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GARMIN International, Inc Log of Revisions Pilot’s Operating Handbook and FAA Approved Airplane Flight Manual Supplement for G1000 Integrated Avionics System and GFC 700 AFCS In Hawker Beechcraft B300 and B300C King Air Aircraft REV NO. PAGE NO(S) 1 ALL 190-00716-03 Rev.
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Table of Contents Section 1 - General ........................................................................................................ 7 Section 2 - Limitations ................................................................................................ 15 Section 3 - Emergency Procedures ........................................................................... 31 Section 3A - Abnormal Procedures ...........................................................................
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Section 1 - General The information in this supplement is FAA-approved material and must be attached to the Pilot’s Operating Handbook and FAA Approved Airplane Flight Manual (POH/AFM) when the airplane has been modified by installation of the GARMIN G1000 Integrated Avionics System and GFC 700 Digital Automatic Flight Guidance System in accordance with GARMIN International, Inc. approved data. The information in this supplement supersedes or adds to the basic POH/AFM only as set forth below.
OPERATIONAL APPROVALS G1000 GNSS (GPS/SBAS) NAVIGATION SYSTEM EQUIPMENT APPROVALS The Garmin G1000 Integrated Avionics GNSS navigation system installed in this aircraft is a GPS system with a Satellite Based Augmentation System (SBAS) comprised of two TSO-C145a Class 3 approved Garmin GIA 63Ws, TSO-C146a Class 3 approved Garmin GDU 104X Display Units, GARMIN GA36 and GA37 antennas, and GPS software version 3.2 or later approved version.
Garmin International holds an FAA Type 2 Letter of Acceptance (LOA) in accordance with AC 20-153 for database Integrity, quality, and database management practices for the Navigation database. Pilots and operators can view the LOA status at www.Garmin.com > Aviation Databases > Type 2 LOA Status. Navigation information is referenced to WGS-84 reference system.
ABBREVIATIONS AND TERMINOLOGY The following glossary is applicable within the Airplane Flight Manual Supplement AC Advisory Circular ADC Air Data Computer ADF Automatic Direction Finder AFCS Automatic Flight Control System AFM Airplane Flight Manual AFMS Airplane Flight Manual Supplement AGL Above Ground Level Ah Amp hour AHRS Attitude and Heading Reference System AIRAC Aeronautical Information Regulation And Control ALT Altitude, or AFCS altitude hold mode, or ALT button on the GMC 710
DA Decision Altitude DC Direct Current DL LTNG GFDS Data Link Lightning DME Distance Measuring Equipment DN Down DR Dead Reckoning EC Error Correction EFB Electronic Flight Bag EIS Engine Indication System ELEC Electrical ENT Enter ESP Electronic Stability and Protection FAF Final Approach Fix FD Flight Director FLC AFCS Flight Level Change mode, or FLC button on the GMC 710 AFCS mode controller FLTA Forward Looking Terrain Avoidance FMS Flight Management System FPM Flight
GS Glide Slope GSA Garmin Servo Actuator GSR Garmin Iridium Satellite Radio HDG AFCS heading mode or the HDG button on the GMC 710 AFCS Mode Controller HITS Highway in the Sky HPa Hectopascal HSI Horizontal Situation Indicator IAF Initial Approach Fix IAP Instrument Approach Procedure IAS Indicated Airspeed ICAO International Civil Aviation Organization IFR Instrument Flight Rules ILS Instrument Landing System in-Hg inches of mercury INH Inhibit ITT Interstage Turbine Temperat
MNPS Minimum Navigational Performance Specifications MSL Mean Sea Level NAT North Atlantic Track NAV Navigation, or AFCS navigation mode, or NAV button on the GMC710 AFCS Mode Controller NEXRAD Next Generation Radar (XM Weather Product) NM Nautical Mile NPA Non-precision Approaches OAT Outside Air Temperature OBS Omni Bearing Selector OVR Override P/N Part Number PDA Premature Descent Alert PFD Primary Flight Display PFT Pre-Flight Test PIT AFCS pitch mode POH Pilot’s Operatin
SVS Synthetic Vision System SYN TERR Synthetic Terrain softkey SYN VIS Synthetic Vision softkey TA Traffic Advisory TAWS Terrain Awareness and Warning System TCAS Traffic Alert and Collision Avoidance System TEMP Temperature TIS Traffic Information System TMR Timer TO Take off TOD Top of Descent TSO Technical Standard Order VAPP AFCS VOR Approach Mode VCO Voice Call Out Vdc Volts DC VDP Visual Descent Point VFR Visual Flight Rules VHF Very High Frequency VMC Visual Meteo
Section 2 - Limitations INTRODUCTION The G1000 Cockpit Reference Guide for Hawker Beechcraft King Air 300/B300 series, GARMIN part number 190-01344-00 Revision A or later, must be immediately available to the flight crew during all phases of flight. AIRSPEED LIMITATIONS AND INDICATOR MARKINGS No changes were made to the airplane’s airspeed limitations. The airspeed indicators on the Primary Flight Displays (PFDs) and the standby airspeed indicator are marked in accordance with the airplane’s POH/AFM.
POWER PLANT LIMITATIONS AND INDICATOR MARKINGS No changes were made to the airplane’s engine operating limits. The engine gauges are marked as shown in the following table. Refer to the latest Airplane Flight Manual or appropriate Airplane Flight Manual Supplement for engine and propeller limitations. NOTE The gauge indicator pointer and digital display will flash inverse red/white video for 5 seconds, then remain steady red, if the indicated engine parameter exceeds its established limit.
MANEUVER LIMITS No changes have been made to the aircraft’s maneuver limits. The Hawker Beechcraft Super King Air B300 and B300C are Commuter Category airplanes. Acrobatic maneuvers, including spins, are prohibited. OPERATIONS IN RVSM AIRSPACE The airplane is not permitted to operate in RVSM airspace if the static ports are damaged, or if damage or surface irregularities are found within the RVSM critical region.
The fuel quantity, fuel required, fuel remaining, and gross weight estimate functions of the G1000 are supplemental information only and must be verified by the flight crew. Do not use SafeTaxi or Chartview functions as the basis for ground maneuvering. SafeTaxi and Chartview functions do not comply with the requirements of AC 20-159 and are not qualified to be used as an airport moving map display (AMMD).
