Garmin G1000 User Manual

G1000TM

pilot’s training guide instructor’s reference

Garmin G1000 Pilot’sTraining Guide – Instructor’s Reference

190-00368-04 Rev.A

COPYRIGHT

© 2004, 2005 Garmin Ltd. or its subsidiaries. All rights reserved.

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August 2005

Printed in the U.S.A.

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TABLE OF CONTENTS

Copyright......................................................................................................................................................................................................	i
Table of Contents...................................................................................................................................................................................	ii
Introduction...............................................................................................................................................................................................	1
G1000 Integrated Cockpit System	1
Purpose	1
Flight and Ground Instruction	1
Level of KnowledgeAttained	1
Ground Lesson 1......................................................................................................................................................................................	3
Introduction and G1000 System Overview
Exercise 1.1: Terminology and Review of Pertinent FederalAviation Regulations	3
Exercise 1.2: Component Review	4
Ground Lesson 2......................................................................................................................................................................................	5
Transition to the Primary Flight Display (PFD)
Exercise 2.1: Instrumentation Layout	5
Exercise 2.2: Instrumentation Depiction	5
Ground Lesson 3......................................................................................................................................................................................	6
Power-up, Self-test, Checklist
Exercise 3.1: System Initialization	6
Ground Lesson 4......................................................................................................................................................................................	7
Transponder Operation
Exercise 4.1: Operating Modes and Code Entry	7
Exercise 4.2: Practice (Optional)	7
Ground Lesson 5......................................................................................................................................................................................	8
COM Radio and Audio Panel Operation
Exercise 5.1: COM Operation and Methods of FrequencyTuning	8
Exercise 5.2: Practice (Optional)	9
Exercise 5.3: Audio Panel Operation	9
Ground Lesson 6....................................................................................................................................................................................	10
Navigation
Exercise 6.1: Land-based NavigationalAids	10
Exercise 6.2: Practice (Optional)	10
Exercise 6.3: GPS Navigation	11
Exercise 6.4: Practice (Optional)	11
Exercise 6.5: InstrumentApproaches	12
Exercise 6.6: Practice (Optional)	13
Ground Lesson 7....................................................................................................................................................................................	14
Multi Function Display (MFD) Operation
Exercise 7.1: MFD Configuration and Controls	14
Ground Lesson 8....................................................................................................................................................................................	16
Primary Flight Display (PFD) Operation
Exercise 8.1: PFD Configuration and Controls	16

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TABLE OF CONTENTS

Ground Lesson 9....................................................................................................................................................................................	18
Weather, Terrain and Traffic Awareness
Exercise 9.1: Weather,Terrain andTIS Operation	18
Ground Lesson 10.................................................................................................................................................................................	19
Emergency Procedures
Exercise 10.1: Emergencies and Failure Modes	19
Ground Lesson 11.................................................................................................................................................................................	21
Data Weather Link
Exercise 11.1: Weather and DigitalAudio Entertainment	21
Ground Lesson 12.................................................................................................................................................................................	23
GFC 700 Automatic Flight Control System (AFCS)
Exercise 12.1: Flight Director andAutopilot Operation	23
Procedure 1..............................................................................................................................................................................................	25
GPS Approach No Procedure Turn
Procedure 2..............................................................................................................................................................................................	27
Flying the Missed Approach
Procedure 3..............................................................................................................................................................................................	28
Flying the Procedure Turn
Procedure 4..............................................................................................................................................................................................	30
Flying the DME ARC
Procedure 5..............................................................................................................................................................................................	32
Vectors to the DME ARC
Procedure 6..............................................................................................................................................................................................	33
Flying an Approach with a Hold
Procedure 7..............................................................................................................................................................................................	35
Flying a Course from Fix to Distance, or Course from Fix to DME Distance
Procedure 8..............................................................................................................................................................................................	37
Flying a Course from Fix to Altitude
Procedure 9..............................................................................................................................................................................................	38
Flying a Course from Fix to Manual Sequence
Procedure 10............................................................................................................................................................................................	40
Flying the ILS Approach
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).

