G5000 Integrated Avionics System

Pilot’s Guide

Cessna Citation Latitude

System Software Version 2877.A1 or later
 Copyright © 2019, 2020 Garmin Ltd. or its subsidiaries. All rights reserved.
This manual reflects the operation of System Software Version 2877.A1 or later for the Cessna Citation Latitude. Some differences in
operation may be observed when comparing the information in this manual to earlier or later software versions.

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Printed in the U.S.A.

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 Blank Page

Garmin G5000 Pilot’s Guide for the Cessna Citation Latitude 190-02632-00 Rev. B
 WARNINGS, CAUTIONS, AND NOTES

WARNING: Do not use terrain avoidance displays as the sole source of information for maintaining
separation from terrain and obstacles. Garmin obtains terrain and obstacle data from third party sources
and cannot independently verify the accuracy of the information.

WARNING: Always refer to current aeronautical charts and NOTAMs for verification of displayed aeronautical
information. Displayed aeronautical data may not incorporate the latest NOTAM information.

WARNING: Do not use geometric altitude for compliance with air traffic control altitude requirements. The
primary barometric altimeter must be used for compliance with all air traffic control altitude regulations,
requirements, instructions, and clearances.

WARNING: Do not use basemap information (land and water data) as the sole means of navigation.
Basemap data is intended only to supplement other approved navigation data sources and should be
considered only an aid to enhance situational awareness.

WARNING: Do not rely solely upon the display of traffic information to accurately depict all of the traffic
within range of the aircraft. Due to lack of equipment, poor signal reception, and/or inaccurate information
from aircraft or ground stations, traffic may be present that is not represented on the display.

WARNING: Do not use data link weather information for maneuvering in, near, or around areas of
hazardous weather. Information contained within data link weather products may not accurately depict
current weather conditions.

WARNING: Do not use the indicated data link weather product age to determine the age of the weather
information shown by the data link weather product. Due to time delays inherent in gathering and processing
weather data for data link transmission, the weather information shown by the data link weather product
may be older than the indicated weather product age.

WARNING: Do not rely on the displayed minimum safe altitude (MSAs) as the sole source of obstacle
and terrain avoidance information. Always refer to current aeronautical charts for appropriate minimum
clearance altitudes.

WARNING: Do not operate this equipment without first obtaining qualified instruction.

WARNING: Do not use GPS to navigate to any active waypoint identified as a ‘NON WGS84 WPT’ by a
system message. ‘NON WGS84 WPT’ waypoints are derived from an unknown map reference datum that
may be incompatible with the map reference datum used by GPS (known as WGS84) and may be positioned
in error as displayed.

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WARNINGS, CAUTIONS, AND NOTES

WARNING: Do not rely on the autopilot to level the aircraft at the MDA/DH when flying an approach with
vertical guidance. The autopilot will not level the aircraft at the MDA/DH even if the MDA/DH is set in the
altitude preselect.

WARNING: Do not rely solely upon the display of traffic information for collision avoidance maneuvering.
The traffic display does not provide collision avoidance resolution advisories and does not under any
circumstances or conditions relieve the pilot’s responsibility to see and avoid other aircraft.

WARNING: Always use traffic information shown on system displays only as an aid to visually acquiring
traffic. Traffic avoidance maneuvers are based upon TCAS II Resolution Advisories , ATC guidance, or positive
visual acquisition of conflicting traffic.

WARNING: Do not rely on information from a lightning detection system display as the sole basis for
hazardous weather avoidance. Range limitations and interference may cause the system to display inaccurate
or incomplete information. Refer to documentation from the lightning detection system manufacturer for
detailed information about the system.

WARNING: Use appropriate primary systems for navigation, and for terrain, obstacle, and traffic avoidance.
Garmin SVT is intended as an aid to situational awareness only and may not provide either the accuracy or
reliability upon which to solely base decisions and/or plan maneuvers to avoid terrain, obstacles, or traffic.

WARNING: Do not use the Garmin SVT runway depiction as the sole means for determining the proximity
of the aircraft to the runway or for maintaining the proper approach path angle during landing.

WARNING: Do not operate the weather radar in a transmitting mode when personnel or objects are within
the MPEL boundary.

WARNING: Always position the weather radar gain setting to Calibrated for viewing the actual intensity of
precipitation. Changing the gain in weather mode causes precipitation intensity to be displayed as a color
not representative of the true intensity.

WARNING: Do not assume weather radar transmission is disabled unless all display panes displaying
weather radar are set to Standby Mode, and are displaying ‘STANDBY’ in the center of each weather radar
display. Transmission is also disabled by touching the Radar On Button to set the weather radar system to
Off Mode, as indicated by a gray annunciator.

WARNING: Do not rely on information from the reactive wind shear detection system display as the sole
basis for detecting wind shear conditions. The system cannot predict the conditions in which wind shear is
likely to develop.

ii Garmin G5000 Pilot’s Guide for the Cessna Citation Latitude 190-02632-00 Rev. B
 WARNINGS, CAUTIONS, AND NOTES

WARNING: Do not use TAWS information for primary terrain or obstacle avoidance. TAWS is intended only
to enhance situational awareness.

WARNING: Do not use SurfaceWatch™ information as the primary method of flight guidance during
airborne or ground operations. SurfaceWatch does not have NOTAM or ATIS information regarding the
current active runway, condition, or information about the position of hold lines.

CAUTION: Do not clean display surfaces with abrasive cloths or cleaners containing ammonia. They will
harm the anti-reflective coating.

CAUTION: Do not allow repairs to be made by anyone other than an authorized Garmin service center.
Unauthorized repairs or modifications could void both the warranty and affect the airworthiness of the
aircraft.

CAUTION: Never disconnect power to the system when loading a database. Power interruption during the
database loading process could result in maintenance being required to reboot the system.

CAUTION: Avoid areas on the display that appear “shadowed” (gray). The accuracy of the intensity of
returns in the shaded areas should be treated as suspect. Exercise extreme caution, making maneuvering
decisions with this information in mind.

CAUTION: When all display panes displaying weather radar are set to Standby Mode, the antenna is parked
at the center line. It is always a good idea to put the radar in Standby Mode before taxiing the aircraft to
prevent the antenna from bouncing on the bottom stop and possibly causing damage to the radar assembly.

NOTE: Intruder aircraft at or below 500 ft. AGL may not appear on the Garmin SVT display or may appear
as a partial symbol.

NOTE: Steep approaches are not supported by Landing Data calculations.

NOTE: Do not rely solely upon data link services to provide Temporary Flight Restriction (TFR) information.
Always confirm TFR information through official sources such as Flight Service Stations or Air Traffic Control.

NOTE: All visual depictions contained within this document, including screen images of the system panel
and displays, are subject to change and may not reflect the most current system and aviation databases.
Depictions of equipment may differ slightly from the actual equipment.

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WARNINGS, CAUTIONS, AND NOTES

NOTE: The United States government operates the Global Positioning System and is solely responsible for
its accuracy and maintenance. The GPS system is subject to changes which could affect the accuracy and
performance of all GPS equipment. Portions of the system utilize GPS as a precision electronic NAVigation
AID (NAVAID). Therefore, as with all NAVAIDs, information presented by the system can be misused or
misinterpreted and, therefore, become unsafe.

NOTE: This device complies with part 15 of the FCC Rules. Operation is subject to the following two
conditions: (1) this device may not cause harmful interference, and (2) this device must accept any
interference received, including interference that may cause undesired operation.

NOTE: Interference from GPS repeaters operating inside nearby hangars can cause delays in attitude and
heading alignment or alignment failures while the aircraft is on the ground. Moving the aircraft more than
100 yards away from the source of the interference should alleviate the condition.

NOTE: Use of polarized eyewear may cause the flight displays to appear dim or blank.

NOTE: This product, its packaging, and its components contain chemicals known to the State of California
to cause cancer, birth defects, or reproductive harm. This notice is being provided in accordance with
California’s Proposition 65. If you have any questions or would like additional information, please refer to
our web site at www.garmin.com/prop65.

NOTE: Operating the system in the vicinity of metal buildings, metal structures, or electromagnetic fields
can cause sensor differences that may result in nuisance miscompare annunciations during start up, shut
down, or while taxiing. If one or more of the sensed values are unavailable, the annunciation indicates no
comparison is possible.

NOTE: The system responds to a terminal procedure based on data coded within that procedure in the
Navigation Database. Differences in system operation may be observed among similar types of procedures
due to differences in the Navigation Database coding specific to each procedure.

NOTE: When using Stormscope, there are several atmospheric phenomena in addition to nearby
thunderstorms that can cause isolated discharge points in the strike display mode. However, clusters of
two or more discharge points in the strike display mode do indicate thunderstorm activity if these points
reappear after the screen has been cleared.

NOTE: Operate G5000 system power through at least one cycle in a period of four days of continuous
operation to avoid an autonomous system reboot.

NOTE: If the pilot/operator wants or needs to adjust the database, contact Garmin Product Support.

iv Garmin G5000 Pilot’s Guide for the Cessna Citation Latitude 190-02632-00 Rev. B
 WARNINGS, CAUTIONS, AND NOTES

NOTE: The FAA has asked Garmin to remind pilots who fly with Garmin database-dependent avionics of the
following:
ƒƒ It is the pilot’s responsibility to remain familiar with all FAA regulatory and advisory guidance and information
related to the use of databases in the National Airspace System.
ƒƒ Garmin equipment will only recognize and use databases that are obtained from Garmin or Jeppesen. Databases
obtained from Garmin or Jeppesen are assured compliance with all data quality requirements (DQRs) by virtue
of a Type 2 Letter of Authorization (LOA) from the FAA. A copy of the Type 2 LOA is available for each database
and can be viewed at flygarmin.com by selecting ‘Type 2 LOA Status.’
ƒƒ Use of a current Garmin or Jeppesen database in your Garmin equipment is required for compliance with
established FAA regulatory guidance, but does not constitute authorization to fly any and all terminal procedures
that may be presented by the system. It is the pilot’s responsibility to operate in accordance with established
pertinent aircraft documents and regulatory guidance or limitations as applicable to the pilot, the aircraft, and
installed equipment.

NOTE: The pilot/operator must review and be familiar with Garmin’s database exclusion list as discussed
in SAIB CE-14-04 to determine what data may be incomplete. The database exclusion list can be viewed at
flygarmin.com by selecting ‘Database Exclusions List.’

NOTE: The pilot/operator must have access to Garmin and Jeppesen database alerts and consider their
impact on the intended aircraft operation. The database alerts can be viewed at flygarmin.com by selecting
‘Aviation Database Alerts.’