For flight planning purposes for operations within European B-RNAV and P-RNAV airspace, if more than one satellite is scheduled to be out of service, then the availability of GPS integrity RAIM shall be confirmed for the intended flight (route and time). In the event of a predicted continuous loss of RAIM of more than five minutes for any part of the intended flight, the flight should be delayed, canceled, or re-routed on a track where RAIM requirements can be met.
title of the procedure and notes on the IAP chart. Use of the GARMIN G1000 GPS/SBAS receivers to provide navigation guidance during the final approach segment of an ILS, LOC, LOC-BC, LDA, SDF, MLS or any other type of approach not approved for “or GPS” navigation is prohibited. When using the G1000 VOR/LOC/GS receivers to fly the final approach segment, VOR/LOC/GS navigation data is must be selected and presented on the CDI of the pilot flying.
AHRS AREAS OF OPERATION The GARMIN G1000 system is not designed for use as a polar navigator. Operation outside the approved operating area is prohibited. Refer to Figure 1. Flight operations with the G1000 Integrated Avionics installed are prohibited in the following regions due to unsuitability of the Earth’s magnetic fields: 1. In the Northern hemisphere, North of the line beginning at: N069°48'57.14" W180°00'00.00" to N067°09'04.64" W180°00'00.00" to N067°09'04.64" W151°00'00.
oN 80 oN 40 Geographic Latitude o0 oS 40 o 80 S 180oW 120oW oW 60 o0 Geographic Longitude oE 60 120oE 180oW Figure 1, GRS 77 Geographic Limits Hawker Beechcraft B300 and B300C King Air Page 22 of 141 190-00716-03 Rev.
AUTOPILOT OPERATION LIMITS One pilot must remain seated at the controls, with seatbelt fastened, during all autopilot operations. Do not use autopilot or yaw damper during takeoff and landing. The GFC 700 AFCS preflight test must complete successfully prior to use of the autopilot, flight director or manual electric trim. The maximum fuel imbalance with the autopilot engaged is 300 pounds. Minimum speed for autopilot operation is 100 KIAS.
TAWS, GPWS, AND TERRAIN SYSTEM LIMITS Pilots are authorized to deviate from their current ATC clearance to the extent necessary to comply with TAWS or GPWS warnings. The TAWS databases have an area of coverage as detailed below: 1. The terrain database coverage area is from North 75° Latitude to South 60° Latitude in all longitudes. 2. The Airport Terrain Database coverage area includes airports from North 75° Latitude to South 60° Latitude in all longitudes. 3.
OPTIONAL L3 COMMUNICATIONS AVIONICS SYSTEM WX-500 STORMSCOPE Stormscope lightning information displayed by the G1000 system is limited to supplemental use only. The use of the Stormscope lightning data on the MAP – NAVIGATION MAP and/or MAP – STORMSCOPE page for hazardous weather (thunderstorm) penetration is prohibited. Stormscope lightning data on the MAP - NAVIGATION or MAP – STORMSCOPE page is intended only as an aid to enhance situational awareness of hazardous weather, not penetration.
KINDS OF OPERATION LIMITS The Hawker Beechcraft B300/B300C is approved for the following types of operations when the required equipment, as shown in the airplane AFM/POH Kinds of Operations Equipment List, supplemented by the Kinds of Operations Equipment List from other applicable Airplane Flight Manual Supplements, and the Kinds of Operations Equipment List contained in this Airplane Flight Manual Supplement, is installed and operable. 1. VFR Day 2. VFR Night 3. IFR Day 4. IFR Night 5.
VFR Day VFR Night IFR Day IFR Night Icing Conditions System and/or Equipment Remarks and/or Exceptions COMMUNICATIONS No Changes - Refer to Aircraft Flight Manual ELECTRICAL POWER Inverter 0 0 0 0 0 Removed by G1000 modification INVERTER Annunciator 0 0 0 0 0 Removed by G1000 modification Standby Battery 0 1 1 1 1 ENGINE INDICATIONS No Changes - Refer to Aircraft Flight Manual ENGINE OIL No Changes - Refer to Aircraft Flight Manual ENVIRONMENTAL No Changes – Refer to Aircraft Flight Ma
VFR Day VFR Night IFR Day IFR Night Icing Conditions System and/or Equipment Remarks and/or Exceptions NAVIGATION INSTRUMENTS Magnetic Compass 1 1 1 1 1 Outside Air Temperature 1 1 1 1 1 1 1 1 1 1 0 0 1 1 0 0 0 0 0 0 G1000 Integrated Avionics GARMIN G1000 Cockpit Reference Guide Autopilot Electronic Stability & Protection (ESP) Required only for operations in RVSM airspace. Yaw Damper/Rudder Boost 1 1 1 1 1 Yaw damper is required for flight above a certain altitude.
VFR Day VFR Night IFR Day IFR Night Icing Conditions System and/or Equipment Remarks and/or Exceptions Marker Beacon Receiver 0 0 0 0 0 Or as required by operating regulation. Terrain Awareness and Warning System (TAWS) 0 0 0 0 0 Or as required by operating regulation. Ground Proximity Warning System (GPWS) 0 0 0 0 0 Or as required by operating regulation.
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Section 3 - Emergency Procedures Table of Contents AUTOMATIC FLIGHT CONTROL SYSTEM ................................................................ 32 AUTOPILOT MALFUNCTION / PITCH TRIM RUNAWAY..................................................................... 32 UNSCHEDULED RUDDER BOOST ACTIVATION ............................................................................... 33 MANUAL AUTOPILOT DISCONNECT ................................................................................................
Bolded checklist steps in the EMERGENCY PROCEDURES section indicate pilot memory action items. The pilot shall perform these items without reference to the checklist in this section. AUTOMATIC FLIGHT CONTROL SYSTEM AUTOPILOT MALFUNCTION / PITCH TRIM RUNAWAY These procedures supersede the airplane’s UNSCHEDULED ELECTRIC PITCH TRIM ACTIVATION AFM checklist items. If the airplane deviates unexpectedly from the planned flight path: 1. Control Wheel ..............................................................
NOTE The maximum altitude lost during malfunction tests was: Cruise – 258 Feet Descent – 755 Feet Maneuvering – 130 Feet Glideslope/Glidepath Approach – 68 Feet Non-Precision Approach – 90 Feet UNSCHEDULED RUDDER BOOST ACTIVATION These procedures supersede the airplane’s UNSCHEDULED RUDDER BOOST ACTIVATION AFM checklist items. Rudder boost operation without a large variation of power between the engines indicates a failure of the system. 1. AP/YD DISC / TRIM INTRPT Button ..................................
