Garmin G1000 Manual
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190-00709-04 Rev. AGarmin G1000 Pilot’s Guide for the Socata TBM 850 647 APPENDIX C ACC accuracy ACT, ACTV active, activate ADC air data computer ADF Automatic Direction Finder ADI Attitude Direction Indicator AF Arc to fix AFCS Automatic Flight Control System AFM Airplane Flight Manual AFMS Airplane Flight Manual Supplement AFRM airframe AGL Above Ground Level AHRS Attitude and Heading Reference System AIM Aeronautical Information Manual AIRMET Airman’s Meteorological Information ALRT alert ALT altitude ALT, ALTN alternator AMPS amperes ANNUNC annunciation ANT antenna AP autopilot AP DISC autopilot disconnect APR approach APT airport, aerodrome ARINC Aeronautical Radio Incorporated ARSPC airspace ARTCC Air Route Traffic Control Center ARV arrival AS airspeed ASB Aviation Support Branch ASOS Automated Surface Observing System ATC Air Traffic Control ATCRBS ATC Radar Beacon System ATIS Automatic Terminal Information Service ATK along-track AUTOSEQ automatic sequence AUX auxiliary AWOS Automated Weather Observing System B ALT barometric altitude BARO barometric setting BATT battery BC backcourse Bearing The compass direction from the present position to a destination waypoint. BFO beat frequency oscillator BKSP backspace BRG bearing C center runway ºC degrees Celsius CA Course to Altitude CALC calculator Calibrated Airspeed Indicated airspeed corrected for installation and instrument errors. CD Course to DME distance CDI Course Deviation Indicator CDU Control Display Unit CF Course to Fix CHT Cylinder Head Temperature CHKLIST checklist CHNL channel CI Course to Intercept CLD cloud CLR clear cm centimeter CNS Communication, Navigation, & Surveillance CO carbon monoxide COM communication radio CONFIG configuration COOL coolant COPLT co-pilot Course The line between two points to be followed by the aircraft. Course to Steer The recommended direction to steer in order to reduce course error or stay on course. Provides the most efficient heading to get back to the desired course and proceed along the flight plan. CR Course to Radial CRG Cockpit Reference Guide CRNT current Crosstrack Error The distance the aircraft is off a desired course in either direction, left or right. CRS course CRS Course to Steer CRSR cursor CTA Control Area CTRL control Cumulative The total of all legs in a flight plan. CVR Cockpit Voice Recorder CVRG coverage CWS control wheel steering CYL cylinder D ALT density altitude DB, DBASE database dBZ decibels ‘Z’ (radar return) GLOSSARY
Garmin G1000 Pilot’s Guide for the Socata TBM 850190-00709-04 Rev. A648 APPENDIX C DCLTR, DECLTR declutter DEC FUEL decrease fuel deg degree DEIC, DEICE de-icing DEP departure Desired Track The desired course between the active “from” and “to” waypoints. DEST destination DF Direct to Fix DFLT default DGRD degrade DH decision height Dilution of Precision A measure of GPS satellite geometry quality on a scale of one to ten (lower numbers equal better geometry, where higher numbers equal poorer geometry). DIR direction DIS distance Distance The ‘great circle’ distance from the present position to a destination waypoint. DME Distance Measuring Equipment DOP Dilution of Precision DP Departure Procedure DPRT departure DR dead reckoning DSBL disabled DTK Desired Track E empty, east ECU Engine Control Unit Efficiency A measure of fuel consumption, expressed in distance per unit of fuel. EGT Exhaust Gas Temperature EIS Engine Indication System EGNOS European Geostationary Navigation Overlay Service ELEV elevation ELEV elevator EMERGCY emergency EMI Electromagnetic Interference ENDUR endurance Endurance Flight endurance, or total possible flight time based on available fuel on board. ENG engine ENGD engaged ENR enroute Enroute Safe Altitude The recommended minimum altitude within ten miles left or right of the desired course on an active flight plan or direct-to. ENT enter EPE Estimated Position Error EPU Estimated Position Uncertainty ERR error ESA Enroute Safe Altitude Estimated Position Error A measure of horizontal GPS position error derived by satellite geometry conditions and other factors. Estimated Time of Arrival The estimated time at which the aircraft should reach the destination waypoint, based upon current speed and track. Estimated Time Enroute The estimated time it takes to reach the destination waypoint from the present position, based upon current ground speed. ETA Estimated Time of Arrival ETE Estimated Time Enroute EXPIRD expired ºF degrees Fahrenheit FA Course From Fix to Altitude FAA Federal Aviation Administration FADEC Full Authority Digital Engine Control FAF Final Approach Fix FAIL failure FC Course From Fix to Distance FCC Federal Communication Commission FCST forecast FD Course From Fix to DME Distance FD flight director FDE Fault Detection and Exclusion FFLOW fuel flow FIS-B Flight Information Services-Broadcast FISDL Flight Information Service Data Link FL flight level FLC Flight Level Change FM Course From Fix to Manual Termination FMS Flight Management System FOB Fuel On Board FPL flight plan fpm feet per minute FREQ frequency FRZ freezing FSS Flight Service Station ft foot/feet Fuel Flow The fuel flow rate, expressed in units of fuel per hour. Fuel On Board The total amount of usable fuel on board the aircraft.