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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. The digital data presentation on the G1000 puts all flight-critical information literally at the pilot’s fingertips.

Purpose

In addition to containing the same material as that provided in the G1000 Pilot’s Training Guide, this manual also contains all of the answers to each of the ground lesson exercises. Included in the lessons are G1000 PC training device (Simulator) optional practice exercises that should be observed and reviewed by the instructor while they are being completed by the student. These exercises can also be used as example scenarios during ground training.

It is the instructor’s responsibility to follow up with the ground training by using various evaluation tools, including verbal quizzing, written examination and/or flight evaluation. During each phase of the evaluation, emphasis should be placed upon aeronautical decision making (ADM) and single-pilot resource management (SRM).

NOTE: Ground lessons should be completed before starting flight training.

NOTE: In this training guide, each lesson contains exercises as well as a list of resources that are recommended before completing these exercises.

Flight and Ground Instruction

It is important to coordinate the ground lessons with a properly trained flight instructor. The instructor should work with the student to make sure that the system is fully understood and to ensure that the flight lessons cover all appropriate material. Note that the instructor may determine that additional training is required to review aircraft systems, procedures, airspace, or other knowledge areas. The student should practice to attain full proficiency with the G1000 system.

Level of Knowledge Attained

The material contained in the Pilot’s Training Guide is designed to help the student progress from basic to advanced levels of knowledge. The basic skills of interpreting the Primary Flight Display (PFD), tuning the radios and operating the audio panel are covered early in the training material. Later sections cover navigation, terrain and other more complex material. The Pilot’s Training Guide was designed in this manner so that the student could begin basic training quickly.

NOTE: It is not necessary to complete the Navigation portion of the material before taking off on a local training flight.

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GROUND LESSONS

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

•G1000 Pilot’s Guide

•Aircraft Flight Manual (AFM) and supplements

•Pilot’s Operating Handbook (POH) and supplements

•Aeronautical Information Manual (AIM)

•Federal Aviation Regulations (FAR)

Exercise 1.1: Terminology and Review of Pertinent Federal Aviation Regulations

1.Define the following navigation abbreviations and acronyms:

•TRK = Aircraft ground track

•DTK = Desired aircraft ground track; GPS-derived course across the ground; used as the GPS course line

•VNAV = Vertical Navigation; used to alert the pilot to meet programmed descent profiles

•CTS = Course To Steer; GPS-derived guidance to intercept a given course

2.Explain the use of and limitations of a TSO-C129a GPS during instrument approaches per the AIM.

This class of GPS is to be used for LNAV non-precision approaches and as a substitute for ADF and DME so long as the Navaid and/or fix is located, as part of the database, in terminal and approach phases of flight.

3.When filling a flight plan, what suffix is used for a current Global Positioning System (GPS) database?

/G

4.When can GPS be used in lieu of DME and ADF?

When the Navaid and/or fix is located as part of the Jeppesen database; this includes flying DME arc procedures and as a Locator Outer Marker (LOM) in the case of the ADF.

5.Describe the differences between a fly-by and a fly-over GPS waypoint and draw their respective symbols.

Fly-by waypoints allow for turn anticipation, whereas fly-over waypoints must be crossed, most often due to terrain clearance issues. Both symbols can be found on approach plates.

6.What does RAIM stand for? Describe its purpose.

Receiver Autonomous Integrity Monitoring: provides the integrity check capability to ensure the safe use of GPS for IFR flight operations (see AIM for drawing verification).

7.A pilot is on the RNAV(GPS) 17 approach into KIXD (New Century Aircenter, Olathe, KS) and the system displays the “RAIM UNAVAIL” alert inside the Final Approach Fix. The weather is reported as 500 feet overcast with 2 statute miles of visibility. What action(s) should the pilot take and why?