MANUAL AUTOPILOT DISCONNECT If necessary, the autopilot may be manually disconnected using any one of the following methods. 1. AP/YD DISC / TRIM INTRPT Button ............................................................ PRESS and RELEASE (Pilot’s or Copilot’s control wheel) 2. AP Button (Autopilot mode control panel) .............................................................................. PRESS (Yaw damper remains engaged) 3. Pitch Trim Switch (Pilot’s or, if installed, Copilot’s control wheel) .....
AUTOPILOT FAILURE (Red annunciator on PFD, Red ‘AP’ flashing on PFD, Continuous high-low aural tone) 1. AP/YD DISC / TRIM INTRPT Button ..................................................................................... PRESS (to cancel disconnect tone) If red ‘AFCS’ is displayed, the autopilot, yaw damper, and manual electric pitch trim will be inoperative. 2. Advise ATC of loss of autopilot system. NOTE A loss of the autopilot may also cause yaw damper and rudder boost to be inoperative.
PITCH AXIS FAILURE (Red annunciator on PFD) 1. Indicates a failure of the pitch axis of the autopilot. The autopilot will be inoperative. The yaw damper will be operative. NOTE If the red annunciator illuminates without the autopilot engaged, it may indicate a faulted AHRS. Monitor both PFDs and the standby attitude indicator for abnormal attitude indications. 2. Advise ATC of loss of autopilot system. 3. Yaw Damper .........................................................................................
PITCH TRIM FAILURE (Red annunciator on PFD) 1. Indicates a failure of the pitch trim servo of the autopilot. The autopilot will be inoperative. The yaw damper will remain operative. 2. Control Wheel ............................................................................................................. GRIP FIRMLY 3. AP/YD DISC / TRIM INTRPT Button ............................................................ PRESS and RELEASE (Be prepared for possible high elevator control forces) 4. Elevator Trim ..
AUTOPILOT OVERSPEED RECOVERY (Amber annunciation on PFD) 1. Power Levers ..................................................................................................................... REDUCE When overspeed condition is corrected: 2. Autopilot ..................................................................... RESELECT VERTICAL MODE (if necessary) NOTE Overspeed recovery mode provides a pitch up command to decelerate the airplane at or below the maximum autopilot operating speed (263 KIAS / 0.
ENGINE FAILURE (AUTOPILOT ENGAGED) 1. AP/YD DISC / TRIM INTRPT Button .......................................................... PRESS and RELEASE 2. Engine Failure Procedure in EMERGENCY PROCEDURES Section of AFM ........................................................ COMPLETE 3. Trim Tabs .............................. MANUALLY ADJUST ELEVATOR, AILERON, AND RUDDER TABS 4. Autopilot ............................................................. PRESS ‘AP’ BUTTON (if desired) to RE-ENGAGE 5. Rudder Tab ....
LOAD MANAGEMENT TABLE This table replaces the Load Management Table published in the AFM.
TAWS AND GPWS TAWS OR GPWS WARNING (Red on PFD and aural “PULL UP” or “[Whoop, Whoop], PULL UP” 1. AP/YD DISC / TRIM INTRPT Button ............................................. PRESS and RELEASE (To disconnect the autopilot) 2. Aircraft Attitude ....................................................... PULL BACK ON CONTROL WHEEL 3. Power.......................................................................................... MAXIMUM ALLOWABLE 4. Airspeed ....................................................
WINDSHEAR ENCOUNTER For airplanes equipped with Electronic Stability and Protection (ESP): 1. AP/YD DISC / TRIM INTRPT Button .................................................... PRESS and HOLD (To prevent automatic autopilot engagement) 2. Perform established windshear escape procedures. After Exiting Windshear: 3. AP/YD DISC / TRIM INTRPT Button ................................................................... RELEASE 4. Autopilot/Yaw Damper ..............................................................
Section 3A - Abnormal Procedures Table of Contents AUTOMATIC FLIGHT CONTROL SYSTEM ................................................................ 45 AILERON MIS-TRIM ............................................................................................................................... 45 ELECTRIC PITCH TRIM INOPERATIVE ............................................................................................... 46 ELEVATOR MIS-TRIM..............................................................
BOTH ON AHRS 1, BOTH ON AHRS 2 ................................................................................................. 65 BOTH ON GPS 1, BOTH ON GPS 2 ...................................................................................................... 65 USING ADC1 or ADC2 ........................................................................................................................... 66 USING AHRS1 or AHRS2 ...........................................................................
AUTOMATIC FLIGHT CONTROL SYSTEM AILERON MIS-TRIM (amber or annunciation on PFD) Indicates a mis-trim of the ailerons while the autopilot is engaged. The autopilot cannot trim the airplane in roll. During large changes in airspeed, engine failure, or single engine operation, illumination of this message may occur. If the autopilot is disconnected while this message is displayed, high roll forces are possible. The following procedure should be followed: 1. Control Wheel ...................................
ELECTRIC PITCH TRIM INOPERATIVE NOTE This condition may be accompanied by a red or annunciation on the PFDs. 1. Move both halves of pilot and copilot pitch trim switches to check for stuck switch. 2. AFCS SERVOS Circuit Breaker ............................................................................ PULL and RESET (Right circuit breaker panel) The autopilot will enter Pre-Flight Test (PFT) mode when the AFCS SERVOS circuit breaker is reset.
ELEVATOR MIS-TRIM (amber or annunciation on PFD) Indicates a mis-trim of the elevator tab while the autopilot is engaged. The autopilot will normally trim the airplane as required. However, during rapid acceleration, deceleration, or configuration changes, momentary illumination of this message may occur accompanied by minor fluctuations in flight path. If the autopilot is disconnected while this message is displayed, high elevator control forces are possible.
RUDDER MIS-TRIM (amber or annunciation on PFD) Indicates a mis-trim of the rudder while the autopilot is engaged. The autopilot cannot trim the airplane in yaw. During large changes in airspeed, engine failure, or single engine operation, illumination of this message may occur. If the autopilot is disconnected while this message is displayed, high rudder pedal forces and yawing motion are possible. The following procedure should be followed: 1. Rudder Pedals ..............................................
FLASHING AMBER MODE ANNUNCIATION NOTE Abnormal mode transitions (those not initiated by the pilot or by normal sequencing of the AFCS) will be annunciated by flashing the disengaged mode in amber on the PFD. Upon loss of a selected mode, the system will revert to the default mode for the affected axis, either ROL or PIT. After 10 seconds, the new mode (PIT or ROL) will be annunciated in green. LOSS OF SELECTED VERTICAL MODE (FLC, VS, VPTH, ALT, GS, GP) 1. Autopilot mode controls.............................