NOTE: Garmin requests the flight crew report any observed discrepancies related to database information.
These discrepancies could come in the form of an incorrect procedure; incorrectly identified terrain, obstacles
and fixes; or any other displayed item used for navigation or communication in the air or on the ground. Go
to flygarmin.com and select ‘Aviation Data Error Report’.

NOTE: When operating the system with the magnetic sensor uncoupled from the AHRS, the displayed
heading and heading information used by some system components (e.g. traffic system, AFCS, and weather
radar) will be different from the heading calculated by the AHRS. The difference is an amount equal to the
difference between the current Magnetic Field Variation Database (MV DB) value, and the MV DB value
when the magnetic sensor was uncoupled. Due to the convergence of isogonic lines, this condition is most
noticeable at or near the north and south magnetic poles.

NOTE: Electronic aeronautical charts displayed on this system have been shown to meet the guidance in AC
120 76D as a Type B Electronic Flight Bag (EFB) for ChartView. The accuracy of the charts is subject to the
chart data provider. Own-ship position on airport surface charts cannot be guaranteed to meet the accuracy
specified in AC 120-76D. Possible additional requirements may make a secondary source of aeronautical
charts, such as traditional paper charts or an additional electronic display, necessary on the aircraft and
available to the pilot. If the secondary source of aeronautical charts is a Portable Electronic Device (PED),
its use must be consistent with the guidance in AC 120-76D.

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WARNINGS, CAUTIONS, AND NOTES

NOTE: The nose of the ‘own ship’ symbol represents the location of the aircraft. The center of any traffic
symbol represents the location of that traffic. The traffic and own ship symbols are an abstract representation
and do not reflect the physical extent of the aircraft/traffic, and should not replace other methods for
identifying traffic.

NOTE: The navigation databases used in Garmin navigation systems contain Special Procedures. Prior
to flying these procedures, pilots must have specific FAA authorization, training, and possession of the
corresponding current, and legitimately-sourced chart (approach plate, etc.). Inclusion of the Special
Procedure in the navigation database DOES NOT imply specific FAA authorization to fly the procedure.

vi Garmin G5000 Pilot’s Guide for the Cessna Citation Latitude 190-02632-00 Rev. B
 SOFTWARE LICENSE AGREEMENT

SOFTWARE LICENSE AGREEMENT

BY USING THE DEVICE, COMPONENT OR SYSTEM MANUFACTURED OR SOLD BY GARMIN (“THE GARMIN PRODUCT”), YOU
AGREE TO BE BOUND BY THE TERMS AND CONDITIONS OF THE FOLLOWING SOFTWARE LICENSE AGREEMENT. PLEASE READ
THIS AGREEMENT CAREFULLY. Garmin Ltd. and its subsidiaries (“Garmin”) grants you a limited license to use the software
embedded in the Garmin Product (the “Software”) in binary executable form in the normal operation of the Garmin Product. Title,
ownership rights, and intellectual property rights in and to the Software remain with Garmin and/or its third-party providers. You
acknowledge the Software is the property of Garmin and/or its third-party providers and is protected under the United States of
America copyright laws and international copyright treaties. You further acknowledge the structure, organization, and code of
the Software are valuable trade secrets of Garmin and/or its third-party providers and the Software in source code form remains
a valuable trade secret of Garmin and/or its third-party providers. You agree not to reproduce, decompile, disassemble, modify,
reverse assemble, reverse engineer, or reduce to human readable form the Software or any part thereof or create any derivative
works based on the Software. You agree not to export or re-export the Software to any country in violation of the export control
laws of the United States of America.

190-02632-00 Rev. B Garmin G5000 Pilot’s Guide for the Cessna Citation Latitude vii
SOFTWARE LICENSE AGREEMENT

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viii Garmin G5000 Pilot’s Guide for the Cessna Citation Latitude 190-02632-00 Rev. B
 RECORD OF REVISIONS

Record of Revisions
Part Number Revision Date Page Range Description
190-02632-00 A 11/20/19 All Production release at GDU 20.91.
B 2/20/20 All Revisions include:
-- Removed Hybrid Navigation System
-- Removed RNP AR <0.3
-- Removed Elevation > 14K Button
-- Updated AT TO/GA Mode description
-- Revised to include AT Underspeed and AT Overspeed text
-- Added positon reporting using ACARS
-- Various editorial corrections

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RECORD OF REVISIONS

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x Garmin G5000 Pilot’s Guide for the Cessna Citation Latitude 190-02632-00 Rev. B
 TABLE OF CONTENTS

SECTION 1 SYSTEM OVERVIEW SVT Troubleshooting........................................................139

Unusual Attitudes............................................................139
1.1 System Description...............................................1
SVT Unusual Attitudes.....................................................140
1.2 System Controls....................................................5
PFD Controllers....................................................................6 SECTION 3 ENGINE AND AIRFRAME SYSTEMS
Touchscreen Controller.........................................................7 3.1 Engine and Airframe Indications.......................142
Secure Digital Cards...........................................................40 3.2 Synoptics ..........................................................150
1.3 System Operation...............................................41 System Summary..............................................................150
System Initialization...........................................................41 Hydraulics........................................................................151
Normal Operation..............................................................44 Fuel..................................................................................153
Reversionary Mode............................................................44 Electrical..........................................................................155
Touchscreen Controller Failure...........................................46 3.3 Landing Elevation or Manual Altitude Select...157
System Annunciations........................................................53
System Status....................................................................54 3.4 System Tests......................................................159
AHRS Operation.................................................................55 3.5 Cabin Management...........................................160
Position Sensor Status........................................................55 Cabin Briefing..................................................................160
1.4 Accessing System Functionality..........................69 Cabin Control...................................................................161
System Settings..................................................................69 Cabin Lights.....................................................................161
Screen Cleaning.................................................................82 Cabin Speaker Mute.........................................................161
System Utilities..................................................................82 Cabin Shades (Optional)..................................................161
3.6 Exterior Lighting...............................................162
SECTION 2 FLIGHT INSTRUMENTS
3.7 Cabin Temperature............................................163
2.1 Flight Instruments...............................................92
Airspeed Indicator..............................................................92 3.8 Propulsion.........................................................164
Attitude Indicator...............................................................96 FADEC Channel in Control...............................................164
Altimeter............................................................................98 Ignitor Control.................................................................164
Vertical Speed Indicator (VSI)...........................................102 ITT Engine Digits..............................................................164
Vertical Deviation Indicator (VDI).....................................102 3.9 Reversionary Mode...........................................165
Vertical Navigation (VNAV) Indications............................105
SECTION 4 AUDIO AND CNS
Category II Approach Indications (Optional)....................106
Horizontal Situation Indicator (HSI)..................................108 4.1 Overview...........................................................167
Course Deviation Indicator (CDI)......................................112 PFD COM/NAV display and Controls................................168
2.2 Supplemental Flight Data.................................121 MFD Touchscreen Controller Audio and CNS Controls.....170
Angle of Attack (AOA) Indicator.......................................121 PFD Touchscreen Controller Audio and CNS Controls.......171
Wind Data........................................................................122 4.2 COM Operation.................................................172
2.3 Garmin SVT (Synthetic Vision Technology)........123 COM Transceiver Selection and Activation.......................172
SVT Operation..................................................................124 COM Frequency Tuning....................................................175
SVT Features....................................................................125 Frequency Spacing...........................................................182
Field of View....................................................................131 Automatic Squelch...........................................................184
Volume.............................................................................185
2.4 PFD Annunciations and Alerting Functions.......132 HF COM Transceiver Selection and Activation (Optional).186
Marker Beacon Annunciations.........................................132 HF COM Frequency Tuning...............................................188
Altitude Alerting...............................................................132 HF COM Squelch Level.....................................................190
Low Altitude Annunciation...............................................133 HF COM Transmit Power..................................................191
Minimum Altitude Alerting...............................................133 HF COM Volume...............................................................192
Radar Altimeter................................................................134
4.3 NAV Operation..................................................193
2.5 Abnormal Operations........................................136 NAV Radio Selection and Activation................................193
Abnormal GPS Conditions................................................136 NAV Receiver Tuning........................................................194
Comparator Annunciations..............................................137 Marker Beacon Receiver..................................................201
Reversionary Sensor Annunciations.................................138 ADF/DME Tuning..............................................................202

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TABLE OF CONTENTS

4.4 Mode S Transponder.........................................207 4.8 Abnormal Operation.........................................263

Transponder Controls.......................................................207 Stuck Microphone............................................................263
Transponder Mode Selection............................................208 COM Tuning Failure..........................................................263
TCAS II Transponder Modes.............................................208 Audio Controller Fail-Safe Operation...............................263
Entering a Transponder Code...........................................211 GTC Failure......................................................................263
IDENT Function................................................................212 Amber COM Frequency Digits..........................................263
Flight ID Reporting...........................................................213 CPDLC Unavailable..........................................................264
4.5 ATN Controller Pilot Data Link Communications SECTION 5 FLIGHT MANAGEMENT
(CPDLC)......................................................................214
5.1 Introduction......................................................265
CPDLC Session Overview.................................................214
Navigation Status Box.....................................................267
Enabling the CPDLC System.............................................214
MFD Navigation Data Bar................................................268
CPDLC System Status.......................................................215
CPDLC Message Tab.........................................................216 5.2 Using Map Displays...........................................269
Connecting to the CPDLC System....................................218 Map Settings Synchronization..........................................269
Receiving a CPDLC Message............................................221 Map Orientation..............................................................270
Initiating/Responding to A CPDLC Message.....................222 Map Range......................................................................272
Creating a Message.........................................................222 Map Panning....................................................................274
Viewing CPDLC Message Dialogs.....................................224 Measuring Bearing and Distance.....................................278
Deleting Message Dialogs................................................225 Absolute Terrain...............................................................280
Disconnecting from the CPDLC System............................225 Map Symbols...................................................................283
CPDLC Test Mode.............................................................226 Airways............................................................................288
4.6 FANS 1/A+ DLS System.....................................227 Additional Navigation Map Items....................................290
CPDLC Session Overview.................................................227 5.3 Waypoints.........................................................295
Enabling The FANS System...............................................227 Airports............................................................................296
CPDLC System Status.......................................................228 Non-Airport Waypoints....................................................302
CPDLC Message Tab.........................................................230 5.4 Airspaces...........................................................311
Connecting to the CPDLC System....................................231 Nearest Airspace..............................................................312
Receiving a CPDLC Message............................................236 Smart Airspace.................................................................315
Initiating/Responding to a CPDLC Message.....................236 5.5 Direct-to Navigation ........................................316
Creating a Message.........................................................236
Armed Message Reports..................................................240 5.6 Flight Planning..................................................322
Receiving a Departure Clearance.....................................241 Introduction.....................................................................322
Deleting Message Dialogs................................................244 Creating a Flight Plan......................................................326
Disconnecting from the CPDLC System............................244 Flight Plan Waypoint and Airway Modifications...............329
CPDLC Test Mode.............................................................245 Flight Plan Operations.....................................................341
Additional CPDLC Options...............................................245 Managing Flight Plans.....................................................364
Disabling ADS-C...............................................................249 5.7 Vertical Navigation...........................................371
4.7 Additional Audio Functions...............................250 Airport Data for Performance Calculations.......................375
Mono/Stereo Headsets.....................................................250 Climb/ Cruise/ Descent Performance Management..........377
Speaker............................................................................250 Constraints.......................................................................386
Intercom...........................................................................250 Vertical Situation Display.................................................398
Clearance Recorder and Player........................................254 Vertical Navigation Direct To............................................404
Simultaneous COM Operation.........................................255 5.8 Procedures........................................................406
SELCAL (Selective Calling)................................................256 Preview Only Procedures.................................................409
Telephone........................................................................258 Departures.......................................................................409
Entertainment Inputs.......................................................259 Arrival..............................................................................412
Audio Feedback (Clicks)...................................................261 Approaches .....................................................................415

