FAA Approved Airplane Flight Manual Supplement

Hawker Beechcraft B300 and B300C King Air 190-00716-03 Rev. 4
Page 164 of 173
APPROACH BARO VNAV
General
All G1000 equipped King Air B300/B300C aircraft have enroute and terminal VNAV capability. Airplanes
that have system software 0985.07 or later installed have additional ability to conduct barometric based
VNAV operations while conducting certain GPS approaches using an automatically generated
temperature compensated glidepath. It should be noted that the Approach Baro VNAV functionality is
separate and distinct from enroute and terminal descent VNAV functions.
For GPS-based LPV, LNAV/VNAV, LNAV+V, and RNP approaches, glidepath vertical guidance is normally
provided via the Space Based Augmentation System (SBAS) system. If SBAS is unavailable or disabled
, the G1000 will provide automatic, temperature compensated glidepath vertical guidance on
approaches that have LNAV/VNAV minima published, or on some approaches that are not authorized for
SBAS. No pilot action is required to receive the temperature compensated glidepath when SBAS is not
available or allowed.
RefertotheGARMINPilot’sGuideandCockpitReferenceGuide, P/N190‐01343‐01and190‐01344‐01
Rev.AorlaterFAAacceptedrevisionforcompletedetaileddescriptionsoftheGARMING1000Approach
BaroVNAVfunctionandoperatinginstructions.
Temperature Compensation
Final Approach Segment (FAS)
Altimeter systems assume an ISA temperature model of 15°C at sea level and a standard lapse rate of
−6.5°C/km. When actual atmosphere deviates from the ISA model it results in altitude errors. For
example, if the KICT RNAV (GPS) Y RWY 19R approach shown in Figure 23 were flown with baro-VNAV
on a non-standard day, the guidance would be relative to a glide path angle other than the 3.00°
published glide path angle.
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Figure 23 – Actual Descent Path on a Hot or Cold Day