Immediately abandon the approach and notify the tower both that the aircraft has a RAIM warning on the approach and that non-GPS missed approach instructions are needed

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GROUND LESSONS

Exercise 1.2: Component Review

1.Define the following equipment abbreviations and acronyms:

•AHRS = Attitude and Heading Reference System: solid-state electrical gyro system

•ADC = Air Data Computer: calculates and digitizes pitot, static and temperature inputs

•TIS = Traffic Information Service: FAA Mode S carried traffic awareness

•Terrain = Non-certified terrain avoidance situational awareness tool

2.Describe the function of the following components of the G1000 Integrated Avionics System:

•GRS 77 = AHRS

•GMU 74 = Tri-axis magnetometer

•GIA 63 = System interface and COM/NAV/GPS system

•GDU 1040 = PFD and MFD displays

•GTX 33 = Mode S transponder

•GMA 1347 = Digital audio panel

•GDL 69 = Weather datalink receiver

•GMA 1347 = Automatic Flight Control System

3.What is the primary interface used between the G1000 components?

Digital, uni-directional Ethernet bus using a proprietary Garmin protocol

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GROUND LESSONS

Ground Lesson 2

TRANSITION TO THE PRIMARY FLIGHT DISPLAY (PFD)

Objectives

Upon completion of this lesson, the pilot should be able to read, understand and interpret the primary six (6) instruments that are displayed on the PFD and that indicate airspeed, attitude, altitude, vertical speed, turn rate/coordination and heading.

Resources

• G1000 Pilot’s Guide

• G1000 Cockpit Poster

Exercise 2.1: Instrumentation Layout

In the space provided below, sketch the primary six (6) instruments as displayed on the PFD.

Slip/Skid

Indicator

Altitude

Reference

Window

AirspeedIndicator

Altitude

ReferenceBug

AttitudeIndicator

VerticalSpeed

Indicator

TurnCoordinator

Altimeter

Altimeter

TrueAirspeed

Setting

Window

Window

Horizontal

Situation

Indicator

Exercise 2.2: Instrumentation Depiction

Assume that the aircraft is flying with the following indications and fill in the appropriate fields on the sketch with this data:

•Airspeed = 120 KIAS

•True Airspeed = 120 KTAS

•Altitude = 6760 ft.

•Vertical Speed = 0 fpm

•Heading = 95°

•Altimeter Setting = 30.15” Hg

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GROUND LESSONS

Ground Lesson 3

POWER-UP, SELF-TEST, CHECKLIST

Objectives

Upon completion of this lesson, the pilot should be able to correctly identify proper alignment of the AHRS/ADC, complete a system self-test and verify the database data.

Resources

•G1000 Pilot’s Guide

•G1000 PC-based Simulator

Exercise 3.1: System Initialization

1.Is the aircraft required to remain stationary while the AHRS and ADC align?

No, the AHRS/ADC can align on the move and even in flight at bank angles of up to 20 degrees for the AHRS.

2.Is there any warm-up time required for the engine instrumentation to be accurate?

No.

3.What is the pilot action that should be taken if the MFD system self-test does not pass?

Shut down the aircraft and contact maintenance.

4.Where can one verify the effective dates of the Jeppesen database during the initial system start-up?

Right-hand side of the MFD at the conclusion of the scrolled text sequence.

5.If the Jeppesen database is not current in the G1000, can the system still be used for IFR flight?

Yes, but one cannot file /G for GPS use and one cannot use the GPS for instrument approach procedures.

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 is out of date by 3 cycles (84 days).

6a.Can the pilot make the flight under Instrument Flight Rules (IFR)?

Yes, but one cannot file /G on the flight plan form, and the VOR/LOC/GS receivers must be used for navigation

6b.What en route flight planning considerations must be made?

All en route ground Navaids must be operational. This can be verified by checking the NOTAMs.

6c.What destination flight planning considerations must be made?

One can only accept a VOR/LOC/ILS approach at KAPA.

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GROUND LESSONS

Ground Lesson 4

TRANSPONDER OPERATION

Objectives

Upon completion of this lesson, the pilot should be familiar and comfortable with the operation of the integrated transponder controls located on the PFD of the G1000 system. This includes the selection of the transponder operating mode, squawk code entry and IDENT activation.