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 TABLE OF CONTENTS

5.9 Weight and Fuel Management..........................432 6.6 Vertical Situation Display Terrain......................574
Weight and Fuel Planning................................................432 VSD Inset Window...........................................................577
Weight Caution And Warning Conditions.........................436 Track Mode Boundary......................................................578
5.10 Takeoff and Landing Data.................................437 6.7 TAWS-A..............................................................579
Takeoff Data.....................................................................437 Relative Terrain Symbology..............................................580
Landing Data...................................................................444 Displaying Relative Terrain Information...........................582
5.11 FMS Multi-Sensor Functionality........................453 System Status..................................................................603
Current Position...............................................................454 TAWS-A Abnormal Operations.........................................604
DME/DME Navigation......................................................455 6.8 TCAS II Traffic....................................................606
Manual Position Updates.................................................457 Theory of Operation.........................................................606
5.12 Abnormal Operation.........................................461 TCAS II Alerts...................................................................609
FMS Degradation.............................................................461 Operation.........................................................................614
System Status..................................................................621
SECTION 6 HAZARD AVOIDANCE 6.9 ADS-B Traffic.....................................................623
6.1 Data Link Weather............................................466 ADS-B System Overview..................................................623
Activating Data Link Weather Services.............................467 Conflict Situational Awareness & Alerting........................625
Weather Product Age.......................................................469 Airborne and Surface Applications...................................626
Displaying Data Link Weather Products...........................472 Operation.........................................................................628
Connext Weather Data Requests......................................480 ADS-B System Status.......................................................631
Weather Product Overview..............................................484
Data Link Weather Products.............................................492
SECTION 7 AUTOMATIC FLIGHT CONTROL SYSTEM
Abnormal Operations for Garmin Connext Weather........515 7.1 Overview...........................................................635
6.2 ACARS Weather.................................................516 Basic Autopilot Operation................................................636
Accessing ACARS Weather Products................................517 7.2 AFCS Controls...................................................637
Requesting ACARS Weather Data.....................................523 AFCS Controller................................................................637
ACARS Weather Products.................................................525 Additional AFCS Controls.................................................638
6.3 Airborne Color Weather Radar..........................532 7.3 Flight Director Operation..................................640
System Description...........................................................532 Activating the Flight Director...........................................640
Principles of Airborne Weather Radar..............................532 AFCS Status Box..............................................................641
NEXRAD and Airborne Weather Radar.............................533 Flight Director Modes......................................................641
Antenna Beam Illumination.............................................534 Flight Director Selection...................................................642
Safe Operating Distance..................................................538 Command Bars................................................................642
Weather Mapping and Interpretation..............................542 7.4 AFCS Modes......................................................645
Weather Radar Operation................................................546 Vertical Modes.................................................................645
Additional Radar Displays................................................557 Lateral Modes..................................................................653
System Status..................................................................562 Combination Modes.........................................................657
6.4 Reactive Windshear Detection..........................564 7.5 Autopilot and Yaw Damper Operation..............672
WindShear Alerting..........................................................564 Flight Control...................................................................672
System Test......................................................................565 Engaging the Autopilot and Yaw Damper........................672
Reactive Windshear Annunciations..................................566 Control Wheel Steering....................................................673
6.5 Stormscope Lightning.......................................567 Disengaging the Autopilot and Yaw Damper....................673
Using the Stormscope Pane..............................................567 7.6 Autothrottle......................................................675
Stormscope Information on Navigation Maps..................570 Overview..........................................................................675
Abnormal Operations.......................................................573 Autothrottle Controls......................................................675
System Status..................................................................573 Annunciations..................................................................675

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TABLE OF CONTENTS

Autothrottle Operation....................................................676 8.13 Database Cycle Number and Revisions.............784

Autothrottle Modes Overview..........................................677 Cycle Number and Revision.............................................784
Automatic Safety Mode Selection....................................680 8.14 Abnormal Operation.........................................787
Autothrottle Thrust Limit Indications................................681
Iridium and WiFi Receiver Troubleshooting.......................787
7.7 AFCS Annunciations and Alerts.........................682
Autopilot Overspeed Protection.......................................682 APPENDICES
7.8 Abnormal Operation.........................................683 Annunciations and Alerts..........................................789
Suspected Autopilot Malfunction.....................................683 Crew Alerting System (CAS).............................................789
Overpowering Autopilot Servos.......................................683 CAS Messages.................................................................790
Emergency Descent Mode (EDM).....................................683 System Annunciations......................................................796
Audio Alerting System......................................................797
SECTION 8 ADDITIONAL FEATURES System Messages.............................................................797
8.1 Overview...........................................................685 Database Management.............................................821
8.2 SafeTaxi.............................................................686 Loading Updated Databases............................................822
8.3 SurfaceWatch (Optional)...................................689 Database Updates............................................................823
Database Synchronization feature .................................826
Information Display..........................................................690
Database Deletion feature .............................................826
Alerts...............................................................................691
SurfaceWatch Setup.........................................................692 Aviation Terms and Acronyms...................................829
8.4 Electronic Charts...............................................694 Frequently Asked Questions......................................841
ChartView........................................................................694 Map Symbols.............................................................845
IFR/VFR Charts ................................................................701
INDEX
8.5 Satellite Telephone and Datalink Services
(Optional)..................................................................704 Index........................................................................... I-1
Registering the System With Garmin Connext.................704
Contacts...........................................................................705
Telephone Communication..............................................709
Text Messaging (SMS)......................................................717
8.6 ACARS (Optional)..............................................728
Air-Ground Communication Link......................................728
Datalink Service Provider.................................................731
End System Services.........................................................731
ACARS Connection...........................................................732
ATS Services.....................................................................735
AOC Services....................................................................744
8.7 Position Reporting............................................761
8.8 WiFi Connections..............................................764
8.9 SiriusXM Satellite Radio (Optional)..................767
Activating SiriusXM Satellite Services..............................767
Using SiriusXM Radio.......................................................769
8.10 Flight Data Logging..........................................773
8.11 Electronic Checklists.........................................774
8.12 Electronic Documents.......................................777
Installed Documents........................................................777
User Documents...............................................................777
Viewing Electronic Documents.........................................777

xiv Garmin G5000 Pilot’s Guide for the Cessna Citation Latitude 190-02632-00 Rev. B
 SYSTEM OVERVIEW

SECTION 1 SYSTEM OVERVIEW

1.1 SYSTEM DESCRIPTION
This section provides an overview of the G5000® Integrated Avionics System as installed in the Citation Latitude
aircraft. The system presents flight instrumentation, position, navigation, communication, and identification
information to the flight crew using flat-panel color displays and Touchscreen Controllers. The system consists
of the following Line Replaceable Units (LRUs):
• GDU 1450W (3) – The Garmin Display Unit (GDU) 1450W features a 14-inch light emitting diode (LED)
backlit widescreen display with high resolution. The unit installed on the left/pilot side is designated as the
L PFD. In normal operations, it shows a Primary Flight Display (PFD), and may also show a Display Pane.
The center unit is designated as the Multi Function Display (MFD). In normal operations it shows the Engine
Indication System (EIS) display, in addition to one or two Display Panes (MFD functions). The unit installed
on the right/copilot side is designated as the R PFD. In normal operations, it shows a PFD, and may also show
a Display Pane. The GDUs communicate with each other, the Touchscreen Controllers, and with the on-side
GIA Integrated Avionics Unit (IAU) through a High-Speed Data Bus (HSDB) Ethernet connection.
• GTC 575 (4) – The Touchscreen Controllers provide PFD/MFD control, Flight Management System (FMS)
functions, data entry capability, and communications control for the system. The unit installed on the center
console on the left/pilot side is designated as MFD L GTC, and the unit installed on the center console on the
right/copilot side is designated as MFD R GTC. The unit installed on the left outboard side is designated at L
PFD GTC, and the unit installed on the right outboard side is designated as R PFD GTC. Each touchscreen
controller communicates with the on-side PFD in addition to the MFD using an HSDB connection. L PFD GTC
and R PFD GTC communicate with each other via an HSDB connection.
• GCU 275 (2) – The GCU is a panel-mounted user interface which enables the flight crew to control the L PFD
and R PFD. The unit installed on the left/pilot side is designated as GCU1, and the one installed on the right/
copilot side is designated as GCU2. Each unit is connected to the on-side PFD and to the MFD using an RS-
232 connection.
• GMA 36B (2) – The GMA, Remote Audio Unit, integrates navigation/communication radio (NAV/COM) digital
audio, intercom, and marker beacon audio. Each unit is connected to the on-side Touchscreen Controller using
an HSDB interface and to the cross-side IAU using an RS-232 connection as a backup path. Each GMA is also
connected to the Cockpit Voice Recorder (CVR) using a digital/analog connection.
• GDR 66 (1) (Optional) – The GDR, Digital Radio Unit, is a transceiver for sending and receiving Controller Pilot
Data Link Communications (CPDLC) messages by using the Touchscreen Controllers. It also supports analog
voice communications, as well as analog and digital ACARS communication. It communicates with each GSD
unit using an RS-485/422 interface.
• GIA 64E (2) – The Integrated Avionics Units (IAU) function as the main communications hub, linking several
LRUs with each on-side PFD. Each IAU contains a GPS Satellite-Based Augmentation System (SBAS) receiver,
a very high frequency (VHF) communication/navigation/glideslope (COM/NAV/GS) receiver, a flight director
(FD) and system integration microprocessors. The IAU units also communicate directly with each other via the
Controller Area Network (CAN) protocol in the event the HSDB communications path has failed.

