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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.  
    						
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