Resources

•G1000 Pilot’s Guide

•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)?

Ground mode, shown by the letters GND in the mode field of the Transponder Status bar.

2.Describe the process for entering a newly assigned transponder code.

On the PFD, press the XPDR softkey, then press the CODE softkey and use the appropriate digit softkeys to enter the assigned code.

Exercise 4.2: Practice (Optional)

Using the G1000 PC-based Simulator, review the start-up process while verifying the Jeppesen database effective dates and then practice entering various transponder codes and operating modes using the PFD softkeys.

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GROUND LESSONS

Ground Lesson 5

COM RADIO AND AUDIO PANEL OPERATION

Objectives

Upon completion of this lesson, the pilot should be comfortable tuning and selecting communication frequencies using the manual and database tuning features of the G1000 system, while properly configuring the selections on the GMA 1347 audio panel.

Resources

•G1000 Pilot’s Guide

•G1000 Cockpit Poster

•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)?

Inside

2.In what color is the active frequency displayed?

Green

3.Which key should be pressed to change between the standby and active frequency? Draw this key.

Frequency Toggle key (refer to system documentation for a depiction)

4.If the COM radio frequency toggle key is held for 2 seconds, what occurs?

121.50 MHz is placed in the active field of the selected COM radio.

5.When manually tuning a frequency, what is the purpose of the large COM knob? What is the purpose of the small COM knob?

The large COM knob changes the MHz, while the small knob changes the kHz.

6.When the NRST softkey is pressed on the PFD, a list of the nearest airports appears, with runway length and tower/CTAF frequencies listed. How can the frequency be tuned in directly without manually tuning it into the COM radio?

Press the FMS knob, use the large knob to highlight the desired frequency, then press the ENT key (this places the frequency into the selected COM1 or COM2 standby field based on location of the COM tuning box). Press the COM Frequency Toggle key to place the frequency into the active field.

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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.

3.In COM 1, enter 124.30 MHz as the active frequency and 133.00 MHz as the standby frequency.

4.In COM 2, enter 135.325 MHz as the active frequency and 118.90 MHz as the standby frequency.

Exercise 5.3: Audio Panel Operation

1.Whichkeyshouldbeusedontheaudiopanel(GMA1347)tomonitoraCOMradiofrequencywithoutusingittotransmit on?

The COM key for the selected radio (COM1 or COM2)

2.Describe how the split COM feature works and provide a sample scenario of its use.

Split COM allows the pilot to use COM1 while the copilot uses COM2. This proves very helpful for talking to an FSS en route without leaving the ARTCC frequency. Pressing the COM 1/2 key on the audio panel turns on Split COM mode.

3.Describe the function of the digital clearance recorder.

Records the last 2.5 minutes of communication

Pressing the PLAY key once plays back the latest recorded block, then returns to normal operation. Pressing the PLAY key during playback of a block halts the playback of this block, plays back the preceding block, then returns to normal operation (this permits cycling through the stored blocks to reach the desired block). Pressing the MKR/MUTE key during playback halts the playback and returns to normal operation.

4.What purpose does the red button located at the bottom of the audio panel (GMA 1347) serve?

Forces display backup mode

5.When the PILOT ICS key is pressed, can the other passengers in the aircraft communicate with each other via the intercom?

Yes, but the pilot cannot hear passenger intercom communications.

6.Does the COM MIC key selection have any impact on the display of the COM frequencies on the PFD or MFD? Explain.

The selected COM MIC key causes the selected frequency to be green. Note that COM1 and COM2 frequencies in the COM Frequency window can only be green simultaneously when in Split COM mode (i.e., when COM 1/2, COM1 MIC and COM2 MIC are annunciated on the audio panel).

7.Two pilots are flying a long cross-country flight and encounters bad weather. The pilot flying the plane wants to get a weather update, but is struggling to get on frequency and be heard because the ARTCC frequency is very busy handling multiple reroutes. What tools are available to get the necessary weather information to continue the flight?