190-02632-00 Rev. B Garmin G5000 Pilot’s Guide for the Cessna Citation Latitude 1
SYSTEM OVERVIEW

• GDC 7400 (2) – The GDC, Air Data Computer (ADC), processes data from the pitot/static system and outside
air temperature (OAT) sensor. The ADC provides pressure altitude, density altitude, vertical speed, airspeed,
mach number, OAT, and total air temperature data. Each ADC is connected to the on-side IAU, PFD, and
the Attitude and Heading Reference System, in addition to the MFD, and to the cross-side IAU via an HSDB
connection. An RS-232 path also connects each ADC to the on-side IAU.
• GEA 7100 (3) – The GEA, Engine Airframe Unit, receives and processes signals from the engine and airframe
sensors. This unit communicates with both IAUs using an RS-485 digital interface.
• GSD 41 (3) – This unit is a data concentrator used to expand the input and output capabilities of the system.
HSDB communications occur among Garmin LRUs. The ARINC 429 protocol connects non-Garmin LRUs
using the GSD, as shown in Figure 1-1.
• GTX 3000 (2) – The solid-state transponder provides Modes A/C/S capability, 1090 MHz Extended Squitter
Automatic Dependent Surveillance - Broadcast (ADS-B) transmission, and communicates with the on-side IAU
through an RS-482/422 digital interface. Each transponder is also connected to the Traffic Alert and Collision
Avoidance II (TCAS II) system using the ARINC 429 protocol.
• GDL 69A SXM (1) (Optional) – The Satellite Data Link Radio Receiver receives weather information, as well as
digital audio entertainment. The Data Link Receiver communicates with the #2 GSD via a HSDB connection. A
subscription to SiriusXM Weather and/or SiriusXM Satellite Radio service is required to enable the GDL capability.
• GMC 7200 (1) – The AFCS Mode Controller provides AFCS control through an RS-232 digital interface. The
unit is connected to the L PFD and the R PFD.
• GRA 5500 – The Radar Altimeter provides Above Ground Level (AGL) altitude information and Rate of Change
of AGL altitude information via ARINC 429 or RS-422 connections.
• GSA 9000 (3) – The GSA 9000 Servos are used for automatic control of pitch, roll, and yaw. These units
interface with each IAU using RS-482/422 connections.
• GSM 9100 (3) – The GSM 9100 Servo Gearboxes are responsible for transferring the output torque of the GSA
9000 servo actuators to the mechanical flight-control surface linkages.
• GWX 75 (1) – Provides airborne weather and ground mapped radar data to the PFDs and to the MFD. The
unit is connected to the #1 GSD via HSDB connection.
• GTS 8000 (1) – The GTS 8000 Traffic Alert and Collision Avoidance System II (TCAS II) uses active interrogations
of Mode S and Mode C transponders to provide traffic data to the pilot independent of the air traffic control
system. It is connected to the #3 GSD via HSDB. The GTS 8000 also communicates with both transponders
via the ARINC 429 protocol.
• GDL 59 (1) – Provides a Wi-Fi datalink. The unit is connected to the MFD via HSDB, and to the optional GSR
56 Iridium Transceiver using an RS-232 bus and a digital/analog connection.
• GSR 56 (2) – The Iridium Transceiver provides voice communications by means of a telephone handset in the
cabin and pilot and copilot headsets in the cockpit. The transceiver can also send and receive short message
service (SMS) text messages. The GSR 56 also receives data link weather products from the Garmin Connext
weather service through the Iridium satellite network. In addition, the transceiver can send and receive data
provided by the GDL 59 through the RS-232 bus. A second GSR is used for ACARS datalink services.

2 Garmin G5000 Pilot’s Guide for the Cessna Citation Latitude 190-02632-00 Rev. B
 SYSTEM OVERVIEW

A top-level system block diagram is shown in Figure 1-1.

The system is capable of interfacing with the following non-Garmin major components:
• Laseref VI (2) (Optional) – Honeywell Attitude • WX-1000E (1) (Optional) – L-3 Stormscope
and Heading Reference System Lightning Detection System
• L-3 Standby (1) – L3 Avionics Electronic Standby • DME 4000 (1) or (2) (Optional) – Collins
Instrument System Aerospace Distance Measuring Equipment
• LCR-100/LCR-100N (2) – Northrop Grumman • ADF-4000 (2) – Collins Aerospace Navigation
Hybrid Navigator Receiver
• HF 9000 (2) (Optional) – Collins Aerospace • FA 2100 (2) – L3 Avionics Cockpit Voice Recorder
High Frequency Radio and Cockpit Flight Data Recorder
• Woodward Throttle Quadrant (1)

NOTE: Refer to the Automatic Flight Control System (AFCS) Section for details on the Garmin AFCS.
The Cessna Citation Latitude is also equipped with a Garmin Automated Flight Control System (AFCS), providing
the flight director (FD), autopilot (AP), manual electric trim, and control wheel steering (CWS) functions of the
system.

NOTE: For information on optional equipment, consult the applicable optional interface user’s guide. This
document assumes the reader is already familiar with the operation of this additional equipment

190-02632-00 Rev. B Garmin G5000 Pilot’s Guide for the Cessna Citation Latitude 3
SYSTEM OVERVIEW

GMC 7200
(AFCS Mode
Controller)

#2 GSR 56
(Iridium)
#1 GCU 275 #2 GCU 275
#1 (PFD #2 (PFD #3
GDU 1450W Controller) GDU 1450W Controller) GDU 1450W
(L PFD) (MFD) (R PFD)
GDL 59 #1 GTC 575 #2 GTC 575
(Datalink) (Touchscreen (Touchscreen
Controller) Controller)

#3 GTC 575 #4 GTC 575

(Touchscreen (Touchscreen
Controller) Controller)

#1 GIA 64E #2 GIA 64E

(Integrated (Integrated
Avionics #1 GMA 36B #2 GMA 36B Avionics
Unit) (Audio Radios (Audio Unit)
Processor) CVR Processor)

#1 GSR 56
(Iridium)
#1 GDC 7400 #2 GDC 7400
(Air Data (Air Data
Computer) Computer)
VHF COM VHF COM

GPS/SBAS GPS/SBAS
#1 LCR-100N #2 LCR-100N
VOR/LOC VOR/LOC
(Attitude & (Attitude &
G/S Heading) Heading) G/S
or or
Flight Flight
GDL 69A SXM Director #1 Laseref VI #2 Laseref VI Director
(SiriusXM
AFCS Mode AFCS Mode
Weather Datalink) Logic Logic

Servo Logic Servo Logic

#1 GSA 9000 (Pitch)

#2 GSA 9000 (Roll)

#2 GSD 41 #3 GSD 41
#2 DME (Data #3 GSA 9000 (Yaw) (Data #1 ADF
Concentrator) Concentrator)
#1 GEA 7100 (Engine
& Airframe I/F) #2 HF
#2 ADF (High Freq
#2 GEA 7100 (Engine Radio)
& Airframe I/F)
#1 HF
(High Freq #3 GEA 7100 (Engine CVR
Radio) & Airframe I/F)

Lightning
ELT #1 GTX 3000 #2 GTX 3000 Detection
(Transponder) (Transponder) System

FDR GTS 8000

(TCAS II)

GDR 66
(Digital
Radio) GWX 75
#1 #1 GSD 41
DME (Data Concentrator) (Weather
GRA 5500 Radar)
(Radar
Altimeter)

Optional Optional
Garmin Equipment Non-Garmin Equipment
Garmin Equipment Non-Garmin Equipment

Legend

Figure 1-1  Basic System Block Diagram

4 Garmin G5000 Pilot’s Guide for the Cessna Citation Latitude 190-02632-00 Rev. B
 SYSTEM OVERVIEW

1.2 SYSTEM CONTROLS

The system controls have been designed to simplify operation of the system, minimize workload, and reduce
the time required to access sophisticated functionality. Controls are located on the Touchscreen Controllers,
the Automatic Flight Control System (AFCS) Controller, and the PFD Controllers. PFD Controllers and the
Touchscreen Controllers are discussed in this section. AFCS controls are described in the AFCS section. See
the Audio and Communication/Navigation/Surveillance (CNS) Section for more information about NAV/COM
controls.
PFD Controller AFCS Controller PFD Controller

MFD
L PFD R PFD

MFD L GTC MFD R GTC

L PFD GTC R PFD GTC

Figure 1-2  System Controls

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SYSTEM OVERVIEW

PFD CONTROLLERS
The PFD Controllers are a panel-mounted user interface allowing a backup system for data entry, PFD
operation, and NAV/COM tuning (refer to the Audio and CNS Section for more information about NAV/COM
tuning). Many procedures in this Pilot’s Guide can be performed using the PFD Controller. The pilot’s side PFD
Controller controls the L PFD and the copilot’s PFD Controller controls the R PFD.
1 2 3 4 5 6

9 8 7

Figure 1-3  PFD Controller

1 Joystick Turn to change inset map range.

Push to activate Map Pointer for map panning, and move laterally to move map pointer.
2 CLR Key Erases information, cancels entries, or removes menus.

3 PFD Knob Push to turn the selection cursor ON/OFF.

Data Entry: With cursor ON, turn to enter data in the highlighted field (large knob moves cursor
location; small knob selects character for highlighted cursor location).
Scrolling: When a list of information is too long for the window/box, a scroll bar appears,
indicating more items to view. With cursor ON, turn large knob to scroll through the list.
4 Direct-to Key ( ) Activates the direct-to function and allows the user to enter a destination waypoint and
establish a direct course to the selected destination (specified by identifier, chosen from the
active route).
5 COM/NAV Key Selects/deselects COM/NAV radio tuning mode on the PFD Controller.

6 BARO Knob Turn knob for altimeter barometric pressure setting.

7 PROC Key Gives access to IFR departure procedures (DPs), arrival procedures (STARs), and approach
procedures (IAPs) for a flight plan or selected airport.
8 FPL Key Displays flight plan information.

9 ENT Key Validates or confirms a menu selection or data entry.

6 Garmin G5000 Pilot’s Guide for the Cessna Citation Latitude 190-02632-00 Rev. B
 SYSTEM OVERVIEW

TOUCHSCREEN CONTROLLER
The system uses four touchscreen controllers which provide easy data entry, Display Pane operation, and
NAV/COM tuning. Most procedures in this Pilot’s Guide are performed using the Touchscreen Controller.
The touchscreen uses a grid of infrared beams to determine the location of the touch, even when the operator
is wearing gloves. Objects or debris on the touchscreen can interfere with these infrared beams and cause
unintended activation of buttons.
The inboard touchscreen controllers (MFD GTCs), located in the center pedestal, control the Display Panes of
each GDU, as well as FMS functions. When MFD L GTC is in control of a Display Pane it is highlighted in cyan.
When MFD R GTC is in control of a Display Pane it is highlighted in dark purple. The outboard touchscreen
controllers (PFD GTCs), are located on the left and right outboard instrument panel. L PFD GTC is located on
the left (pilot’s side), and R PFD GTC is located on the right (copilot’s side). The PFD GTCs control the PFD by
selecting the Nav Source and OBS, Bearing Pointers, Speed Bugs, Timers, setting minimums, Inset Map Settings,
FMS Sensors, and PFD Settings. The L PFD and R PFD can be toggled between a full PFD display and split
mode, where a condensed PFD and a Display Pane are displayed.
Radio tuning can be accomplished using the CNS Bar at the top of the Touchscreen Controller Screen (refer
to the Audio Panel and CNS Section for more information about NAV/COM tuning).