190-00709-04 Rev. AGarmin G1000 Pilot’s Guide for the Socata TBM 850 649 APPENDIX C G/S, GS glideslope GA go-around gal, gl gallon(s) GBOX gearbox GDC Garmin Air Data Computer GDL Garmin Satellite Data Link GDU Garmin Display Unit GEA Garmin Engine/Airframe Unit GEO geographic GFC Garmin Flight Control GIA Garmin Integrated Avionics Unit GLS Global Navigation Satellite Landing System GMA Garmin Audio Panel System GMC Garmin Mode Controller GMT Greenwich Mean Time GMU Garmin Magnetometer Unit GND ground gph gallons per hour GPS Global Positioning System Grid MORA Grid Minimum Off-Route Altitude; one degree latitude by one degree longitude in size and clears the highest elevation reference point in the grid by 1000 feet for all areas of the grid Groundspeed The velocity that the aircraft is travelling relative to a ground position. Ground Track see Track GRS Garmin Reference System GS Ground speed GTX Garmin Transponder HA Hold Terminating at Altitude HDG heading Heading The direction an aircraft is pointed, based upon indications from a magnetic compass or a properly set directional gyro. HF Hold Terminating at Fix HFOM Horizontal Figure of Merit Hg mercury HI high HI SENS High Sensitivity HM Hold with Manual Termination Horizontal Figure of Merit A measure of the uncertainty in the aircraft’s horizontal position. hPa hectopascal HPL Horizontal Protection Level hr hour HSDB High-Speed Data Bus HSI Horizontal Situation Indicator HT heat HUL Horizontal Uncertainty Level Hz Hertz I Inner Marker IAF Initial Approach Fix IAT Indicated Air Temperature IAU Integrated Avionics Unit ICAO International Civil Aviation Organization ICS Intercom System ID Identification/Morse Code Identifier IDENT, IDNT identification IF Initial Fix IFR Instrument Flight Rules IG Imperial gallon IGRF International Geomagnetic Reference Field ILS Instrument Landing System IMC Instrument Meteorological Conditions in inch INACTV inactive INC FUEL increase fuel IND indicated Indicated Information provided by properly calibrated and set instrumentation on the aircraft panel. INFO information in HG inches of mercury INT intersection(s) INTEG integrity (RAIM unavailable) IrDA, IRDA Infrared Data Association KEYSTK key stuck kg kilogram kHz kilohertz km kilometer kt knot L left, left runway LAT latitude LBL label lb pound LCD Liquid Crystal Display LCL local LED Light Emitting Diode Left Over Fuel On Board The amount of fuel remaining on board after the completion of one or more legs of a flight plan or direct-to.
