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Summary of Contents for Garmin G1000

• Page 1 G1000 pilot’s training guide...
• Page 2 Garmin G1000 Pilot’s Training Guide 190-00368-03 Rev. A...

• Page 3: Copyright

  Except as expressly provided herein, no part of this manual may be reproduced, copied, transmitted, disseminated, downloaded or stored in any storage medium, for any purpose without the express written permission of Garmin. Garmin hereby grants per- mission to download a single copy of this manual and of any revision to this manual onto a hard drive or other electronic storage...

• Page 4: Table Of Contents

  Purpose Flight and Ground Instruction Level of Knowledge Attained Ground Lesson 1 ......................................3 Introduction and G1000 System Overview Exercise 1.1: Terminology and Review of Pertinent Federal Aviation Regulations Exercise 1.2: Component Review Ground Lesson 2 ......................................5 Transition to the Primary Flight Display (PFD) Exercise 2.1: Instrumentation Layout...

• Page 5: Table Of Contents

  Procedure 11 ......................................42 Flying the Vectors Approach Appendix ........................................44 The G1000 Integrated Avionics System and Considerations of Its Use to Enhance the Aeronautical Decision Making (ADM) Process and Single-pilot Resource Management (SRM). 190-00368-03 Rev. A Garmin G1000 Pilot’s Training Guide...
• Page 6 TABLE OF CONTENTS This page intentionally left blank Garmin G1000 Pilot’s Training Guide 190-00368-03 Rev. A...

• Page 7: Introduction

  G1000 Integrated Cockpit System The G1000™ is a completely integrated avionics system designed to fit a broad range of aircraft models. It is an all-glass flight deck that presents flight instrumentation, location, navigation, communication and identification data on large-format, high-res- olution displays.
• Page 8 INTRODUCTION This page intentionally left blank Garmin G1000 Pilot’s Training Guide 190-00368-03 Rev. A...

• Page 9: Ground Lesson 1

  INTRODUCTION AND G1000 SYSTEM OVERVIEW Objectives Upon completion of this lesson, the pilot should be able to do the following: • Describe the basic components of the G1000 Integrated Avionics System • Describe the communication between G1000 components Resources •...

• Page 10: Exercise 1.2: Component Review

  1. Define the following equipment abbreviations and acronyms: • AHRS • ADC • TIS • Terrain 2. Describe the function of the following components of the G1000 Integrated Avionics System: • GRS 77 • GMU 74 • GIA 63 • GDU 1040 •...

• Page 11: Ground Lesson 2

  • Airspeed = 120 KIAS • True Airspeed = 120 KTAS • Altitude = 6760 ft. • Vertical Speed = 0 fpm • Heading = 95° • Altimeter Setting = 30.15” Hg 190-00368-03 Rev. A Garmin G1000 Pilot’s Training Guide...

• Page 12: Ground Lesson 3

  4. Where can one verify the effective dates of the Jeppesen database during the initial system start-up? 5. If the Jeppesen database is not current in the G1000, can the system still be used for IFR flight? 6. A pilot is planning a flight to KAPA (Centennial Airport, Denver, CO) from KCOU (Columbia, MO). When arriving at the aircraft, the pilot notices that the Jeppesen database data is out of date by 3 cycles (84 days).

• Page 13: Ground Lesson 4

  G1000 PC-based Simulator Exercise 4.1: Operating Modes and Code Entry 1. Which transponder mode of operation does the G1000 system default to when it is first powered up if it is equipped with the Garmin mode S transponder (GTX 33)? 2.

• Page 14: Ground Lesson 5

  G1000 PC-based Simulator Exercise 5.1: COM Operation and Methods of Frequency Tuning 1. Is the active frequency being used displayed to the inside or to the outside relative to the bezel of the G1000 navigation displays (GDU 1040)? 2. In what color is the active frequency displayed? 3.

