maneuvers.		
Flight director pitch commands are rate- and attitude-limited, combined with pitch damper control, and sent 
to the pitch servo motor.  The pitch servo measures the output effort (torque) and provides this signal to the 
pitch trim servo.  The pitch trim servo commands the motor to reduce the average pitch servo effort.
When	the	autopilot	 is	not	 engaged,	 the	pitch	 trim	servo	 may	be	used	 to	provide	 manual	electric	pitch	
trim	(MEPT).	 	 This	allows	 the	aircraft	 to	be	 trimmed	 using	a	control	 wheel	switch	 rather	than	the	trim	
wheel.  Manual trim commands are generated only when both halves of the MEPT Switch are operated 
simultaneously.  Trim speeds are scheduled with airspeed to provide more consistent response.
ROLL AXIS
The	 autopilot	 roll	axis	 uses	 roll	rate	 to	stabilize	 aircraft	roll	attitude	 during	flight	director	 maneuvers.		 The	
flight director roll commands are rate- and attitude-limited, combined with roll damper control, and sent to 
the roll servo motor.
YAW AXIS AND TRIM
The	yaw	 damper	 uses	yaw	rate	and	roll	attitude	 to	dampen	 the	aircraft’s	 natural	Dutch	roll	response.		
It	also	 uses	 lateral	 acceleration	 to	coordinate	 turns.	 	Yaw	damper	 operation	 is	independent	 of	autopilot	
engagement.
When	 the	yaw	 damper	 is	not	 engaged,	 the	yaw	 trim	 adapter	 may	be	used	 to	provide	 manual	electric	yaw	
trim (MEYT).  This allows the aircraft to be trimmed using a control wheel switch.  Trim speeds are scheduled 
with airspeed to provide more consistent response.  
						

							190-00709-04  Rev. AGarmin G1000 Pilot’s Guide for the Socata TBM 850501
AUTOMATIC FLIGHT CONTROL SYSTEM
ENGAGEMENT
 NOTE: Autopilot engagement/disengagement is not equivalent to servo engagement/disengagement.  Use 
the CWS Button to disengage the pitch and roll servos while the autopilot remai\
ns active.
When	the	AP Key is pressed, the autopilot, yaw damper, and flight director (if not already active) are activated 
and the annunciator lights on the AFCS controller for the autopilot and yaw damper are illuminated.  The flight 
director	engages	in	Pitch	and	Roll	Hold	Modes	when	initially	activated.
Figure 7-30  Autopilot and Yaw Damper Engaged
Autopilot 
Engaged Ya w
Damper 
Engaged
When	 the	YD Key is pressed, the system engages the yaw damper independently of the autopilot \
and the yaw 
damper annunciator light is illuminated.
Autopilot	 and	yaw	 damper	 status	are	displayed	 in	the	 center	 of	the	 AFCS	 Status	 Box.		Engagement	 is	indicated	
by	green	‘AP’	and	‘YD’	annunciations,	respectively.
CONTROL WHEEL STEERING
During	 autopilot	 operation,	 the	aircraft	 may	be	hand-flown	 without	disengaging	 the	autopilot.		 Pressing	and	
holding the CWS Button disengages the pitch and roll servos from the flight control surfaces and allows the 
aircraft to be hand-flown.  At the same time, the flight director is synchronized to the aircraft attitude during 
the	maneuver.		CWS	activity	has	no	effect	on	yaw	damper	engagement.
The	‘AP’	annunciation	is	temporarily	replaced	by	‘CWS’	in	white	for	the	duration	of	CWS	maneuvers.
Figure 7-31  CWS Annunciation
Control Wheel Steering
In	most	 scenarios,	 releasing	the	CWS Button reengages the autopilot with a new reference.  Refer to flight 
director	mode	descriptions	for	specific	CWS	behavior	in	each	mode.  
						