A Stormscope or datalink weather may be available, although the most useful tool is the other pilot. By using the split com frequency, (the PIC) the ARTCC frequency can be monitored on COM1 while the other pilot can contact Flightwatch or the Flight Service station on COM2.

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GROUND LESSONS

Ground Lesson 6

NAVIGATION

Objectives

Upon completion of this lesson, the pilot should be able to navigate using ground-based Navaids and GPS, while manually tuning VOR/LOC/ILS frequencies and creating direct-to and flight-plan-based GPS navigation.

Resources

•G1000 Pilot’s Guide

•G1000 Cockpit Poster

•G1000 PC-based Simulator

Exercise 6.1: Land-based Navigational Aids

1.Is the process to manually tune in the NAV frequency the same as it is to manually tune in a COM frequency?

Yes.

2.When using the database to tune in a NAV frequency, is the process the same as it is for tuning a COM frequency?

Yes.

3.What type of information is provided about a ground-based navigation aid when it is highlighted by panning on the MFD map and pressing the ENT key?

Navaid name, type of Navaid and frequency.

4.How and where can the pilot select the CDI information displayed on the HSI for the NAV 1 or NAV 2 frequencies?

By pressing the CDI softkey on the PFD

5.Does the G1000 system automatically attempt to identify the tuned NAV frequency? How is this visually presented?

Yes, a three-letter identifier (for VOR) or a four-letter identifier (for ILS, LOC) is displayed to the right of the NAV frequency.

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 clearance out of KAPA (Centennial Airport, Denver, CO): “N12345 is cleared to the Goodland, KS, airport via the Thurman

VOR, Byers VOR, then direct. Climb and maintain eight thousand, expect one-two thousand in ten minutes. Departure frequency is 126.75, squawk 3470.”

The student should have accomplished the following actions:

•Entered the following active flight plan: KAPA – TXC – BVR – KGLD.

•Set the altitude reference bug to 8,000 feet.

•Entered the departure frequency 126.750 in a standby COM field.

•Entered the transponder code of 3470.

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GROUND LESSONS

Exercise 6.3: GPS Navigation

1.Can a direct-to navigation/flight plan be created using the GPS on both the PFD and the MFD or must one or the other be used – and if so, which one?

Either one can be used; the data automatically cross-fills.

2.Describe the process for canceling a direct-to GPS navigation.

Press the Direct-to key, then the Menu key. This brings up the option “Cancel Direct-to Nav”. Press the ENT key.

3.Describe the process for entering a flight plan.

Press the FPL key on either display. When on the ground at start-up, the departure airport is automatically entered if the GPS has acquired a solution. Press the FMS knob to activate the cursor, then use the small FMS knob to change alpha-numeric characters and the large FMS knob to change character locations. Once an identifier is entered, press the ENT key and repeat the process on the next line.

4.When using the Flight Plan function, does the unit auto-sequence the waypoints and does the autopilot continuously fly the programmed route?

Yes, that is the key reason for using the FPL function.

5.Describe some of the advantages of using the Flight Plan function as opposed to continuous direct-to navigation.

The Flight Plan function reduces workload during the en route phase of flight, allows for smooth autopilot navigation, and minimizes the number of key presses when an assigned route changes (for example, it allows one to skip waypoints in a SID or STAR, as instructed by ATC, without losing the rest of the procedure).

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.

2.Enter the transponder code “1252” and set the transponder to “ALT” mode.

3.In COM 1, enter the ATIS frequency for KAPA as the active frequency and the ground control frequency as the standby frequency.

4.In COM 2, enter the KAPA Tower frequency as the active frequency and the Departure frequency for an eastbound departure as the standby frequency.

5.Tune in and place the Thurman, CO VOR (TXC) into the active NAV 1 frequency; tune in and place the Byers, CO VOR (BVR) into the active NAV 2 frequency.

6.CreateaFlightPlanfromKAPAtoKIXDviaThurman,Goodland,HillCity,Salina,TopekaVORsandtheRUGBBintersection.

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