• Page 15: Exercise 5.2: Practice (optional)

  GROUND LESSONS Exercise 5.2: Practice (Optional) Using the G1000 PC-based Simulator, power up the system. 1. Verify the Jeppesen database effective dates and note those dates in the space provided below. 2. Enter the transponder code “3470” and set the transponder to “ALT” mode.

• Page 16: Ground Lesson 6

  Exercise 6.2: Practice (Optional) Using the G1000 PC-based Simulator, power up the system and configure the G1000 as needed for the following IFR clear- ance out of KAPA (Centennial Airport, Denver, CO): “N12345 is cleared to the Goodland, KS, airport via the Thurman VOR, Byers VOR, then direct.

• Page 17: Exercise 6.3: Gps Navigation

  5. Describe some of the advantages of using the Flight Plan function as opposed to continuous direct-to navigation. Exercise 6.4: Practice (Optional) Using the G1000 PC based Simulator, power up the system. 1. Verify the Jeppesen database effective dates and note those dates in the space provided below.

• Page 18: Exercise 6.5: Instrument Approaches

  STAR) to a flight plan? 10. When navigating in VOR1, VOR2, LOC1, or LOC2 mode, if an ILS, LOC, or VOR approach is selected, where is the frequency for the primary approach navigational aid automatically placed? Garmin G1000 Pilot’s Training Guide 190-00368-03 Rev. A...

• Page 19: Exercise 6.6: Practice (optional)

  GROUND LESSONS Exercise 6.6: Practice (Optional) Using the G1000 PC-based Simulator, power up the system. 1. Verify the Jeppesen database effective dates and note those dates in the space provided below. 2. Enter the transponder code “5455” and set the transponder to “ALT” mode.

• Page 20: Ground Lesson 7

  8. Which page should be accessed in order to change the data field options at the top of the MFD display? 9. Which key should be pressed and held for 2 seconds to automatically and quickly return to the Navigation Map page? (exercise continued on next page) Garmin G1000 Pilot’s Training Guide 190-00368-03 Rev. A...
• Page 21 Weather is predicted to be MVFR with scattered rain over the entire route of flight. How would one configure the MFD to give the best presentation of data for this flight? Assume that a GDL-69 weather datalink is installed in the aircraft. 190-00368-03 Rev. A Garmin G1000 Pilot’s Training Guide...

• Page 22: Ground Lesson 8

  9. Where is the control for the altimeter barometric pressure located? 10. How many feet of altitude and how many knots of airspeed make up the viewable portions of the altimeter and airspeed indicator, respectively? (exercise continued on next page) Garmin G1000 Pilot’s Training Guide 190-00368-03 Rev. A...
• Page 23 It is daytime, although visibility is limited to a few miles with cloud tops at 10,000 feet MSL. What options should be selected to display on the PFD map inset? 190-00368-03 Rev. A Garmin G1000 Pilot’s Training Guide...

• Page 24: Ground Lesson 9

  4. Describe the service volume for the Traffic Information Service. 5. Is the terrain awareness feature in the G1000 system certified to allow deviations from ATC assigned altitudes? 6. In the terrain awareness feature, what do the colors red and yellow each represent? 7.

• Page 25: Ground Lesson 10

  Exercise 10.1: Emergencies and Failure Modes 1. If one display fails, which mode does the system automatically go into? 2. How is an AHRS failure indicated on the G1000? 3. When the AHRS and/or ADC fail, what remedial action should be taken by the pilot? 4.
• Page 26 6b. What are the next actions that should be taken concerning the completion of the flight? Note that, depending on the circumstances, the following action items may occur in a different order. 6c. When the AHRS fails, what is the other piece of information that is lost besides attitude? Garmin G1000 Pilot’s Training Guide 190-00368-03 Rev. A...