Garmin G1000 Pilot’s Guide for the Socata TBM 850190-00709-04 Rev. A650 APPENDIX C Left Over Fuel Reserve The amount of flight time remaining, based on the amount of fuel on board after the completion of one or more legs of a flight plan or direct-to, and a known consumption rate. Leg The portion of a flight plan between two waypoints. LIFR Low Instrument Flight Rules LNAV Lateral Navigation LO low LOC localizer LOI loss of integrity (GPS) LON longitude LPV Localizer Performance with Vertical guidance LRU Line Replaceable Unit LT left LTNG lightning LVL level M Middle Marker m meter MAG Magnetic MAG VAR Magnetic Variation MAHP Missed Approach Hold Point MAN IN manifold pressure (inches Hg) MAN SQ Manual Squelch MAP Missed Approach Point MASQ Master Avionics Squelch MAX maximum MAXSPD maximum speed (overspeed) MDA barometric minimum descent altitude MET manual electric trim METAR Meteorological Aviation Routine MEPT manual electric pitch trim MFD Multi Function Display MGRS Military Grid Reference System MHz megahertz MIC microphone MIN minimum Minimum Safe Altitude Uses Grid MORAs to determine a safe altitude within ten miles of the aircraft present position. MKR marker beacon MOA Military Operations Area MOV movement mpm meters per minute MSA Minimum Safe Altitude MSAS Multi-functional Satellite Augmentation System MSG message MSL Mean Sea Level MT meter mV millivolt(s) MV DB Magnetic Field Variation Database MVFR Marginal Visual Flight Rules N north NAV navigation NAVAID NAVigation AID NDB Non-directional Beacon NEXRAD Next Generation Radar nm nautical mile(s) NoPT No Procedure Turn Required (procedure shall not be executed without ATC clearance) NRST nearest O Outer Marker OAT Outside Air Temperature OBS Omni Bearing Selector OFST offset OXY oxygen P ALT pressure altitude PA Passenger Address PA Proximity Advisory PASS passenger(s) PC personal computer PFD Primary Flight Display PI Procedure Turn to Course Intercept PIT, PTCH pitch POSN position PPM parts per million P. POS Present Position PRES, PRESS pressure PROC procedure(s), procedure turn psi pounds per square inch PT Procedure Turn PTK parallel track PTT Push-to-Talk PWR power QTY quantity R right, right runway RAD radial RAIM Receiver Autonomous Integrity Monitoring RAM random access memory
190-00709-04 Rev. AGarmin G1000 Pilot’s Guide for the Socata TBM 850 651 APPENDIX C REF reference REM remaining (fuel remaining above Reserve) REQ required RES reserve (fuel reserve entered by pilot) REV reverse, revision, revise RF Constant Radius Turn to Fix RMI Radio Magnetic Indicator RMT remote RNG range RNWY runway ROL roll ROM read only memory rpm revolutions per minute RST FUEL reset fuel RSV reserve (fuel reserve entered by pilot) RT right RVRSNRY reversionary RX receive S south SA Selective Availability SAT Static Air Temperature SBAS Satellite-Based Augmentation System SCIT Storm Cell Identification and Tracking SD Secure Digital sec second(s) SEL, SLCT select SFC surface SIAP Standard Instrument Approach Procedures SID Standard Instrument Departure SIGMET Significant Meteorological Information Sim simulator SLP/SKD slip/skid SMBL symbol SPD speed SPI Special Position Identification SPKR speaker SQ squelch SRVC, SVC service STAL stall STAR Standard Terminal Arrival Route STATS statistics STBY standby STD standard STRMSCP Stormscope SUA Special Use Airspace SUSP suspend SVS Synthetic Vision System SW software SYS system T true TA Traffic Advisory TACAN Tactical Air Navigation System TAF Terminal Aerodrome Forecast TAS True Airspeed TAS Traffic Advisory System, true airspeed TAT Total Air Temperature TAWS Terrain Awareness and Warning System TCA Terminal Control Area TCAS Traffic Collision Avoidance System TEL telephone TEMP temperature TERM terminal TF Track Between Two Fixes TFR Temporary Flight Restriction T HDG True Heading TIS Traffic Information System TIT Turbine Inlet Temperature TKE Track Angle Error TMA Terminal Maneuvering Area TMR/REF Timer/Reference Topo topographic Track Direction of aircraft movement relative to a ground position; also ‘Ground Track’ Track Angle Error The angle difference between the desired track and the current track. TRG target TRK track TRSA Terminal Radar Service Area TRUNC truncated TTL total TURN procedure turn TX transmit UNAVAIL unavailable USR user UTC Coordinated Universal Time UTM/UPS Universal Transverse Mercator / Universal Polar Stereographic Grid V, Vspeed velocity (airspeed) VA Heading Vector to Altitude VAPP VOR approach VAR variation VD Heading Vector to DME Distance Vdc volts, direct current