4
7
5
8
6 9

Figure 1-4  GTC 575 Touchscreen Controller

1 CNS Bar Displays/controls COM, NAV, XPDR, and ICS functions.

2 Screen Title Displays the title of the current Screen.

3 Screen Displays set of context sensitive controls and data.

4 Button Bar Displays System level buttons (e.g. Home, MSG, Full/Split, Scroll Up/Down, Back, Enter,
Cancel).

190-02632-00 Rev. B Garmin G5000 Pilot’s Guide for the Cessna Citation Latitude 7
SYSTEM OVERVIEW

5 Label Bar Displays labels to show status and current functions of joystick and knobs.

6 Joystick Provides functions as labeled on the Screen (e.g. Map Panning, Map Range).

7 Middle Knob Provides functions as labeled on the Screen (e.g. COM volume/squelch).

8 Large Right Knob Provides functions as labeled on the Screen (e.g. COM Freq/switching, Data Entry).

9 Small Right Knob Provides functions as labeled on the Screen (e.g. COM Freq/switching/Hold, Data Entry).

The Touchscreen Controller’s functions are arranged by Screen. Each Screen has a title which appears at the
top of the Screen area (and below the CNS bar). The contents of each Screen change dynamically in response
to pilot or system input.
All of the Touchscreen Controller’s available functions are accessible from the Home or PFD Home Screens.
The Home Screens are also accessed any time by touching the Home Button in the Button Bar below the Screen
area. Procedures in this Pilot’s Guide generally begin from the ‘Home’ Screen as a reference point; however it
is not necessary to return to the ‘Home’ Screen before performing each procedure if the appropriate Screen is
already displayed.
Home Screen (MFD GTCs) Nearest Screen

Nearest Button Touch to Return to Touch to Return to

Touched Previous Screen Home Screen

Figure 1-5  Touchscreen Controller Screen Navigation (MFD GTCs)

8 Garmin G5000 Pilot’s Guide for the Cessna Citation Latitude 190-02632-00 Rev. B
 SYSTEM OVERVIEW

PFD Home Screen (PFD GTCs) PFD Settings Screen

PFD Settings Touch to Return to Touch to Return to

Button Touched Previous Screen Home Screen

Figure 1-6  Touchscreen Controller Screen Navigation (PFD GTCs)

As the Touchscreen Controller is used, certain selections will cause another Screen to be displayed. To return
to the previous Screen, touch the Back or Cancel Button (as applicable) in the Button Bar, or touch the Home
Button to return to the ‘Home’ Screen. If the ‘Home’ Screen was the previous Screen, pushing either the Back
or Home Button will also return to the ‘Home’ Screen.
The CNS Bar, positioned above the Screen area, is always displayed during system operation and is accessible
at any time. Some functions on the CNS Bar will cause another Screen to be displayed (in the Screen area below
the CNS Bar); however, touching the Back or Cancel Button will return to the previous Screen.
Touch to Access
Touch to Access XPDR/TCAS Mode
Audio & Radios Screen
Screen
Touch to Access
Touch to Access Transponder 1
Intercom Screen Code Screen

Touch to Access COM 1 Touch to Access COM 2

Standby Screen Standby Screen
Figure 1-7  Accessing Screens with the CNS Bar (MFD GTCs)

Touch to Access
Audio & Radios Touch to Activate
Screen the Traffic Inset
Map on the PFD
Touch to Access
Intercom Screen

Touch to Access COM 1 Touch to Access COM 2

Standby Screen Standby Screen
Figure 1-8  Accessing Screens with the CNS Bar (PFD GTCs)

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SYSTEM OVERVIEW

The Button Bar, displayed below the Screen area, displays the system-level buttons which are context-sensitive.
For example, if scrolling is available on a Screen, the Button Bar includes corresponding Up and Down Scroll
Arrow buttons.

Figure 1-9  Button Bar Displays System-Level Buttons

The Button Bar is also where the Home, Cancel, and Back Buttons are displayed. If the system issues a
message, the MSG button is shown. Touching this button will display messages on the ‘Notifications’ Screen.
The Button Bar also contains buttons for controlling the size of map displays on the MFD (discussed later in
this section).

Returns to the Home Screen. Selects split-display mode on the MFD.

Returns to the previous Screen. Selects full-display mode on the MFD.

Displays the CPDLC Messages window Scrolls up in a list.

on Touchscreen Controller. Flashes when
a new CPDLC message is received.
Displays the System Messages window Scrolls down in a list.
on Touchscreen Controller. Flashes when
a new system message is issued.
Displays the Telephone window on the Cancels data entry and returns to the
Touchscreen Controller. Flashes when a previous Screen.
new telephone call is received.
Displays the SMS Text Inbox window Accepts entered data into the system.
on the Touchscreen Controller. Flashes
when a new SMS message is received.
Displays the ACARS message list on the
Touchscreen Controller. Flashes when a
new ACARS message is received.
Table 1-1  Button Bar Buttons with Functions

10 Garmin G5000 Pilot’s Guide for the Cessna Citation Latitude 190-02632-00 Rev. B
 SYSTEM OVERVIEW

The Label Bar, near the bottom of the Touchscreen Controller and above the Joystick and Knobs displays the
current function of each control as a reference. These functions include Map Range adjustment, GDU Display
Pane selection, radio volume/squelch adjustment, COM radio tuning, and alphanumeric data entry.

Joystick Middle Knob Large and Small Right

Functions Functions Knob Functions
Figure 1-10  Label Bar Indicates Context-Sensitive Joystick and Knob Functions MFD L GTC

Joystick Middle Knob Large and Small Right

Functions Functions Knob Functions
Figure 1-11  Label Bar Indicates Context-Sensitive Joystick and Knob Functions MFD R GTC

The labels change based on the context of the options being performed. If a Touchscreen Controller Knob
cannot be used because of a GMA failure, the Label Bar will also indicate this status; refer to the Audio and CNS
section for more information about radio failures.
The Touchscreen Controller recognizes input based on a touch, a gesture (such as sliding a finger), or by
pushing or turning the Knobs or Joystick.
On-Screen buttons can be ‘pressed’ by momentarily touching them with a finger and then releasing. It is not
necessary to apply pressure, as the infrared touchscreen surface detects only the presence and movement of the
finger, not pressure. When touched, the button background is highlighted in blue until the finger is released.
If enabled, an aural ‘click’ sound is also issued to confirm the button has been touched. When releasing the
finger, make sure it released within the boundary of the button, otherwise the input is considered invalid. If
enabled, an aural ‘doink’ is heard to indicate the touch input was not accepted.
Some adjustments are made using horizontal or vertical sliders. To use, simply touch within the slider box
and slide the finger in the desired slider bar direction, then release the finger. The finger may move outside
of the slider box during adjustment; slider movement stops when either the finger is released or the slider has
reached its maximum travel.

Volume Adjustment Slider

Map Detail Adjustment Slider

Figure 1-12  Sliders on the Touchscreen Controller

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SYSTEM OVERVIEW

When a Touchscreen Controller Screen window contains more information than the window can currently
show, a scroll bar and scroll buttons appear. To scroll inside of a window, touch the controller while moving
the finger up or down accordingly or touch and drag the finger up or down. To scroll more quickly, move the
finger up or down rapidly in a flicking motion. Scrolling can also be performed by pressing the Up or Down
scroll buttons, each touch of the scroll button will display one ‘page’ of information. Press and hold the Up or
Down scroll buttons for a continuous scroll.
Some screens provide tabs as a means to group multiple categories of information or buttons. Touch the
desired tab to display its contents and manage settings or information. The selected tab is highlighted.

Selected Tab Highlighted

Scroll Bar

Other Available Tabs

Scroll Arrows

Figure 1-13  Touchscreen Controller with Tabs and Scroll Arrows

Elements on the Touchscreen Controller screens (such as buttons and sliders) appear subdued (dimmed) to
indicate their functions are currently not available. Generally pilot editable or configurable fields are displayed
in cyan.

Touch To Activate
Direct-To

Buttons Subdued Until Direct-

To is Activated
Figure 1-14  Subdued Buttons on Touchscreen Controller

12 Garmin G5000 Pilot’s Guide for the Cessna Citation Latitude 190-02632-00 Rev. B
 SYSTEM OVERVIEW

BUTTON TYPES
Annunciator buttons operate in an on/off state. An ‘on’ or enabled button displays a green annunciator; an
‘off’ or disabled button displays a gray annunciator. Touch the annunciator button to change its state.

On or Enabled Off or Disabled

Figure 1-15  Touchscreen Controller Annunciator Buttons

Datafield buttons can be modified based on information the pilot can enter or change, and often contain
cyan alphanumeric text. Touching datafield button will either display a pop-up window from which a
selection can be made, or display a keypad to supply the data. See the Data Entry discussion in this section
for more information.

Figure 1-16  Touchscreen Controller Datafield Buttons

If a system failure causes a button’s function to be inaccessible, an amber ‘X’ appears over the button. These
buttons will not respond if touched.

Button Function Not

Available Due to LRU
Failure

Figure 1-17  Failed Buttons on Touchscreen Controller

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SYSTEM OVERVIEW

TOUCHSCREEN CONTROLLER JOYSTICK AND KNOBS

The functions of the Joystick and Knobs on the Touchscreen Controller are context-sensitive. The Label
Bar, shown above each corresponding control, indicates which function(s) currently apply to each control.
The Joystick may be turned to increase or decrease map range, or to increase or decrease detail on certain
system displays. When the Joystick is pushed, the Map Pointer is activated for Map Panning (push again
to deactivate Map Pointer). In addition, when the Weather Radar Pane is active, pushing the Joystick will
display the weather radar controls. A subsequent push will remove the weather radar controls.
The Middle Knob is turned to increase or decrease the selected audio source volume. If a COM radio is
selected, pushing the Middle Knob activates/deactivates squelch. If a NAV radio is selected (on the Audio &
Radios Screen), pushing the Middle Knob enables NAV audio to be heard for identification.
The Large and Small Right Knobs are used for radio tuning and selection, frequency transfer, and data
entry. Turning the Large Right knob tunes the selected radio frequency in 1 MHz increments; the Small Right
Knob adjusts the frequency in 25 KHz or 8.33 KHz (depending on setting) increments. Push the Small Right
Knob momentarily to change the selected COM radio source (COM 1 or COM 2) for tuning. Push and hold
the Small Right Knob for 1.5 seconds to transfer the selected Standby COM frequency to the active COM
frequency.
During data entry, turn the Large Right Knob to move the cursor position. Turn the Small Right Knob to
select a character for the highlighted cursor position. Push the Small Right Knob to enter the data (see the
Data Entry discussion later in this section for more information about Data Entry methods.)
SCREENS

NOTE: After initial selection, it may take up to three seconds for a screen to display.