YAW AXIS FAILURE (Amber annunciator on PFD) 1. Indicates a failure of the yaw axis of the autopilot. The yaw damper will disconnect. The autopilot may be engaged and disengaged normally, but the yaw damper and rudder boost will be inoperative. 2. Autopilot .......................................................................................................... AS DESIRED WARNING DO NOT USE THE AUTOPILOT ON A COUPLED ILS APPROACH WITH A FAILED YAW SERVO.
G1000 INTEGRATED AVIONICS SYSTEM ALTITUDE MISCOMPARE This message is displayed when the G1000 detects a difference of 200 feet or greater between the pilot’s and copilot’s altitude information. Refer to the G1000 Cockpit Reference Guide for additional information. 1. Altimeter Settings ................................................................. VERIFY both pilot and copilot have the correct barometric altimeter setting. 2. Pilot’s and Copilot’s Altitude ................................................
If Copilot and Standby Altimeter Agree (Pilot Altimeter Differs): NOTE The standby altimeter must be corrected for position error using the Altimeter Correction – Standby System chart in the Performance section of this supplement. 3. Autopilot ALT Mode.................................................................................................... DISENGAGED 4. Pilot’s Static Air Source ..................................................................................
If Able to Identify Accurate Altitude Source: 1. Autopilot ALT Mode.................................................................................................... DISENGAGED 2. Use SENSOR softkey to select most accurate ADC on both PFD’s. 3. Confirm or annunciators are displayed on both PFDs 4. Autopilot ALT Mode...................................................................................... ENGAGE AS DESIRED • In RVSM Airspace: 5. Altitude ...................................................
AIRSPEED MISCOMPARE This message is displayed when the G1000 detects a difference of 7 KIAS or greater between the pilot’s and copilot’s airspeed indicators (10 KIAS difference during takeoff or landing roll). Refer to the G1000 Cockpit Reference Guide for additional information. 1. Pilot’s and Copilot’s Airspeed ......................................
If Pilot’s and Copilot’s Altitude Agree: 3. Airspeed 120 KIAS MINIMUM on slowest indicator. 4. Monitor all three airspeed indicators during changes in power or altitude to determine which indicators are inaccurate. Indications of inaccurate airspeed include: • No change in indicated airspeed when power change and altitude maintained. • Indicated airspeed increases when climbing or decreases when descending. 5. Use SENSOR softkey to select most accurate ADC on the affected PFDs. 6.
HEADING MISCOMPARE This message is displayed in the upper right corner of the PFD when the G1000 detects a difference between the pilot’s and copilot’s heading information. Refer to the GARMIN G1000 Cockpit Reference Guide for additional information. 1. WSHLD ANTI-ICE Switches (PILOT and COPILOT) ................................................................. OFF 2. CABIN TEMP MODE selector ..................................................................................................... OFF 3.
If a loss of altitude error correction advisory is received: • Above 18,000 feet MSL: 1. Altitude .......................MAINTAIN USING CROSS-SIDE ALTIMETER OR STANDBY ALTIMETER NOTE The standby altimeter must be corrected for position error using the Altimeter Correction – Standby System chart in the Performance section of this supplement. • In RVSM Airspace: 1. Advise ATC of loss of redundancy of primary altimetry systems.
MFD FAILURE MFD failure is indicated by a complete loss of image on the center display. A failed MFD will auto-revert to PFD 1 to display engine data on PFD 1. Engine data may be displayed on PFD 2 by pressing the Copilot’s Audio Panel DISPLAY BACKUP button. If MFD auto-reversion does not occur, or to manually revert the PFD 2 display: 1. Audio Panel DISPLAY BACKUP Button ................................................................................ PRESS 2.
If No Alternate Navigation Sources Are Available: DEAD RECKONING (DR) MODE - ACTIVE WHEN THE AIRPLANE IS GREATER THAN 30 NM FROM THE DESTINATION AIRPORT: 1. Navigation - Use the airplane symbol, magenta course line on the map display and the amber CDI for course information. NOTE • ALL INFORMATION NORMALLY DERIVED FROM GPS TURNS AMBER. ALL OF THIS INFORMATION WILL BECOME LESS ACCURATE OVER TIME. • TAWS is inoperative.
ILS DATABASE FREQUENCY AND/OR COURSE MISMATCH In some rare instances, the actual course and/or frequency for an ILS localizer may not match the course or frequency stored in the G1000 database. This occurs most often when an ILS course or frequency change is made by the FAA in between Jeppesen database update cycles. Manual course or frequency changes can be made to override the auto-loaded values in the G1000 database whenever an ILS approach is loaded into the G1000 via the FMS.
FAILED AIRSPEED, ALTITUDE, AND/OR VERTICAL SPEED (RED "X" ON PFD AIRSPEED, ALTITUDE, AND/OR VERTICAL SPEED INDICATORS) This indicates a loss of valid air data computer information to the respective system. If Both Sides: 1. Airspeed, Altitude and Attitude ................................................ MONITOR using standby indicators NOTE The standby altimeter must be corrected for position error using the Altimeter Correction – Standby System chart in the Performance Section of this Supplement. 2.
FAILED ATTITUDE AND/OR HEADING (ATTITUDE FAIL AND/OR RED "X" OVER HEADING DISPLAY ON PFD) This indicates a loss of pitch, roll, and/or heading information from AHRS. Refer to GARMIN G1000 Cockpit Reference Guide and Pilot’s Guide for additional information. Interference from GPS repeaters operating inside nearby hangars or magnetic anomalies caused by nearby structures can cause an intermittent loss of attitude and heading displays while the aircraft is on the ground.
NOTE • The autopilot will disconnect and will not re-engage. ESP (if installed) will be inoperative. • Reference the GPS track on MFD/PFD map to improve situational awareness. GPS will continue to display correct GPS based map, position, and track. • Magnetic compass is influenced by windshield anti-ice and/or air conditioner operation. These items must be turned OFF prior to referencing magnetic compass heading. Leave these items OFF when maneuvering the aircraft by reference to the magnetic compass.
ENGINE INDICATION SYSTEM (EIS) FAILURE (RED 'X' ON ENGINE DISPLAY) If All Engine Gauges on One Engine Red ‘X’: Indicates failure of the GEA for that engine 1. Check GEA circuit breakers ........................................................................... RESET once if tripped If unable to restore engine gauges: 2. Move both power levers together using the engine with operating engine gauges to set power. If One or More Engine Parameter Indications Are Flagged On Only One Engine: 1.
