User manual GARMIN G1000H PILOTS GUIDE
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GARMIN G1000H REFERENCE GUIDE (2740 ko)
Manual abstract: user guide GARMIN G1000HPILOTS GUIDE
Detailed instructions for use are in the User's Guide.
[. . . ] G1000H
Integrated Flight Deck Pilot's Guide
Copyright © 2011 Garmin Ltd. This manual reflects the operation of System Software version 1237. 00 or later for the Bell 407GX Helicopter. 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. [. . . ] A
FLIGHT MANAGEMENT REMOVING AN ARRIVAL FROM THE ACTIVE FLIGHT PLAN
When plans change while flying IFR, arrivals can be easily removed from the Active Flight Plan. Removing an arrival from the active flight plan:
1) Press the FPL Key to display the Active Flight Plan Page (MFD) or the Active Flight Plan Window (PFD). To cancel the removal request, highlight `CANCEL' and press the ENT Key. Or: 1) Press the FPL Key to display the Active Flight Plan Page (MFD) or the Active Flight Plan Window (PFD). 2) Press the FMS Knob, and turn to highlight the arrival header in the active flight plan. To cancel the removal request, highlight `CANCEL' and press the ENT Key. 5) Press the FMS Knob to remove the flashing cursor.
NOTE: If certain GPS parameters (WAAS, RAIM, etc. ) are not available, some published approach procedures
for the desired airport may not be displayed in the list of available approaches.
An Approach Procedure (APPR) can be loaded at any airport that has one available, and provides guidance for non-precision and precision approaches to airports with published instrument approach procedures. If an approach is loaded when another approach is already in the active flight plan, the new approach replaces the previous approach. The route is defined by selection of an approach and the transition waypoints. Whenever an approach is selected, the choice to either "load" or "activate" is given. "Loading" adds the approach to the end of the flight plan without immediately using it for navigation guidance. This allows continued navigation via the intermediate waypoints in the original flight plan, but keeps the procedure available on the Active Flight Plan Page for quick activation when needed. "Activating" also adds the procedure to the end of the flight plan but immediately begins to provide guidance to the first waypoint in the approach. When selecting an approach, a "GPS" designation to the right of the procedure name indicates the procedure can be flown using the GPS receiver. Some procedures do not have this designation, meaning the GPS receiver can be used for supplemental navigation guidance only. If the GPS receiver cannot be used for primary guidance, the appropriate navigation receiver must be used for the selected approach (e. g. , VOR or ILS). The final course segment of ILS approaches, for example, must be flown by tuning the NAV receiver to the proper frequency and selecting that NAV receiver on the CDI.
190-01255-00 Rev. A
Garmin G1000HTM Pilot's Guide for the Bell 407GX
The system WAAS GPS allows for flying LNAV, LNAV/VNAV, and LPV approaches according to the published chart. LNAV+V is a standard LNAV approach with advisory vertical guidance provided for assistance in maintaining a constant vertical glidepath similar to an ILS glideslope on approach. This guidance is displayed on the PFD in the same location as the ILS glideslope using a magenta diamond. In all cases where LNAV+V is indicated by the system during an approach, LNAV minima are used. The active approach type is annunciated on the HSI as shown in the following table:
HSI Annunciation Description LNAV GPS approach using published LNAV minima LNAV+V GPS approach using published LNAV minima. [. . . ] However, intruder distance and altitude typically remain relatively accurate and may be used to assist in spotting traffic. 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. [. . . ]
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