‘Home’ Screen

14 Garmin G5000 Pilot’s Guide for the Cessna Citation Latitude 190-02632-00 Rev. B
 SYSTEM OVERVIEW

Shows ‘Navigation Map’ Pane in the selected Display Pane. When the ‘Navigation Map’ Pane is displayed, the
button becomes the Map Selection Button. Touch the Map Selection Button to access the ‘Map Settings’
Screen on the Touchscreen Controller.
or

Shows ‘Traffic Map’ Pane in the selected Display Pane. When the ‘Traffic Map’ Pane is displayed, the button
becomes the Traffic Settings Button. Touch the Traffic Settings Button to access the ‘Traffic Settings’
Screen on the Touchscreen Controller.
or

Shows a ‘Weather <SiriusXM, Connext, or Radar>’ Pane in the selected Display Pane. When the weather pane
is displayed, the button becomes the Weather Selection Button. Touch the Weather Selection Button to
access the ‘Weather Selection’ Screen on Touchscreen Controller.
or

Shows the ‘TAWS’ Pane in the selected Display Pane. When the ‘TAWS’ Pane is displayed, the button becomes
the TAWS Settings Button. Touch the TAWS Settings Button to access the ‘TAWS Settings’ Screen on
Touchscreen Controller.
or

Accesses ‘Direct-To’ Screen on Touchscreen Controller.

Accesses ‘Active Flight Plan’ Screen on the Touchscreen Controller. A Flight Plan display is shown in the
selected Display Pane.

Accesses ‘Procedures’ Screen on Touchscreen Controller. Additional map displays may be shown in the selected
Display Pane, as procedures are selected.

Shows Charts in the selected Display Pane. Touch button again for Charts Selection on the Touchscreen
Controller.

Accesses ‘Aircraft Systems’ Screen on the Touchscreen Controller. Systems data can be selected for display on
the Touchscreen Controller, and displayed in the selected Display Pane. Also provides means to perform and
monitor system tests.

Accesses the Checklists for display in the selected Display Pane.

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SYSTEM OVERVIEW

Accesses ‘Services’ Screen on Touchscreen Controller. Includes optional phone and text messaging services,
optional ACARS services, SiriusXM Satellite Radio controls, Connext Position Reports, and Contacts.

Accesses Weight and Fuel, Trip Planning functions, Minimums, Trip Statistics, Timer, Scheduled Messages, FMS
Sensors, Initialization, Documents, Screen Cleaning, Crew Profile and Setup.

Displays ‘ATC Datalink’ Screen. Provides ATC Datalink status, controls for managing CPDLC and ADS-C
connections, and message management features.

Accesses the ‘PERF’ Screen on Touchscreen Controller, where the performance data can be entered.

Provides information about Airports, Intersections, VORs, NDBs, User Waypoints, and User Waypoint Creation.

Provides information about the nearest Airports, Intersections, VORs, NDBs, User Waypoints, Airspace, ARTCC
facilities, Flight Service Stations, and Weather reporting stations.

16 Garmin G5000 Pilot’s Guide for the Cessna Citation Latitude 190-02632-00 Rev. B
 SYSTEM OVERVIEW

‘Map Selection’ Screen

Touching the Map Button on the ‘Map Selection’ Screen displays the ‘Navigation Map’ Pane and the
button name will change to Map Settings. Additionally, once touched, the Map Settings Button displays
the ‘Navigation Map Settings’ Screen which is discussed in the Flight Management Section.
Touching the VFR, IFR Low, or IFR High Buttons will respectively display the ‘VFR’, ‘IFR Low’, or
‘IFR High’ Panes. After touching the IFR Low or IFR High Button, the button name will change to ‘IFR
Low Settings’ or ‘IFR High Settings’ respectively. Touching either settings button again opens the ‘IFR/VFR
Charts Settings’ Screen which is discussed in the Additional Features Section.

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SYSTEM OVERVIEW

‘Weather Selection’ Screen

Touching a button within the ‘Weather Selection’ Screen (shown above) will display a respective ‘SiriusXM
Weather’, ‘Connext Weather’, ‘Stormscope’, ‘WX RADAR’, or ‘ACARS Weather’ Pane. Additionally, once
touched, the button name will change to a ‘Settings’ syntax. Touching any of these ‘Settings’ buttons will
open a settings screen which are each discussed in the Hazard Avoidance Section.

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 SYSTEM OVERVIEW

‘Aircraft Systems’ Screen

Shows the Summary Display in the selected Display Pane (only available in a split mode view). The summary
includes status information for aircraft lighting, oxygen, No Takeoff items, and Auto Test.

Displays the Hydraulics Display on the selected Display Pane.

Displays the Fuel Display on the selected Display Pane.

Displays the Electrical Display on the selected Display Pane.

Accesses the System Tests Screen on the Touchscreen Controller. Provides a centralized location to control and
monitor tests of stall warning, engine fire, smoke detectors, Annunciators, traffic, overspeed, COM4 (HF1), and
COM5 (HF2).

Accesses controls for the Cabin Management system.

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SYSTEM OVERVIEW

Accesses controls for the Navigation lights, Beacon, and Pulse With TCAS TA/RA.

Accesses controls for the Cockpit and Cabin air-conditioning system.

Accesses controls for FADEC In Control, Ignition, and Displaying Engine Digits. Also displays the number of
hours and cycles for the APU.

Accesses controls for setting the Cabin Pressure Mode, Rate, Landing Elevation, and High Landing Elevation
settings.

Provides functions accessible to maintenance personnel.

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 SYSTEM OVERVIEW

‘Services’ Screen

Accesses the ‘Music’ Screen. Provides controls for SiriusXM Satellite Radio including channel selection, volume,
and muting settings.

Accesses the optional ‘Connext Position Reports’ Screen. Provides controls for sending automatic or manual
position reports.

Accesses the ‘Contacts’ Screen. Provides management of contact information including phone and email
addresses. Also provides quick access to stored contacts via phone, SMS, or email.

Accesses the ‘ACARS’ Screen. Provides selection of ATS (Air Traffic Services) functions, flight plan requests,
ACARS messages, ACARS weather settings, and position report settings. The status of the ACARS connection is
also shown.

Accesses the ‘Telephone’ Screen. Shows the status of the Iridium satellite telephone connection and provides
telephone controls.

Accesses the ‘SMS Text Messaging’ Screen. Provides management of incoming and outgoing SMS (short
message service) text messages.

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SYSTEM OVERVIEW

‘ACARS’ Screen

Accesses the ‘ACARS D-ATIS - Airport’ Screen for requesting and viewing digital ATIS information for the selected
airport.

Accesses the ‘ACARS TWIP - Airport’ Screen for requesting and viewing TWIP weather for the selected airport.

Accesses the ‘ACARS Weather Settings’ Screen for managing the request and display of ACARS weather
information.

Accesses the ‘ACARS Messages’ Screen which provides management of incoming and outgoing ACARS text
messages.

Accesses the ‘ACARS Flight Plan Request’ Screen for viewing and requesting available flight plans.

Accesses the ‘ACARS Departure Clearance’ Screen for requesting and viewing pending and accepted clearances for
the selected airport.

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 SYSTEM OVERVIEW

Accesses the ‘ACARS Oceanic Clearance’ Screen for managing pending and accepted clearances, and managing
NAT Messages.

Accesses the ‘ACARS Report Settings’ Screen for managing the reporting of aircraft position and Out of the gate,
Off the ground, On the ground, In the gate (OOOI) reports.

‘Utilities’ Screen

Accesses the ‘Minimums’ Screen on the Touchscreen Controller. Provides controls for the Minimum Descent
Altitude/Decision Height alerting function. Button displays the current minimums altitude and source if provided.

Accesses the ‘Trip Statistics’ Screen on the Touchscreen Controller. Shows information regarding Flight Time,
Departure Time, Odometer, Trip Odometer, Average Ground Speed, and Maximum Ground Speed. Also provides
controls for trip statistic configuration.

Accesses the ‘Timer’ Screen on the Touchscreen Controller. Controls timer on PFD.

Used to create custom messages to be displayed one-time or periodically. The Touchscreen Controller displays
these messages on the ‘Messages’ Screen on the Touchscreen Controller.

Accesses RNP/EPE, Position Sensor settings, DME/DME, and NOTAM NAVAIDS.

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SYSTEM OVERVIEW

Accesses the ‘Initialization’ Screen. Provides controls for entering weight and balance information, active flight
plan, checking database status, running system tests, and selecting a pilot profile.

Shows controls for viewing electronic documents on the Touchscreen Controller, and displays documents in the
selected Display Pane.

Feature temporarily disables touchscreen glass input to allow for manual cleaning. Turn or push any knob on the
Touchscreen Controller to exit Screen Cleaning Mode.

Controls for activating and managing crew profiles.

Avionics Settings and Status, Data Link Services registration and status, Wi-Fi setup and Database Status.

‘Setup’ Screen

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 SYSTEM OVERVIEW

Provides controls for changing system avionics settings, such as, time format, units of measure, airspace alert
settings, and MFD Data Bar Fields.

Displays information on the Touchscreen Controller for installed LRUs, system software, and databases.

Shows the ‘XM Information’ Screen on the Touchscreen Controller. Used to activate audio and data services from
SiriusXM and to verify subscriptions of SiriusXM Weather products.

Used to register with Garmin Connext services. Also provides information on current Connext registration.

Provides controls for selecting available wireless networks, and for storing favorite wireless hotspots.

Provides access to the CPDLC Test Mode.

Displays Database Status information on the Touchscreen Controller including; Cycle, Effective and Expiration
dates.

Provides access to the optional ADS-B Status Screen for information on the reception of ADS-B services.

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SYSTEM OVERVIEW

‘PERF’ Screen

Accesses the ‘Takeoff Data’ Screen for entering departure runway data and conditions, takeoff configuration, and
other takeoff data.

Accesses the ‘Landing Data’ Screen for entering destination runway data and conditions, landing configuration,
and other takeoff data.