BOTH ON ADC1, BOTH ON ADC2 This message is displayed on both PFDs and indicates that both pilot and copilot PFDs are displaying data from the same Air Data Computer. Normally the pilot’s side displays ADC 1 information and the copilot’s side displays ADC 2 information. Refer to GARMIN G1000 Cockpit Reference Guide and Pilot’s Guide for additional information. 1. PFD (displaying data from opposite ADC) SENSOR softkey ................................................ PRESS 2. ADC1 or ADC 2 softkey .........
USING ADC1 or ADC2 This message is displayed on both PFDs and indicates that both PFDs are displaying data from the opposite side Air Data Computer. Normally the pilot’s side displays ADC 1 and the copilot’s side displays ADC 2. Refer to GARMIN G1000 Cockpit Reference Guide for additional information. 1. PILOT’S PFD SENSOR Softkey ............................................................................................ PRESS 2. PILOT’S PFD ADC1 Softkey ....................................................
TAWS AND GPWS TAWS or GPWS CAUTION When a TAWS or GPWS CAUTION occurs, take positive corrective action until the alert ceases. Stop descending or initiate either a climb or a turn, or both as necessary, based on analysis of all available instruments and information. GPWS CAUTION advisories may also be generated when the aircraft’s flaps and landing gear are not in the landing position at low altitudes at groundspeeds less than 157 knots.
GPWS INHIBIT (TAWS-A Only) For airplanes equipped with TAWS-A, some GPWS functions may be inhibited to stop alerting if desired. Refer to GARMIN G1000 Cockpit Reference Guide for additional information. To Inhibit GPWS: 1. Display the MAP – TAWS A page 2. GPWS INH Softkey ................................................................................................................ PRESS 3. Verify a MFD.
GLIDESLOPE/GLIDEPATH DEVIATION INHIBIT (TAWS-A Only) or For airplanes equipped with TAWS-A, the glideslope or glidepath deviation alerting function may be inhibited to stop alerting if desired. Refer to GARMIN G1000 Cockpit Reference Guide for additional information. To Inhibit Glideslope or Glidepath Alerting: 1. Display the MAP – TAWS A page 2. GS INH or GP INH Softkey .................................................................................................... PRESS 3. Verify a of the MFD.
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Section 4 - Normal Procedures Table of Contents COM RADIO COMMUNICATIONS BEFORE STARTING ENGINES........................... 73 PREFLIGHT INSPECTION ........................................................................................... 73 BEFORE ENGINE STARTING ..................................................................................... 75 BEFORE TAXI .............................................................................................................. 76 TAXI ......................
APPROACHES ....................................................................................................................................... 83 ILS ........................................................................................................................................................ 83 ILS GLIDE SLOPE INOPERATIVE ..................................................................................................... 84 RNAV (GPS) (LPV or LNAV/VNAV) ....................................
COM RADIO COMMUNICATIONS BEFORE STARTING ENGINES To obtain an ATC clearance before starting the engines: 1. BAT Switch (Master Switch) ......................................................................................................... ON Use Pilot’s Audio Panel and Com 1 to Obtain ATC Clearance, then: 2. BAT Switch (Master Switch) .......................................................................................................
FWD 12 INCHES STATIC PORTS 12 INCHES 14 INCHES 10 INCHES Figure 2, RVSM Critical Region Hawker Beechcraft B300 and B300C King Air Page 74 of 141 190-00716-03 Rev.
BEFORE ENGINE STARTING These procedures should be conducted during the airplane’s AFM BEFORE ENGINE STARTING checklist items, after the battery has been turned on and both AHRS have aligned. NOTE Autopilot preflight test will not begin until both AHRS have aligned. Autopilot Pre-Flight test begins when the white PFT message is displayed on each PFD. Autopilot Pre-Flight test has successfully completed when the white PFT message extinguishes and the autopilot disconnect tone sounds.
BEFORE TAXI These procedures should be conducted after completing the airplane’s AFM BEFORE TAXI checklist items before brake release. 1. Standby Attitude Indicator ..................................................................................................... CHECK a. PULL TO CAGE Knob ............................................................... PULL KNOB TO ERECT GYRO b. Instrument Fail Flag ................................................. NOT DISPLAYED IN INSTRUMENT FACE c. 2.
NOTE The standby compass is erratic during windshield anti-ice and/or air conditioner operation. Windshield anti-ice and air conditioner must be OFF for heading verification check. e. Verify turn rate and slip indicator display appropriately. BEFORE TAKEOFF (RUNUP) The following procedures supersede the same procedures in the airplane’s AFM BEFORE TAKEOFF (RUNUP) checklist items. 1. Yaw Damp ...................................................................................................................
• With Elevator Tab Wheel in Motion, AP/YD DISC / TRIM INTRPT Button....................................................... PRESS AND HOLD (verify elevator tab wheel motion stops) • Pilot’s Trim Override ................................................................................................. CHECK Activate the copilot’s Pitch Trim Switches nose down. Verify elevator tab wheel is moving nose down. While the tab wheel is moving in the DN direction, activate the pilot’s Pitch Trim Switches nose up.
CLIMB, CRUISE, AND DESCENT Disengage autopilot and yaw damper and re-trim the airplane in roll and/or yaw, if slight dutch roll activity is observed. Re-engage the autopilot and yaw damper after trimming the airplane. ICING FLIGHT IN FLIGHT WARNING DUE TO DISTORTION OF THE WING AIRFOIL, ICE ACCUMULATION ON THE LEADING EDGES CAN CAUSE A SIGNIFICANT LOSS IN RATE OF CLIMB AND IN SPEED PERFORMANCE, AS WELL AS INCREASES IN STALL SPEED.
VERTICAL MODES VERTICAL SPEED (VS) MODE 1. Altitude Preselect ....................................................................................SET to Desired Altitude 2. Press VS Button ............................................. GREEN ‘VS’, White ‘ALTS’ annunciated on PFD 3. Vertical Speed Reference........................................................... ADJUST using UP / DN Wheel 4. Green ‘ALT’.....................................................................
VERTICAL NAVIGATION (VNAV) VNAV Descent Vertical navigation will only function when the navigation source is GPS navigation. VNAV will not function if the navigation source is VOR, Localizer, or ADF. The airplane’s heading must be within 75° of the desired GPS course and within 10 NM cross track error in order for VNAV to function. VNAV functions only for enroute and terminal descents.
LATERAL MODES HEADING MODE (HDG) 1. HDG Knob ....................................................... PUSH to synch heading bug to current heading 2. HDG BUTTON ......................................................................... PUSH , HDG mode annunciated 3. HDG Knob ........................................................... Rotate to set heading bug to desired heading NAVIGATION (VOR) 1. Navigation Source. ................................... SELECT VOR1 or VOR2 using CDI softkey on PFD 2.