Garmin G1000 Pilot’s Guide for the Socata TBM 850190-00709-04 Rev. A652 APPENDIX C VERT vertical Vertical Figure of Merit A measure of the uncertainty in the aircraft’s vertical position. Vertical Speed Required The vertical speed necessary to descend/ climb from a current position and altitude to a defined target position and altitude, based upon current groundspeed. VFOM Vertical Figure of Merit VFR Visual Flight Rules VHF Very High Frequency VI Heading Vector to Intercept VLOC VOR/Localizer Receiver VM Heading Vector to Manual Termination VMC Visual Meteorological Conditions VNAV, VNV vertical navigation VOL volume VOR VHF Omni-directional Range VORTAC very high frequency omnidirectional range station and tactical air navigation VPL Vertical Protection Level VPROF VNV profile, vertical profile VPTH VNV path, vertical path VR Heading Vector to Radial VS vertical speed VSI Vertical Speed Indicator VSR Vertical Speed Required VTF vector to final W watt(s), west WAAS Wide Area Augmentation System WARN warning (GPS position error) WGS-84 World Geodetic System - 1984 WPT waypoint(s) WW world wide WX weather XFER, XFR transfer XPDR transponder XTALK cross-talk XTK cross-track
190-00709-04 Rev. AGarmin G1000 Pilot’s Guide for the Socata TBM 850 653 APPENDIX D FREQUENTLY ASKED QUESTIONS If a particular aspect of G1000 operational capability is not addressed by these commonly asked questions or in the index, contact Garmin (see the copyright page or back cover for contact information) or a Garmin-authorized dealer. Garmin is dedicated to supporting its products and customers. What is sB as? The Satellite Based Augmentation System (SBAS) uses a system of ground stations to correct any GPS signal errors. These ground stations correct for errors caused by ionospheric disturbances, timing, and satellite orbit errors. It also provides vital integrity information regarding the health of each GPS satellite. The signal correction is then broadcast through geostationary satellites. This correction information can then be received by any SBAS-enabled GPS receiver. SBAS is designed to provide the additional accuracy, availability, and integrity necessary to enable users to rely on GPS for all phases of flight. There are several SBAS systems serving different parts of the world. The Wide Area Augmentation System (WAAS) is currently available in the United States, including Alaska and Hawaii. The European Geostationary Navigation Overlay Service (EGNOS) offers coverage of Europe, parts of the middle east and northern Africa. The Multi-functional Satellite Augmentation System (MSAS) covers mainly Japan and parts of northern Australia. hOW DOes sBas aFFect aPPRO ach OPeRatiOns? Both LNAV/VNAV and LPV approaches use the accuracy of SBAS to include vertical (glide path) guidance capability. The additional accuracy and vertical guidance capability allows improved instrument approaches to an expanded number of airports throughout the U.S. The implementation of LPV approaches further improves precision approach capabilities. LPV approaches are designed to make full use of the improved GPS signal from the SBAS. This approach combines the LNAV/ VNAV vertical accuracy with lateral guidance similar to the typical Instrument Landing System (ILS). LPV approaches allow lower approach minimums. What is Raim anD hOW DOes it aFFect aPPROach OPeRatiOns? RAIM is an acronym for Receiver Autonomous Integrity Monitoring. RAIM is a GPS receiver function that performs the following functions: • Monitors and verifies integrity and geometry of tracked GPS satellites • Notifies the pilot when satellite conditions do not provide the necessary coverage to support a certain phase of flight • Predicts satellite coverage of a destination area to determine whether the number of available satellites is sufficient to satisfy requirements NOTE: If RAIM is not predicted to be available for the final approach course, the approach does not become active, as indicated by the “RAIM not available from FAF to MAP” message and the LOI annunciation flagging on the HSI.