Accesses the ‘Speed Bugs’ Screen on Touchscreen Controller, where the speed bugs can be configured.

Accesses ‘Weight and Fuel’ Screen on the Touchscreen Controller. Provides for input of weight and fuel data and
performs calculations.

Accesses the ‘Active Performance’ Screen on the Touchscreen Controller. Provides for input of climb, cruise,
descent, and speed target data.

Accesses the ‘FMS Flap Speeds’ Screen on the Touchscreen Controller. Provides for input of flap speeds for use by
the FMS.

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 SYSTEM OVERVIEW

‘Waypoint Info’ Screen

Accesses airport information including frequencies, weather, procedures, charts, runways, and airport directory
data.

Shows information for a selected intersection including bearing, distance, and location.

Provides VOR information including frequencies and location.

Provides NDB information including frequencies and location.

Provides VRP information including bearing, distance, and location.

Provides location information for User Waypoints including a list of User Waypoints.

Create User Waypoints based on present position or a designated location.

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SYSTEM OVERVIEW

‘Nearest’ Screen

Displays a list of the nearest airports, with runway, bearing, and distance information.

Displays a list of the nearest intersections with bearing and distance information.

Displays a list of the nearest VORs with bearing, distance, and frequency information.

Displays a list of the nearest NDBs with bearing, distance, and frequency information.

Provides VRP information including bearing, distance, and location.

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 SYSTEM OVERVIEW

Displays a list of the nearest User Waypoints with bearing and distance information.

Displays information about the nearest airspace and status.

Displays information about the nearest ARTCC facilities including bearing, distance, and frequencies.

Displays the nearest Flight Service Stations with bearing, distance, and frequency information.

Displays the nearest weather reporting sources, bearings, distances, and frequencies.

PFD TOUCHSCREEN CONTROLLERS

The outboard touchscreen controllers (PFD GTCs), are located on the left and right outboard instrument
panel. L PFD GTC is located on the left (pilot’s side), and R PFD GTC is located on the right (copilot’s side).
PFD GTCs control the L PFD/R PFD. Use the PFD GTCs to select the HSI Nav Source, enable/disable the
OBS, configure Bearing Pointers, configure Speed Bugs, set Timers, set Minimums, configure/monitor the
ATC Datalink, configure the Inset Map, select FMS Sensors, and PFD Settings where the GDU can be toggled
between a full/split PFD display mode.

MFD
L PFD R PFD

L PFD GTC R PFD GTC

Figure 1-18  PFD GTCs

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SYSTEM OVERVIEW

‘PFD Home’ Screen

Cycles through FMS, LOC1/VOR1 and LOC2/VOR2 navigation modes on the CDI.

Selects OBS mode on the CDI when navigating by FMS (only available with active leg). When OBS is active the
annunciator is green.

or
Selects SUSP mode on the CDI when navigating by FMS. When SUSP is active the annunciator is green.

Cycles the Bearing 1 through OFF, NAV1, NAV2, FMS, and ADF1 (if installed).

Cycles the Bearing 2 through OFF, NAV1, NAV2, FMS, and ADF2 (if installed).

Scrolls CAS messages up and down.

Accesses the ‘Speed Bugs’ Screen on Touchscreen Controller, where the speed bugs can be configured.

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 SYSTEM OVERVIEW

Accesses the ‘Timer’ Screen on the Touchscreen Controller. Controls timer on PFD.

Accesses the ‘Minimums’ Screen on the Touchscreen Controller. Set MDA or DH.

Displays ‘ATC Datalink’ Screen. Provides ATC Datalink status, controls for managing CPDLC and ADS-C
connections, and message management features.

Accesses the ‘PFD Map Settings’ Screen on the Touchscreen Controller. The Inset Map is not available when in
split mode.

Accesses the ‘PFD Sensors’ Screen. The ADC or ATT/HDG sensor can be selected, and settings for Free Mode
and ATT Mode. Also access RNP/EPE, Position Sensor settings, DME/DME, and NOTAM NAVAIDS.

Accesses the ‘PFD Settings’ Page to view or set PFD Mode, AOA, Flight Director Active Format, SVT Terrain, Flight
Path Marker, FPA Reference, FPA Reference Angle, Horizon Heading, SVT Airport Signs, SVT Traffic, Wind, Time
Format, Time Offset, COM Channel Spacing, Baro Select Units, and Meters Overlay.

‘PFD Map Settings’ Screen

Touching the PFD Map Settings Button on the ‘PFD Home’ Screen displays the ‘PFD Map Settings’
Screen which is discussed in the Flight Management Section.
Touching the Layout Button will respectively display the ‘Inset Map’, ‘Inset Traffic Map’, ‘HSI Map’, or
‘HSI Traffic’ selections. Touching the Map Detail Button will change the level of detail displayed on the
map.

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SYSTEM OVERVIEW

‘Sensors’ Screen

Accesses the ‘ADC Sensors’ Page where the Air Data Computer (ADC) used by the on-side PFD can be
manually selected.

Accesses the ‘ATT/HDG Sensors’ Page where the Attitude and Heading reference system (ATT/HDG) used
by the on-side PFD can be manually selected.

Accesses the ‘FD Sensors’ Page where the Flight Director (FD) used by the on-side PFD can be manually
selected.

Free Mode: Enables DG Free Mode. The crew provides the heading manually by touching the HDG Set
Button and using the key pad to set the desired heading.

Touch to access a key pad for setting the heading manually. Only available when Free Mode is selected.
Refer to the AHRS for performance, capabilities, and limitations when selected.

Forces the LCR-100/LCR-100N into attitude only mode, refer to LCR-100/LCR-100N for performance,
capabilities, and limitations when selected.

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 SYSTEM OVERVIEW

‘PFD Settings’ Screen

Deactivates touch input on the Touchscreen Controller to facilitate cleaning. Push or turn a knob on the
controller to reactivate touch inputs.

Allows the GDU to be split into a condensed PFD and Display Pane, which appears on the
inboard portion of the screen.
Full: Selects full size PFD display.
Split: Selects a condensed PFD and a display pane.

Selects the display mode for the Angle of Attack (AOA) indicator on the PFD.
Auto: Automatically displays the Angle of Attack Indicator when the gear is down and
locked or flaps are > 3˚.
On: Displays AOA indicator on the PFD.
Off: Removes AOA indicator from the PFD.

Select the Single or Dual Cue Flight Director.

Enables/disables synthetic terrain depiction. When Enabled, the annunciator is green.

Enables/Disables the Flight Path Marker on the PFD when SVT is disabled. Button is only
available when Synthetic Terrain is disabled and Horizon Heading is enabled.

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SYSTEM OVERVIEW

Enables/Disables the Flight Path Angle Reference Line on the PFD. Button is not available
when the Flight Path Marker is disabled.

Displays the FPA Reference Angle keypad on the PFD to enter the angle to display the FPA
Reference Line. Button is not available when the Flight Path Marker is disabled.

Enables/disables display of compass heading along the Zero-Pitch line. When Enabled, the
annunciator is green.

Enables/disables the display of position markers for airports within approximately 15 nm

of the current aircraft position. Airport identifiers are displayed when the airport is within
approximately 9 nm. When Enabled, the annunciator is green.

Enables/Disables the overlay of intruder traffic on the SVT display of the PFD.

Option 1: Headwind/Tailwind and crosswind components.

Option 2: Wind direction arrow and speed.
Option 3: Wind direction arrow with direction and speed.
Off: Wind information not displayed.

Selects the Time Format: Local 12hr, Local 24hr, or UTC.

Displays the Local and UTC time offset.

Selects the COM Channel Spacing: 25 kHz or 8.33 kHz.

Inches (IN): Displays the BARO setting as inches of mercury.

Hectopascals (HPA): Displays the BARO setting as hectopascals.

Enables/disables BARO QFE

Enables/disables the display of the meter overlay on the altimeter.

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 SYSTEM OVERVIEW

CONTROLLING GDU DISPLAY PANES

The Touchscreen controllers provide a means of selecting and controlling GDU Display Panes. The Joystick
on each Touchscreen Controller moves the Pane Selector left or right on the GDU to highlight the Display
Pane in the location to be controlled. The Pane Selector is cyan for the MFD L GTC, and dark purple for the
MFD R GTC. The Pane Selector outlines the border of the Display Pane presently being controlled.
In normal operations, the MFD L GTC controls the inboard Display Pane location on the L PFD, and
the left Display Pane location on the MFD (in Split Mode). The MFD R GTC controls the inboard Display
Pane location of the R PFD and the right Display Pane area of the MFD (in Split Mode). Either Touchscreen
Controller may also select and control a Full Mode Display Pane on the MFD, although both Touchscreen
Controllers cannot control the MFD Full Mode Display Pane simultaneously.
MFD in Split Mode with Two
L PFD in Split Mode with a Display Panes R PFD in Split Mode with a
Display Pane Display Pane

MFD
L PFD R PFD

MFD L GTC MFD R GTC

Figure 1-19  Display Pane Control (Normal Operations, MFD in Split Mode)
Some buttons on the Touchscreen Controllers are associated with showing a Display Pane. For example,
touching the Map Button on the Home Screen shows the Navigation Map Pane on the GDU on the selected
Display Pane.
Each Display Pane location has a currently designated Display Pane. When the Pane Selector highlights a
Display Pane, the Touchscreen Controller shows the button associated with the designated Display Pane in
cyan (when the Home Screen is shown on the Touchscreen Controller). This indicates the system will resume
display of the designated Display Pane should another (non-designated) Display Pane be shown subsequently
in the same pane location. However, if another designated Display Pane is selected instead, the new selection
then becomes the designated Display Pane for the Display Pane location, and its associated button border is
highlighted in cyan. The system designates the following Display Panes when they are selected;
»» Navigation Map Pane »» Weather Panes (SiriusXM Weather, Connext,
»» Charts Pane WX Radar)
»» Aircraft Systems Panes (Summary) »» Traffic Pane
»» Checklist Pane »» TAWS Pane
»» Document Reader Pane

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SYSTEM OVERVIEW

MFD Full and Split Modes

The MFD provides the capability to show Display Panes in either Full Mode or Split Mode, provided the
selected Display Pane is capable of being shown in a Full Mode format. In Full Mode, the MFD shows the
EIS and a single, enlarged Display Pane. In Split Mode, the MFD shows the EIS and two Display Panes
(mode selections do not affect the EIS display formatting).
When the system is powered-up on the ground the MFD begins operation in Split Mode with each
Touchscreen Controller able to control its respective Display Pane on the MFD.
When the Pane Selector highlights the MFD Display Pane in Split Mode, and Full Mode is available for
that Display Pane, the Touchscreen Controller shows a Full Button in the Button Bar.
MFD in Split Mode
Cyan Pane Selector Dark purple Pane
shows MFD L GTC is Selector shows MFD
controlling Display R GTC is controlling
Pane Display Pane