							Garmin G1000 Pilot’s Guide for the Socata TBM 850190-00709-04  Rev. A502
AUTOMATIC FLIGHT CONTROL SYSTEM
DISENGAGEMENT
 NOTE: Pressing the AP Key does not disengage the yaw damper.
The autopilot may be manually disengaged by pushing the AP DISC, GA, MERT Switch, MEPT ARM Switch, 
or the AP Key on the AFCS Control Unit.  Manual disengagement is indicated by a five-second flashin\
g yellow 
‘AP’	annunciation	 and	a	three-second	autopilot disconnect aural alert.  The AP DISC or MEPT ARM Switch 
may be used to cancel the aural alert.
Figure 7-32  Manual Autopilot Disengagement
The YD Key, MEYT and AP DISC Switches can be used to disengage the yaw damper (the autopilot, if 
engaged, also disengages when the AP DISC	Switch	 is	pressed).		 The	‘YD’	 and	‘AP’	annunciations	 turn	yellow	
and flash for 5 seconds upon disengagement.
Figure 7-33  Yaw Damper Disengagement
Automatic	 autopilot	disengagement	 is	indicated	 by	a	flashing	 red	and	 white	 ‘AP’	annunciation	 and	by	the	
autopilot disconnect aural alert, which continue until acknowledged by pushing the AP DISC or MEPT ARM 
Switch.  Automatic autopilot disengagement occurs due to:
•	 System
Yaw	 damper	 disengagement	 is	indicated	 by	a	five-second	 flashing	yellow	‘YD’	annunciation.		 Automatic	yaw	
damper disengagement occurs when autopilot disengagement is caused by fa\
ilure in a parameter also affecting 
the yaw damper.  This means the yaw damper can remain operational in some cases where the autopilot 
automatically disengages.  A localized failure in the yaw damper system or invalid sensor data also cause yaw 
damper disengagement.
Figure 7-34  Automatic Autopilot and 
Yaw Damper Disengagement  
						

							190-00709-04  Rev. AGarmin G1000 Pilot’s Guide for the Socata TBM 850503
AUTOMATIC FLIGHT CONTROL SYSTEM
7.6 EXAMPLE FLIGHT PLAN
 NOTE: The following example flight plan and diagrams (not to be used for nav\
igation) in this section are 
for instructional purposes only and should be considered not current.  Numbered portions of accompanying 
diagrams correspond to numbered procedure steps.
This scenario-based set of procedures	 (based	on	the	 example	 flight	plan	found	 in	the	 Flight	 Management	
Section)	 shows	various	 GFC	700	AFCS	 modes	used	during	 a	flight.		 In	this	 scenario,	 the	aircraft	 departs	 Charles	
B.	Wheeler	 Downtown	 Airport	(KMKC),	 enroute	to	Colorado	 Springs	Airport	(KCOS).	 	 After	departure,	 the	
aircraft	climbs	to	12,000	ft	and	airway	V4	is	intercepted,	following	ATC	vectors.
Airway	V4	is	flown	 to	Salina	 VOR	(SLN)	 using	VOR	navigation,	 then	airway	 V244	is	flown	 using	a	GPS	 flight	
plan.	 	 The	ILS	approach	 for	runway	 35L	and	LPV	 (WAAS)	 approach	 for	runway	 35R	are	shown	 and	a	missed	
approach	is	executed.
Figure 7-35  Flight Plan Overview
0 3 
6 
9 
12 
15 18 21 
24 
27 
30 
33 
0 3 
6 
9 
12 
15 18 21 
24 
27 
30 
33 Salina 
V OR 
(SLN) 
KMKC 
Lamar  V OR 
(LAA) 
0 3 
6 
9 
12 
15 18 21 
24 
27 
30 
33 
Ha ys 
V OR 
(HYS) 
KCOS 
V 244 
V 4 
V 244 
0 3 
6 
9 
12 
15 18 21 
24 
27 
30 
33 
T opeka 
V OR 
(T OP)   
						