• Page 27: Ground Lesson 11

  1. Briefly describe the theory of how weather and radio information are provided to the aircraft. 2. What types of data link weather are displayed on MFD/PFD, and what appropriate steps must be taken to get there? (exercise continued on next page) 190-00368-03 Rev. A Garmin G1000 Pilot’s Training Guide...
• Page 28 10. A pilot is on a VFR flight from KXYZ to KABC. Currently, the altitude is 9,500 feet, 50 miles from KABC. Weather is pre- dicted to be MVFR at the destination airport. Using the MFD, describe the steps that must be taken to receive a METAR and/or TAF at the destination airport. Garmin G1000 Pilot’s Training Guide 190-00368-03 Rev. A...

• Page 29: Ground Lesson 12

  GFC 700 AUTOMATIC FLIGHT CONTROL SYSTEM (AFCS) Objectives Upon completion of this lesson, the pilot should be able to understand the operation of the Garmin Automatic Flight Control System (AFCS) and use the Autopilot throughout various phases of flight. Resources •...
• Page 30 Autopilot to follow all of the departure procedure up to the final cruising altitude? 10. Using the scenario above, configure the Autopilot to intercept an airway. Currently, the Autopilot is set to HDG mode and ALT hold mode. Garmin G1000 Pilot’s Training Guide 190-00368-03 Rev. A...

• Page 31: Procedure 1

  An approach where there is typically no procedure turn required to get established on the inbound course to the FAF is the first example. We use GPS RWY 12 at KPRC to show how the G1000 sequences through an approach and what type of annunciation and range factor changes can be expected.
• Page 32 PROCEDURES Figure 1 Approach with No Procedure Turn Garmin G1000 Pilot’s Training Guide 190-00368-03 Rev. A...

• Page 33: Procedure 2

  FLYING THE MISSED APPROACH As the MAP is passed, if the runway is not in view, a missed approach must be performed. The G1000 continues to give guidance along an extension of the final course segment (FAF to MAP) until manual initiation of the missed approach procedure.

• Page 34: Procedure 3

  FLYING THE PROCEDURE TURN The procedure turn portion of the approach is stored as one of the legs of the approach. For this reason the G1000 requires no special operations from the pilot (other than flying the procedure turn itself) beyond what is required for any other type of ap- proach.
• Page 35 PROCEDURES Figure 2 Flying the Procedure Turn 190-00368-03 Rev. A Garmin G1000 Pilot’s Training Guide...

• Page 36: Procedure 4

  Press the PROC key and select the VOR DMW RWY 7 approach. From the transitions window, select “HIDOX” as the IAF. Choose ‘LOAD?’ or ‘ACTIVATE?’ Within 30 nm of KFMN, the G1000 switches from en route mode to terminal mode. The CDI range gradually transitions from 5.0 to 1.0 nm, full range deflection.

• Page 37: Flying The Dme Arc

  PROCEDURES Figure 3 Flying the DME Arc and Vectors to the DME Arc 190-00368-03 Rev. A Garmin G1000 Pilot’s Training Guide...

• Page 38: Procedure 5

  ‘NEXT DTK 072°’ is displayed. As the waypoint approaches, the message is replaced by a turn advisory ‘TURN TO 072°’. Initiate a standard rate turn to this course heading. At 2.0 nm from the FAF (PINTO), the G1000 switches from terminal mode to 0.3 nm. CDI scaling is tightened from 1.0 to 0.3 nm, full range deflection.

• Page 39: Procedure 6

  11. As the plane approaches FIKKA from within the holding pattern, the waypoint message ‘NEXT DTK 090°’ is dis- played. 12. At 2.0 nm from the FAF, the G1000 switches from terminal mode to approach mode. CDI scaling is tightened from 1.0 to 0.3 nm, full range deflection.
• Page 40 : When the message ‘RAIM is not available’ is displayed in the Alerts Window on the PFD a missed NOTE approach must be executed. Figure 4 Flying an Approach with a Hold Garmin G1000 Pilot’s Training Guide 190-00368-03 Rev. A...