Garmin G1000 Pilot’s Guide for the Socata TBM 850190-00709-04 Rev. A654 APPENDIX D For RAIM to work correctly, the GPS receiver must track at least five satellites. A minimum of six satellites is required to allow RAIM to eliminate a single corrupt satellite from the navigation solution. RAIM ensures that satellite geometry allows for a navigation solution calculation within a specified protection limit (2.0 nm for oceanic and en route, 1.0 nm for terminal, and 0.3 nm for non-precision approaches). The G1000 System monitors RAIM and issues an alert message when RAIM is not available (see Appendix A). Without RAIM, GPS position accuracy cannot be monitored. If RAIM is not available when crossing the FAF, the pilot must fly the missed approach procedure. Why aRe theRe nOt any aPPRO aches availaBle FOR a Flight Plan? Approaches are available for the final destination airport in a flight plan or as a direct-to (keep in mind that some VOR/VORTAC identifiers are similar to airport identifiers). If a destination airport does not have a published approach, the G1000 indicates “NONE” for the available procedures. What haPPens When an aPPRO ach is selecteD? can a Flight Plan With an aPPROach, a DePaRtURe, OR an aRRival Be stOReD? When an approach, departure, or arrival is loaded into the active flight plan, a set of approach, departure, or arrival waypoints is inserted into the flight plan, along with a header line showing the title of the selected instrument procedure. The original en route portion of the flight plan remains active, unless the instrument procedure is activated. This may be done either when the procedure is loaded or at a later time. Flight plans can also be stored with an approach, a departure, or an arrival. Note that the active flight plan is erased when the system is turned off. Also, the active flight plan is overwritten when another flight plan is activated. When storing flight plans with an approach, a departure, or an arrival, the G1000 uses the waypoint information from the current database to define the waypoints. If the database is changed or u\ pdated, the G1000 System automatically updates the information, provided the procedure has not been modified. Should an approach, departure, or arrival procedure no longer be available, the flight plan becomes locked until the procedure is deleted from the flight plan. can “slant gOlF” (“/g”) Be FileD Using the g1000? “/G” may be filed for a flight plan. The G1000 System meets the requirements of TSO-C145a Class 3 and ETSO C145 Class 3 installations. GPS approaches are not to be flown with an expired database. See the approved Pilot’s Operating Handbook (POH) as well as the Aeronautical Information Manual (AIM) for more information. What DOes the OBs sOFtkey DO? The OBS Softkey is used to select manual sequencing of waypoints. Activating O\ BS mode sets the current active-to waypoint as the primary navigation reference and prevents the system from sequencing to the next waypoint in a flight plan. When OBS mode is cancelled, automatic waypoint sequencing is continued, and the G1000 automatically activates the next waypoint in the flight plan once the aircraft has crossed the present active waypoint.
190-00709-04 Rev. AGarmin G1000 Pilot’s Guide for the Socata TBM 850 655 APPENDIX D Normal (OBS not activated) • Automatic sequencing of waypoints • Manual When OBS mode is active, the G1000 allows the pilot to set a desired course to/from a waypoint using the CRS/BARO Knob and HSI (much like a VOR). The most common application for using the OBS Softkey is the missed approach. The G1000 suspends automatic waypoint sequencing (indicated by a ‘SUSP’ annunciation placed on the HSI) when the missed approach point (MAP) is crossed. This prevents the G1000 from automatically sequencing to the missed approach holding point (MAHP). During this time, the OBS Softkey designation changes to SUSP. Pressing the SUSP Softkey reactivates automatic waypoint sequencing. The OBS Softkey then resumes its normal functionality. Why DOes the g1000 nOt aUt Omatically seqUence tO the neXt W ayPOint? The G1000 only sequences flight plan waypoints when automatic sequencing is enabled (i.e., no “OBS” or ‘SUSP’ annunciation). For automatic sequencing to occur, the aircraft must also cross the “bisector” of the turn being navigated. The bisector is a line passing through the waypoint common to two flight plan legs at an equal angle from each leg. hOW can a WayPOint Be skiPPeD in an aPPRO ach, a DePaRtURe, OR an aRRival? The G1000 allows the pilot to manually select any approach, departure, or arrival leg as the active leg of the flight plan. This procedure is performed on the MFD from the Active Flight Plan Page by highlighting the desired waypoint and selecting the ACT LEG Softkey then the ENT Key to approve the selection. The GPS then provides navigation along the selected flight plan leg. When DOes tURn anticiP atiOn Begin? The G1000 smooths adjacent leg transitions based on a normal 15° bank angle (with the ability to roll up to 30°) and provides three pilot cues for turn anticipation: • A waypoint alert (‘Next DTK ###° in # seconds’ or ‘Next HDG ###° in # seconds’) appears on the PFD 10 seconds before the turn point and flashes as it counts down to zero. • A flashing turn advisory (‘Turn [right/left] to ###° in # seconds’) appears on the PFD 10 seconds before the turn and flashes as it counts down to zero. ‘Turn [right/left] to ###° now’ or ‘Next [DTK/HDG] to ###° now’ is displayed when the pilot is to begin the turn and the HSI (GPS mode) automatically sequences to the next DTK or HDG value. • The To/From indicator on the HSI flips momentarily to indicate that the midpoint of the turn has been crossed.