NOTE If the Course Deviation Indicator (CDI) is greater than one dot from center, the autopilot will arm the NAV mode and indicate GPS in white on the PFD. The pilot must ensure that the current heading will result in a capture of the selected course. If the CDI is one dot or less from center, the autopilot will enter the capture mode when the NAV button is pressed and annunciate GPS in green on the PFD.
If Flying Full Approach Including Transition: 3. Airplane cleared to an initial approach fix a. ACTIVATE THE APPROACH from the PROC page, Or ACTIVATE a DIRECT TO ( D ) the IAF b. HSI CDI ...................................................................................... SELECT GPS Nav Source c. Mode Control Panel .................................................................... PRESS NAV (GPS Mode) d. Mode Control Panel .............................................
If Flying Vectors-To-Final: 3. Airplane on Vectors-To-Final a. Mode Control Panel .................................................. PRESS HDG to fly ATC radar vectors b. PROC button on PFDs or GCU ......................SELECT ‘ACTIVATE VECTORS-TO-FINAL’ NOTE SUSP may annunciate on the HSI when Vectors-To-Final is selected. The flight plan will automatically unsuspend when the airplane intercepts and turns inbound on the final approach course.
NOTE It is recommended to descend at 1000 ft/min or less. Descending at a higher rate or reaching MDA too far before the Visual Descent Point (VDP) could cause TAWS or GPWS alerts. If a TAWS or GPWS WARNING is issued, immediately follow the TAWS OR GPWS WARNING procedure in the EMERGENCY PROCEDURES Section of this AFMS. 7. After Leveling at MDA ................................ SET Missed Approach Altitude In Altitude Preselect RNAV (GPS) (LPV or LNAV/VNAV) 1. Load the approach into the Active Flight Plan.
If Flying Full Approach Including Transition: 3. Airplane cleared to an initial approach fix a. ACTIVATE THE APPROACH from the PROC page, Or ACTIVATE a DIRECT TO ( D ) the IAF b. HSI CDI ...................................................................................... SELECT GPS Nav Source c. Mode Control Panel .............................. PRESS APR, Verify GPS mode active, GP armed d. Pathways .........................................................................................................
RNAV (GPS) (LNAV, LNAV + V) 1. Load the approach into the Active Flight Plan. 2. Approach Minimums ...............................................SET ON TMR/REF page (if not already set) If Flying Vectors-To-Final: 3. Airplane on Vectors-To-Final a. Mode Control Panel .................................................. PRESS HDG to fly ATC radar vectors b. PROC button on PFDs or MFD.......................
NOTE Some RNAV (GPS) approaches provide a vertical descent angle as an aid in flying a stabilized approach. These approaches are NOT considered Approaches with Vertical Guidance (APV). Approaches that are annunciated on the HSI as LNAV or LNAV+V are considered Nonprecision Approaches (NPA) and are flown to an MDA even though vertical glidepath (GP) information may be provided. 6. At the FAF........................................................................
If Flying Full Approach Including Transition: 3. Airplane cleared to an initial approach fix: a. ACTIVATE THE APPROACH from the PROC page, Or ACTIVATE a DIRECT TO ( D ) the IAF b. HSI CDI .......................................................................................................... SELECT GPS c. Mode Control Panel .................................................................... PRESS NAV (GPS mode) d. Pathways ................................................................................
BACK COURSE (BC) 1. Load the approach into the Active Flight Plan .................................... VERIFY the G1000 tunes the proper LOC frequency 2. Approach Minimums ...............................................SET ON TMR/REF page (if not already set) If Flying Vectors-To-Final: 3. Airplane on Vectors-To-Final a. Mode Control Panel .......................................................... PRESS HDG to fly radar vectors b. PROC button on PFDs or MFD.......................
NOTE If the Course Deviation Indicator (CDI) is greater than one dot from center, the autopilot will arm the BC mode and indicate BC in white on the PFD. The pilot must ensure that the current heading will result in a capture of the selected course. If the CDI is one dot or less from center, the autopilot will enter the capture mode when the APR button is pressed and annunciate BC in green on the PFD. 5. Airspeed.................................................MAINTAIN 120 KIAS OR GREATER (Recommended) 6.
NOTE When the GA button is pressed, the Flight Director command bars will command 8° nose up and wings level, the HSI nav source automatically switches to GPS, the flight plan sequences to the first published missed approach leg, and automatic leg sequencing resumes. The autopilot will disconnect if the ESP option is not installed. If ESP is installed, the autopilot will not disconnect with a GA button press.
AUTOPILOT COUPLED GO AROUND (GA) (ESP Equipped Airplanes Only) 1. Control Wheel ................................................................................................... GRASP FIRMLY 2. GO AROUND button (left power lever) .................................. PUSH – Verify GA / / GA on PFD in lateral and vertical mode fields, autopilot will not disengage. 3. Autopilot ............................. VERIFY airplane pitches up following flight director command bars 4. Balked Landing ....................
SYNTHETIC VISION Use of Pathways If Synthetic Terrain is displayed on the PFD, the Pathways may be used to assist the pilot’s awareness of the programmed lateral and vertical navigation path. The following sections describe the basic use of the Pathways in various flight segments. For more detailed information, consult the G1000 Pilot’s Guide.
Leg 2 Leg 3 TOD Leg 1 VPTH displayed by Pathway Climb NOT displayed by Pathway Enroute Pathway Altitude Display Approach During an approach transition with the GPS CDI active, the Pathway will be displayed along the lateral path defined by the flight plan, at the altitude selected on the G1000 altitude selector. Pathway will be displayed at least up to the Final Approach Fix on all instrument approach procedures.
FAF ALTITUDE MAP Heading Pathway NOT displayed on heading and turn segments MAHP Missed Approach Pathway Display 190-00716-03 Rev.
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Section 6 - Weight and Balance No Change. Refer to basic Aircraft Flight Manual or appropriate supplement. 190-00716-03 Rev.
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Section 7 - Systems Description Table of Contents GENERAL................................................................................................................... 104 G1000 INTEGRATED AVIONICS ............................................................................... 104 SYSTEM OVERVIEW ........................................................................................................................... 104 INSTRUMENT PANEL .............................................................
GENERAL This section supplements the Systems Description chapter in the aircraft’s original Pilot’s Operating Handbook and FAA Approved Airplane Flight Manual. This section will follow the format and layout of the chapter in the original manual. Only topics changed by the installation of the G1000 integrated avionics system will be addressed in this supplement.