							Garmin G1000 Pilot’s Guide for the Socata TBM 850190-00709-04  Rev. A504
AUTOMATIC FLIGHT CONTROL SYSTEM
DEPARTURE
Climbing to the Selected Altitude and flying an assigned heading:
1) Before takeoff:
a)  Use  the ALT SEL Knob to set the Selected Altitude to 12,000 feet.
b) Push the GA Switch to activate Takeoff Mode.  The flight director Command Bars establish a pitch up attitude 
to follow.
c) Press the AP Key to engage the autopilot in a climb, holding the pitch angle commanded in Takeoff Mode and 
wings level.
2) In this example, Vertical Speed Mode is used to capture the Selected Altitude (Pitch Hold, Vertical Speed, or 
Flight Level Change Mode may be used).
a) Press the VS Key to activate Vertical Speed Mode.
 The Vertical Speed Reference may be adjusted after Vertical Speed Mode is selected using the NOSE UP/DN 
Wheel or pushing the CWS Button while hand-flying the aircraft to establish a new Vertical Speed Reference.
3) Use the HDG Knob to set the Selected Heading, complying with ATC vectors to intercept Airway V4.
 Press the HDG Key to activate Heading Select Mode while the autopilot is engaged in the climb.  The autopilot 
follows the Selected Heading Bug on the HSI and turns the aircraft to the desired heading.
4) As the aircraft nears the Selected Altitude, the flight director transitions to Selected Altitude Capture Mode, 
indicated by the green ‘ALTS’ annunciation flashing for up to 10 seconds.
 At 50 feet from the Selected Altitude, the green ‘ALT’ annunciation flashes for up to 10 seconds; the autopilot 
transitions to Altitude Hold Mode and levels the aircraft.  
						

							190-00709-04  Rev. AGarmin G1000 Pilot’s Guide for the Socata TBM 850505
AUTOMATIC FLIGHT CONTROL SYSTEM
Figure 7-36  Departure
Selected Altitude of 12,000 MSL 
1 
2 
3 
4 
HDG Mode 
VS Mode 
ALT Mode 
TO Mode 
TO Mode 
KMKC   
						

							Garmin G1000 Pilot’s Guide for the Socata TBM 850190-00709-04  Rev. A506
AUTOMATIC FLIGHT CONTROL SYSTEM
INTERCEPTING A VOR RADIAL
During	climb-out,	 the	autopilot	 continues	 to	fly	 the	 aircraft	 in	Heading	 Select	Mode.	 	 Airway	V4	to	Salina	
VOR (SLN) should now be intercepted.  Since the enroute flight plan waypoints correspond to VORs, flight 
director	 Navigation	 Mode	using	either	 VOR	or	GPS	 as	the	 navigation	 source	may	be	used.		 In	this	 scenario,	 VOR	
Navigation Mode is used for navigation to the first VOR waypoint in th\
e flight plan.
Intercepting a VOR radial:
1) Arm VOR Navigation Mode:
a) Tune the VOR frequency.
b) Press the CDI Softkey to set the navigation source to VOR.
c) Use the CRS1 or CRS2 Knob to set the Selected Course to the desired value, 255°.  Note that at this point, the 
flight director is still in Heading Select Mode and the autopilot cont\
inues to fly the Selected Heading, 290°.
d) Press the NAV Key.  This arms VOR Navigation Mode and the white ‘VOR’ annunciation appears to the left of 
the active lateral mode.
2) As the aircraft nears the Selected Course, the flight director transitions from Heading Select to VOR Navigation 
Mode and the ‘VOR’ annunciation flashes green.  The autopilot begins turning to intercept the Selected 
Course.
3) The autopilot continues the turn until the aircraft is established on the Selected Course.
Figure 7-37  Intercepting a VOR Radial
0
3
6
9
12
1518
21
24
27
30
33
HDG Mode , V OR Armed
VOR  NAV Mode
V 4
Salin a
VOR
(SLN)
1
2
3
Hdg
290o
255o