Garmin G1000 Pilot’s Guide for the Socata TBM 850190-00709-04 Rev. A656 APPENDIX D When DOes the cDi scale change? Once a departure is activated, the G1000 Course Deviation Indicator (CDI) full scale deflection is set to 0.3 nm. The CDI scale changes to 1.0 nm (terminal mode) then ramps up to 2.0 nm (enroute mode) at 30 nm from the departure airport. When 31 nm from the destination, the CDI scale smoothly transition from 2.0 nm back to 1.0 nm (terminal mode). At 2.0 nm before the FAF during an active approach, the CDI scale transitions down further based on the type of approach activated (LNAV, LNAV/VNAV, LPV). When a missed approach is activated, the CDI is set to 0.3 nm. See the Flight Instruments Section for more details on CDI scaling. Why DOes the hsi nOt ResPOnD like a v OR When OBs mODe is active? Unlike a VOR, the CDI scale used on GPS equipment is based on the crosstrack distance to the desired course, not on the angular relationship to the destination. Therefore, the CDI deflection on the GPS is constant regardless of the distance to the destination and does not become less sensit\ ive when further away from the destination. What is the cORRect misseD aPPRO ach PROceDURe? hOW is the misseD aPPROach hOlDing POint selecteD? To comply with TSO specifications, the G1000 does not automatically sequence past the MAP. The first waypoint in the missed approach procedure becomes the active waypoint when the SUSP Softkey is selected after crossing the MAP. All published missed approach procedures must be followed, as indicated on the approach plate. To execute the missed approach procedure prior to the MAP (not recommended), select the Active Flight Plan Page and use the ACT LEG Softkey to activate the missed approach portion of the procedure. aFteR a misseD aPPRO ach, hOW can the same aPPROach Be Re-selecteD? hOW can a neW aPPROach Be activateD? NOTE: Do not attempt to reactivate the current approach prior to crossing the missed approach point (MAP). If an attempt to do so is made, an alert message “Are you sure you want to discontinue the current approach?” appears. The G1000 directs the pilot back to the transition waypoint and does not take into consideration any missed approach procedures, if the current approach is reactivated. After flying the missed approach procedure, the pilot may reactivate the same approach for another attempt by pressing the PROC Key. Once the clearance is given for another attempt, activate the approach by highlighting ‘ACTIVATE APPROACH’ using the large FMS Knob and pressing the ENT Key. The G1000 provides navigation along the desired course to the waypoint and rejoins the approach in sequence from that point. To activate a new approach for the same airport, select the new procedure by pressing the PROC Key. Choose ‘SELECT APPROACH’, select the desired approach from the list shown, and press the ENT Key. Select the desired transition, then activate the approach using the ENT Key. To activate a new approach to a different airport, press the Direct-to Key and select the desired airport using the FMS Knobs. Press the ENT Key to accept the selected airport, then follow the steps in the preceding paragraph to select an approach for the new airport.