• Page 41: Procedure 7

  Certain approach, departure and arrival procedures in the Jeppesen database contain course from fix flight plan legs. The G1000 is able to load these legs into the flight plan along with the rest of the procedure data, and to provide navigation along these legs.
• Page 42 PROCEDURES Figure 5 Course from Fix to Distance or Course from Fix to DME Distance Garmin G1000 Pilot’s Training Guide 190-00368-03 Rev. A...

• Page 43: Procedure 8

  Note that within a few seconds of pressing the SUSP softkey to release suspend mode and start the missed approach sequence, ‘SUSP’ is re-displayed above the SUSP softkey as the G1000 returns to suspend mode. This is normal when flying a course from a fix to altitude leg and indicates that automatic leg sequencing is suspended.

• Page 44: Procedure 9

  (HFD VOR). The actual desired track (DTK) depends on the ground speed and distance from the HFD VOR. Once the SUSP softkey is pressed, the G1000 automatically sequences to each waypoint along the remainder of the departure route, including the selected transition.

• Page 45: Flying A Course From Fix To Manual Sequence

  PROCEDURES Figure 6 Flying a Course from Fix to Manual Sequence 190-00368-03 Rev. A Garmin G1000 Pilot’s Training Guide...

• Page 46: Procedure 10

  Precision approaches can be performed with the built in Nav (VOR/localizer/glideslope) receivers. Prior to reaching the FAF the CDI should be set to NAV1 or NAV2. The G1000 automatically switches the external CDI output from GPS to NAV1 or NAV2 as the final approach course is intercepted.

• Page 47: Flying The Ils Approach

  final approach course continues. Do NOT follow this extended course. If a missed approach is required, follow the missed approach procedures as published on the approach plate. Press the SUSP softkey to return to automatic sequencing of waypoints. Figure 7 Flying the ILS Approach 190-00368-03 Rev. A Garmin G1000 Pilot’s Training Guide...

• Page 48: Procedure 11

  As the CDI needle centers, make any remaining course corrections to establish the plane on the final approach course. 10. At 2.0 nm from the FAF (GELTS), the G1000 switches from terminal mode to approach mode. The CDI scaling is tight- ened from 1.0 to 0.3 nm, full range deflection.

• Page 49: Flying The Vectors Approach

  PROCEDURES Figure 8 Flying the Vectors Approach 190-00368-03 Rev. A Garmin G1000 Pilot’s Training Guide...

• Page 50: Appendix

  Aviation (GA) aircraft. These improvements range from longer life and greater reliability of the primary instruments to a simpli- fied pilot interface. With the addition of new technologies, the G1000 system is capable of providing the pilot with a wider variety of information about the flight environment, thereby leading to greater situational awareness and reduced pilot workload.
• Page 51 Rather than performing continuous direct-to navigation with the GPS, taking the time on the ground to enter a full flight plan allows the G1000 to enhance the navigation experience. First, the pilot will be able to visually inspect the route of flight on the MFD map, once at altitude, so as to verify both terrain clearance (using the terrain awareness overlay) and active...
• Page 52 Originally developed for large commercial aircraft, TCAS technology is now starting to trickle down features and capabilities to the GA fleet. For example, the GTX 33 Mode-S transponder can be used as an optional component in G1000- equipped aircraft and brings Traffic Information Service (TIS) data directly to the cockpit.
• Page 53 190-00368-03 Rev. A Garmin G1000 Pilot’s Training Guide...
• Page 54 Unit 5, The Quadrangle Abbey Park Industrial Estate Romsey, SO51 9DL, U.K. p: 44/1794.519944 f: 44/1794.519222 Garmin Corporation No. 68, Jangshu 2nd Road Shijr, Taipei County, Taiwan P: 886/2.2642.9199 f: 886/2.2642.9099 www.garmin.com © 2004, 2005 Garmin Ltd. or its subsidiaries 190-00368-03 Rev. A...