80 60 100 150 40 300 200 250 2992 1013 ALT 1000 Figure 3, Instrument Panel 190-00716-03 Rev.
Figure 4, Pilot's Control Wheel Hawker Beechcraft B300 and B300C King Air Page 106 of 141 190-00716-03 Rev.
Figure 5, Copilot's Control Wheel With Trim Switches 190-00716-03 Rev.
Figure 6, Copilot's Control Wheel Without Trim Switches Hawker Beechcraft B300 and B300C King Air Page 108 of 141 190-00716-03 Rev.
Figure 7, Overhead Panel 190-00716-03 Rev.
Figure 8, Left Side Circuit Breaker Panel (Airplanes FL-1Thru FL-119, FL-121, FN-1, FM-1 Thru FM-8) Hawker Beechcraft B300 and B300C King Air Page 110 of 141 190-00716-03 Rev.
Figure 9, Left Side Circuit Breaker Panel (Airplanes FL-120, FL-122 Thru FL-380, FL-382, FM-9 Thru FM-11 190-00716-03 Rev.
Figure 10, Left Side Circuit Breaker Panel (Airplanes FL-381, FL-383 and After, FM-12 and After) Hawker Beechcraft B300 and B300C King Air Page 112 of 141 190-00716-03 Rev.
Figure 11, Right Side Circuit Breaker Panel (Airplanes FL-1 Thru FL-119, FL-121, FN-1, FM-1 Thru FM-8) 190-00716-03 Rev. 1 Hawker Beechcraft B300 and B300C King Air Page 113 of 141 AVIONICS L GEN TPL FED TPL FED R GEN L GEN TPL FED TPL FED IND IND 15 2 ALTM SMS 5 RADIO RIGHT 5 BLEED AIR CONTROL 5 15 5 CLKS CONSOLE CABIN 5 7.5 INSTR CP PFD 5 2 ADF 2 R GEN 5 RIGHT 5 RIGHT FUEL VENT 5 5 LIGHTER 10 DME 5 LEFT 5 PROP DEICE 5 7.5 RESET 5 7.5 BUS TIE 7.
Figure 12, Right Side Circuit Breaker Panel (Airplanes FL-120, FL-122 Thru FL-380, FL-382, FM-9 Thru FM-11) Hawker Beechcraft B300 and B300C King Air Page 114 of 141 190-00716-03 Rev. 1 AVIONICS L GEN TPL FED TPL FED R GEN L GEN TPL FED TPL FED 5 IND 5 IND 15 2 ALTM SMS 5 RADIO RIGHT 5 BLEED AIR CONTROL 15 5 DME 2 2 R GEN LIGHTER CONTROL ADF 5 RIGHT SYNC 5 PROP DEICE 5 7.5 RESET 5 7.5 RIGHT RIGHT DEICE 7.5 0.5 5 0.5 BUS TIE POWER 5 7.5 BUS TIE 7.
Figure 13, Right Side Circuit Breaker Panel (Airplanes FL-381, FL-383 and After, FM-12 and After) 190-00716-03 Rev.
Figure 14, Pedestal Configuration Hawker Beechcraft B300 and B300C King Air Page 116 of 141 190-00716-03 Rev.
GMC 710 AFCS Mode Controller GDU 1040A PFD1 GDU 1500 Multi-Function Display GDU 1040A PFD2 GSA 80 Roll Servo No. 1 GIA 63W GSA 80 Pitch Servo No. 2 GIA 63W AFCS Mode Logic AFCS Mode Logic Flight Director Flight Director Servo Mgt GSA 9000 Yaw Servo Servo Mgt GSA 80 High-Speed Pitch Trim Servo Pilot’s Control Wheel Copilot’s Control Wheel Figure 15, GFC 700 System Interface 190-00716-03 Rev.
FLIGHT CONTROLS AFCS, AUTOPILOT, FLIGHT DIRECTOR AND RUDDER BOOST The GFC 700 is a digital Automatic Flight Control System (AFCS), fully integrated within the G1000 System avionics architecture. The GFC 700 is a three-axis autopilot and flight director system which provides the pilot with the following features: Autopilot (AP) — Autopilot operation occurs within the pitch, roll, and pitch trim servos.
The following conditions will cause the autopilot to disconnect: • Electrical power failure, including pulling the AFCS SERVOS circuit breaker • Electrical power failure to the GMC 710 Autopilot Mode Controller, including pulling the MODE CTL circuit breaker • Internal autopilot system failure • Malfunction of either AHRS (two fully functional AHRS are required for the autopilot to function) • Failure of the on-side PFD • Depressing the red A/P Y/D DISC/TRIM INTRPT button on the pilot’s or copilo
The following tables list the available AFCS vertical and lateral modes with their corresponding controls and annunciations. The mode reference is displayed next to the active mode annunciation for Altitude Hold, Vertical Speed, and Flight Level Change modes. The NOSE UP/DN Wheel can be used to change the vertical mode reference while operating under Pitch Hold, Vertical Speed, or Flight Level Change Mode.
AFCS LATERAL MODES Lateral Mode Roll Mode Level Low Bank Heading Select Approach, ILS Arm/Capture/Track (Glideslope Mode Automatically Armed) Takeoff (on ground) Go Around (in air) Wings Level ROL ** LVL BANK Key * HDG Key HDG GPS NAV Key VOR LOC BC Key Approach, GPS Arm/Capture/Track (Glidepath Mode Automatically Armed, if available) Approach, VOR Arm/Capture/Track GA (default) Navigation, LOC Arm/Capture/Track (No Glideslope) Backcourse Arm/Capture/Track TO Annunciation Navigation, GPS
The Flight Director is not designed to perform unusual attitude recoveries from attitudes outside the following range: Pitch 50° nose up to 50° nose down Roll ±75° If the above pitch or roll limits are exceeded with the flight director displayed on either PFD or the MFD, the flight director will be removed (decluttered) from the display until the aircraft is within display limits. ELECTRIC ELEVATOR TRIM Electric elevator trim is standard with the G1000 system installation.
ELECTRONIC STABILITY & PROTECTION (ESP) Electronic Stability and Protection (ESP) is an optional function on a GFC-700-equipped airplane that uses the autopilot servos to assist the pilot in maintaining the airplane in a safe flight condition within the aircraft’s normal pitch, roll and airspeed envelopes.
PFD display symbology implemented for ESP is illustrated in Figures 17 through 19. All other indications on the GDU displayed in the examples are to provide position reference for the ESP system symbology. The values indicated are not representative of a condition required to activate ESP. • When the GDU receives information from the GIA indicating that ESP is not armed, the GDU will not display ESP indications.
