User manual GARMIN G1000 FOR CESSNA CITATIONJET PILOT'S GUIDE

[. . . ] G1000 ® Integrated Flight Deck Pilot's Guide Cessna CitationJet Model 525 Copyright © 2010 Garmin Ltd. This manual reflects the operation of System Software version 1162. 00 or later for the Cessna CitationJet Model 525. Some differences in operation may be observed when comparing the information in this manual to earlier or later software versions. Garmin International, Inc. , 1200 East 151st Street, Olathe, Kansas 66062, U. S. A. [. . . ] Upon reaching the offset waypoint for OPSHN, the aircraft is at 10, 000 feet. Figure 5-134 Approaching Bottom of Descent (BOD) at OPSHN Offset Waypoint 268 Garmin G1000 Pilot's Guide for the Cessna CitationJet Model 525 190-01131-00 Rev. A fLight management 18) The aircraft is approaching OPSHN. The upcoming turn and next heading are annunciated at the top left of the PFD as seen in Figure 5-135. Initiate the turn and maneuver the aircraft on a track through the turn radius to intercept the magenta line for the OPSHN to FSHER leg and center the CDI. Figure 5-135 Turn to intercept OPSHN to FSHER Leg 190-01131-00 Rev. A Garmin G1000 Pilot's Guide for the Cessna CitationJet Model 525 269 fLight management 19) After passing OPSHN, the next leg of the arrival turns magenta as shown in Figure 5-136. The magenta arrow in the flight plan list now indicates the OPSHN to FSHER leg of the arrival procedure is now active. Figure 5-136 Tracking the OPSHN to FSHER Leg 20) The flight continues through the arrival procedure to PYNON (see Figure 5-137). At a point 31 nm from the destination airport, the phase of flight scaling for the CDI changes to Terminal Mode and is annunciated by displaying `TERM' on the HSI. A descent to HABUK is in the next leg. Annunciations for the upcoming turn and descent, as well as the VDI and RVSI, appear on the PFD as the flight progresses. 270 Garmin G1000 Pilot's Guide for the Cessna CitationJet Model 525 190-01131-00 Rev. A fLight management Figure 5-137 Approaching PYNON 190-01131-00 Rev. A Garmin G1000 Pilot's Guide for the Cessna CitationJet Model 525 271 fLight management 21) Upon passing PYNON the approach procedure automatically becomes active. The approach may be activated at any point to proceed directly to the IAF. In this example, the aircraft has progressed through the final waypoint of the arrival and the flight plan has automatically sequenced to the IAF as the active leg, activating the approach procedure (see Figure 5-138). Figure 5-138 Approach is Now Active Note: To manually activate the approach procedure, perform the following steps: a) Press the PROC Key. b) Turn the large FMS Knob to highlight `ACTIVATE APPROACH' as shown in Figure 5-139. c) Press the ENT Key to activate the approach. Figure 5-139 Manually Activate Approach 272 Garmin G1000 Pilot's Guide for the Cessna CitationJet Model 525 190-01131-00 Rev. A fLight management 22) The IAF is the next waypoint. At the TOD, establish a descent vertical speed as previously discussed in Step 16. The aircraft altitude is 9, 000 feet upon reaching HABUK. Figure 5-140 Descending Turn to the Initial Approach Fix (IAF) 190-01131-00 Rev. A Garmin G1000 Pilot's Guide for the Cessna CitationJet Model 525 273 fLight management 23) After crossing FALUR the next waypoint is the FAF. The flight phase changes to LPV on the HSI indicating the current phase of flight is in Approach Mode and the approach type is LPV. CDI scaling changes accordingly and is used much like a localizer when flying an ILS approach. The RVSI is no longer displayed and the VDI changes to the Glidepath Indicator (as shown in Figure 5-141) when the final approach course becomes active. Figure 5-141 Descending to the FAF The descent continues through the FAF (CEGIX) using the Glidepath Indicator, as one would use a glideslope indicator, to obtain an altitude "AT" 7, 800 feet at the FAF. Note the altitude restriction lines over and under (At) the altitude in the `ALT' field in Figure 5-141. 274 Garmin G1000 Pilot's Guide for the Cessna CitationJet Model 525 190-01131-00 Rev. [. . . ] The following errors are common examples: ·Whentheclientorintruderaircraftmaneuversexcessivelyorabruptly, thetrackingalgorithmmayreport incorrect horizontal position until the maneuvering aircraft stabilizes. ·Whenarapidlyclosingintruderisonacoursethatinterceptstheclientaircraftcourseatashallowangle (either overtaking or head-on) and either aircraft abruptly changes course within 0. 25 nm, TIS may display the intruder aircraft on the incorrect side of the client aircraft. These are rare occurrences and are typically resolved within a few radar sweeps once the client/intruder aircraft course stabilizes. Pilots using TIS can provide valuable assistance in the correction of malfunctions by reporting observations of undesirable performance. [. . . ]