Once ESP becomes active in roll, the engagement limit indication that was crossed (either left or right) will move to the lower disengagement limit indication over a period of 1 second. The opposite roll limit remains at the engagement limit. Figure 18 shows the engagement limit indication just prior to ESP activation (left image) and just after ESP activation (right image 1 second after ESP activation).
The ESP roll limit indications are not de-cluttered when the aircraft is in an extreme attitude. ESP roll limit indications are not shown when ESP is not configured for a given installation, ESP is not available as determined by the active GIA, or the autopilot is engaged. Autopilot Underspeed Protection For aircraft that have ESP installed, the AFCS is able to detect and protect against underspeed situations while the autopilot is engaged.
FLIGHT INSTRUMENTS G1000 FLIGHT INSTRUMENTS Flight instruments are an integrated part of the G1000 system. For system descriptions, operating instructions, and abnormal failure indication refer to the Cockpit Reference and Pilot’s Guides.
ENGINE INSTRUMENTATION Engine instruments, located in a window on the left side of the MFD, are grouped according to their function. The G1000 engine gauges are constructed and arranged to emulate the mechanical gauges they replaced. At the top, the ITT (Interstage Turbine Temperature) indicators and torquemeters are used to set take-off power. Climb and cruise power are established using the torquemeters and propeller tachometers while observing ITT limits.
PROPELLER SYNCHROPHASER A push button ON/OFF switch is located on the instrument panel below the pilot’s PFD that turns the propeller synchrophaser ON and OFF. To turn the propeller synchrophaser ON, push the PROP SYNC switch. A green ON annunciator will illuminate when the system is on. To turn the propeller synchrophaser OFF, push the PROP SYNC switch.
LEFT GENERATOR BUS (GEN No. 1) Fuel Vent Heat, L CENTER BUS RIGHT GENERATOR BUS (GEN No.
TRIPLE FED BUS Bus Tie Power, TPL FED Bus Tie Control Bus Tie Indicator CABIN ALT HIGH CABIN DIFF HIGH Cabin Lights Cabin Pressurization Control Cabin Temperature Control COM 1 Crossfeed Eng Anti-Ice, L & R Main Fan – PFD/GIA, L & R Fire Detection L & R FMS Control GEA, L & R Generator Reset GIA 1 Primary Power GIA 2 GSD Ignitor Power L & R Instrument Indirect Lights Landing Gear Control Landing Gear Indication Landing Gear Warning MFD MFD Fan Mode Control Oil Pressure Warning, L & R Outside Air Temperature
Standby Auxiliary Battery Surface Deice Torquemeter, L & R Voice Recorder WSHLD Wiper Hawker Beechcraft B300 and B300C King Air Page 132 of 141 190-00716-03 Rev.
STANDBY BATTERY POWER SUPPLY The G1000 installation incorporates a 24 vdc, 5 Ah L-3 Avionics model PS-835 Standby Battery that provides electrical power for the standby attitude gyro, standby altimeter vibrator, and internal lighting for the three standby instruments and magnetic compass for a minimum of 30 minutes following a total loss of aircraft power including the aircraft’s battery. A push button switch located directly below the standby airspeed indicator controls the standby battery power system.
LIGHTING SYSTEMS COCKPIT An overhead light control panel, accessible to both pilots, incorporates a functional arrangement of all lighting systems. Each light group has its own rheostat switch placarded BRT – OFF. The MASTER PANEL LIGHTS – ON – OFF switch is the master switch for: PILOT PFD, STANDBY INSTRUMENT LIGHTS, MFD, OVERHEAD PED & SUBPANEL LIGHTS, SIDE PANEL, CLOCKS, and COPILOT PFD. PILOT PFD – Controls the brightness of the pilot’s PFD.
STATIC The normal static system has two separate sources of static air. One source is connected to the pilot’s air data computer (ADC1), and the other is connected to the copilot’s air data computer (ADC2) and the standby instruments. Each of the normal static air lines opens to the atmosphere through two static air ports—one on each side of the aft fuselage, four ports total. An alternate static air line is also provided for the pilot’s air data computer (ADC1).
SYNTHETIC VISION General The SVS sub system is dependent upon terrain data provided by the underlying G1000 system. If, for some reason, the terrain data is not available from the G1000, all of the components of the SVS system will be unavailable. The flight path marker, horizon heading, and airport signs are all sub-components of the Synthetic Terrain display and are only available when Synthetic Terrain is enabled. Those features are selected or de-selected using the PFD softkeys on the SVS menu.
by the G1000 SVS system. The Terrain/Obstacle/Airport databases have an area of coverage as detailed below: • The Terrain Database has an area of coverage from North 75° Latitude to South 60° Latitude in all longitudes. • The Airport Terrain Database has an area of coverage that includes the United States, Canada, Mexico, Latin America, and South America. • The Obstacle Database has an area of coverage that includes the United States.
THE AIRCRAFT PERFORMANCE WILL PERMIT YOU TO MAINTAIN THE CURRENT VERTICAL (CLIMB) GRADIENT UNTIL PAST THE TERRAIN OR OBSTACLE. Pathway If PATHWAY is enabled on the SVS menu of the PFD and a defined navigation path has been entered on the G1000, the SVS system will display a pathway, sometimes called a “highway in the sky” or HITS. The pathway is a perspective representation of the programmed flight path.
Horizon Heading A heading scale may be displayed on the PFD horizon line, if selected by the pilot. The heading marks are spaced in even 30 degree increments and are presented just above the horizon line with tic marks that intersect the horizon line. The horizon heading will correspond to that presented by the HSI. Because the horizon heading is only displayed in 30 degree increments, it should only be used for general heading awareness and not be used to establish the aircraft heading.
TAWS AND GPWS Refer to the GARMIN Pilot’s Guide and Cockpit Reference Guide, P/N 190-01343-001 and 190-01344-00 Rev. A or later FAA accepted revision for complete detailed descriptions of the GARMIN G1000 TAWS and GPWS system functions and operating instructions. Most of the G1000 Class A TAWS and GPWS functions depend upon either GPS or radar (radio) altitude to function properly. The Altitude Voice Callout (VCO) GPWS function is one of the few that may use both altitudes for normal operation.
Section 8 – Handling, Service, and Maintenance Refer to the G1000/GFC 700 System Maintenance Manual (contains Instructions for Continued Airworthiness) P/N 190-00716-01 Rev. 1 or later FAA approved revision for maintenance requirements for the G1000 system and components. 190-00716-03 Rev.