Button indicates Full Mode available for

selected Display Pane
Figure 1-20  Controlling Split Mode Display Panes

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 SYSTEM OVERVIEW

Touch the Full Button to show the selected Display Pane in Full Mode. Touch the Split Button to return
to Split Mode.
The Touchscreen Controller which enabled a Full Mode has control of the Full Mode Display Pane. For
example, if MFD L GTC enabled Full Mode on the Navigation Map Pane, MFD L GTC then controls the
settings for this Display Pane (e.g. map range, overlays) while in Full Mode. The cross-side Touchscreen
Controller cannot control the same Full Mode Display Pane at the same time, but may select Split Mode
as necessary. The cross-side Touchscreen Controller displays a message when attempting to control a Full
Mode Display Pane currently controlled by the other Touchscreen Controller.
MFD in Full Mode
Cyan Pane Selector
shows MFD L GTC is
controlling Full Mode
Display Pane

Button indicates Split Mode available for

selected Display Pane
Figure 1-21  Controlling Split Mode Display Panes

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SYSTEM OVERVIEW

The Touchscreen Controller which enabled Full Mode automatically continues to select the MFD Display
Panes in Full Mode until any of the following occur:
ƒƒ The Touchscreen Controller which enabled Full Mode subsequently selects a Display Pane which is only
available in Split Mode (for example, Display Panes associated with the Aircraft Systems Summary Button
on the Home Screen).
ƒƒ The Touchscreen Controller which did not enable Full Mode subsequently selects the Split Button, or
selects a button with an associated Display Pane while the Split Button is shown. If the Split Button is
not shown, the Pane Selector may be on another GDU. Move the Joystick left or right, as appropriate,
toward the MFD, and the Split Button appears. Then Touch the Split Button, or touch any button with
an associated Display Pane, to enter Split Mode on the MFD. The on-side pane selector will be visible once
Split Mode is selected.
MFD Full and Split Modes are not available when the MFD is operating in Reversionary Mode.
L PFD and R PFD Split Mode
The L PFD and R PFD can be selected to operate in split mode. When the L PFD and/or the R PFD are
operated in split mode, the GDU displays a condensed PFD and a Display Pane. The Display Pane for the
L PFD is controlled by MFD L GTC. The Display Pane for the R PFD is controlled by MFD R GTC. Use
the Joystick on MFD L GTC or MFD R GTC to selected the desired Display Pane. When MFD L GTC is in
control of a Display Pane, it is highlighted in cyan. When MFD R GTC is in control of a Display Pane, it is
highlighted in dark purple. Use the L PFD GTC or R PFD GTC to access Split Mode on the L PFD or R PFD.
Enabling/Disabling Split Mode on the L PFD:
On L PFD GTC, touch Utilities > PFD Mode > Full/Split.

Enabling/Disabling Split Mode on the R PFD:

On R PFD GTC, touch Utilities > PFD Mode > Full/Split.

DATA ENTRY
Three methods exist for directly entering alphanumeric data (e.g., waypoint identifiers, barometric
minimum descent altitude) into the system: using the Touchscreen Controller’s alphanumeric keypad, the
large and small right knob on the bottom of the Touchscreen Controller, or the PFD Knob on the PFD
Controller. In some instances, such as when entering an identifier, the system will try to predict the desired
identifier based on the characters being entered. In this case, if the desired identifier appears, use the Enter
Button to confirm the entry without entering the rest of the identifier manually. This can save the pilot from
entering all the characters of the identifier.
Besides character-by-character data entry, the system also provides a shortcut for entering waypoint
identifiers. When the cursor is on a field awaiting entry of a waypoint identifier, touching the Find button
accesses four different lists of waypoint identifiers for quick selection: Recent, Nearest, Flight Plan (if active
flight plan waypoints are available), and a Favorite waypoints list. In addition, the system provides the ability
to search by Facility Name or by City. The system will automatically fill in the identifier, facility, and city fields
with the information for the selected waypoint.

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 SYSTEM OVERVIEW

Using the Touchscreen Controller keyboard to enter alphanumeric data:

1) Select a Datafield Button on the Touchscreen Controller for which data entry is required (e.g. waypoint, radio
frequency, etc.). A keypad will appear, and the Datafield Button will be highlighted in cyan.
2) Touch the desired letters or numbers, one at a time.
3) If an alphabetic keypad is displayed and numbers are desired, touch the 123... Button.
4) If the numeric keypad is displayed and letter are desired, touch the ABC... Button.
5) To accept the entry, touch the Enter Button. Otherwise, touch the Back, Cancel, or Home Button (on the
Button Bar) to exit the datafield without saving the entry.
Touch to use Numeric Buttons Touch to use Alphabetic Buttons

Figure 1-22  Entering a Waypoint on the Touchscreen Controller’s Alphanumeric Keypads

It is not necessary to touch the Enter Button to complete certain data fields for which a specific number
of characters is always required. For example, after entering four digit transponder squawk code, the system
automatically accepts this data 1.5 seconds after the fourth button has been pressed (if the entry has not been
cancelled).
Using the Touchscreen Controller’s large and small right knob to enter data:
1) Select a datafield button on the Touchscreen Controller for which data entry is required (e.g. waypoint, radio
frequency, etc.). A keypad will appear, and the data field will be highlighted in cyan.
2) Begin entering data by turning the small right knob to select a character for the first placeholder.
Turning the knob to the right scrolls through the alphabet (where appropriate) toward the letter Z, starting in

the middle at K, and the digits zero through nine. Turning the knob to the left scrolls in the opposite direction.
3) Turn the large right knob to move the cursor to the next placeholder in the field.
4) Repeat, using the small right knob to select a character and the large right knob to move the cursor, until the
field is complete.
5) Push the right knob to confirm entry. Otherwise, touch the Back Button or the Home Button to exit the field
without saving the entry.

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SYSTEM OVERVIEW

SECURE DIGITAL CARDS

NOTE: DO NOT use the database SD cards for any purpose other than database storage.

NOTE: Refer to the Appendices for instructions on updating databases.

NOTE: Ensure the system is powered off before inserting the SD card.

The data card slots of each GDU, use Secure Digital (SD) cards and are located on the top right portion of the
display bezels. Each display bezel is equipped with two SD card slots. SD cards are used for various databases,
system software updates, recording flight data, and storing electronic documents.

NOTE: Not all SD cards are compatible with the system. Use only SD cards supplied by Garmin or the aircraft
manufacturer.

Insert an SD card
Insert the SD card in the SD card slot, pushing the card in until the spring latch engages. The front of the card
should remain flush with the face of the display bezel.
Remove an SD card
Gently push on the SD card to release the spring latch and eject the card.

SD Card Slots

Figure 1-23  Display Bezel SD Card Slots

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 SYSTEM OVERVIEW

1.3 SYSTEM OPERATION

This section discusses powering up the system, normal and reversionary display operation, system status, AHRS
modes of operation, and GPS receiver operation.
SYSTEM INITIALIZATION

NOTE: See the current version of the pertinent flight manual for specific procedures concerning avionics
power application and emergency power supply operation.

NOTE: Refer to Appendix A for system-specific annunciations and alerts.

The system is integrated with the aircraft electrical system and receives power directly from electrical busses.
The GDUs, Touchscreen Controllers, and supporting sub-systems include both power-on and continuous built-
in test features that exercise the processors, memory, external inputs, and outputs to provide safe operation.
Upon power applied to the system, annunciator lights on the AFCS Controller illuminate momentarily.
On the L PFD and R PFD, the Attitude and Heading Reference System (AHRS) begins to initialize, as shown
in the figure below. The AHRS should display valid attitude and altitude typically within the first minute after
power is applied to the system.
When power is applied to the MFD, it displays the engine information and Navigation Maps in split mode
with the annunciation “NO FMS POSITION”, as shown in the figure below. When the system has acquired a
sufficient number of satellites the aircraft’s current position appears on the Navigation Map Pane(s).

Figure 1-24  L PFD/ R PFD Initalization Figure 1-25  MFD Initalization

Figure 1-26  Touchscreen Controller (PFD GTCs) Figure 1-27  Touchscreen Controller (MFD GTCs)

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SYSTEM OVERVIEW

FMS INITIALIZATION
FMS Initialization is a process that prompts the flight crew to perform system checks and enter data to
enable FMS functions and is completed prior to each flight using the MFD GTCs. The Initialization Screen
that appears on the MFD GTC when power is applied includes tasks prompting the crew to select a Crew
Profile, review database status, set weight and fuel values, enter a flight plan, enter active PERF data, enter
takeoff data, and perform system tests.
Each Initialization Task is represented on the ‘Initialization’ Screen by a button including a descriptive
icon and a check box. Each button provides a shortcut to the GTC Screen represented by the button’s icon.
Upon successful completion of each Initialization Task, a green check mark will appear in the corresponding
check box on the ‘Initialization’ Screen. Reviewing database information is the only Initialization Task that is
marked complete immediately after selecting the task from the Initialization Screen. All other Initialization
Tasks require data entry or other specific actions on the related GTC Screen prior to being automatically
marked complete.
Once all Initialization Tasks are marked complete, touch Accept Initialization to exit the ‘Initialization’
Screen and open the ‘Home’ Screen. Touching the Accept Initialization Button prior to the completion of all
Initialization Tasks will cause a pop-up screen to appear as shown below in the figure below. Touching ‘OK’
on the pop-up window acknowledges the incomplete initialization and opens the ‘Home’ Screen; touching
‘Cancel’ removes the pop-up.
Failure to complete each Initialization Task may result in degraded FMS performance, but any of these tasks
may be completed or revised at any time during the same power cycle. The system will even work in the
background to apply check marks to completed Initialization Tasks that are accessed via the ‘Home’ Screen.
The ‘Initialization’ Screen may also be accessed at any time via Home > Utilities > Initialization.
FMS Initialization may be accomplished multiple times within the same power cycle by accessing the
Initialization Screen and touching the Reset Initialization Button. This removes the green check marks and
arms the “Init process not completed...” pop-up warning.

Figure 1-28  System Initialization Exit Confirmation

42 Garmin G5000 Pilot’s Guide for the Cessna Citation Latitude 190-02632-00 Rev. B
 SYSTEM OVERVIEW

Initializing the FMS:

1) Touch the Crew Profile Button and select a Crew Profile from the list of available profiles. (See Crew Profiles
for more information on creating, importing, and exporting Crew Profiles)
2) Touch the Database Status Button to view the Cycle number, Effective and Expiration dates for the Navigation,
Standby Navigation (STBY Navigation), ChartView, Basemap, Terrain, Obstacle, SafeTaxi, Airport Directory and
Checklist databases. (See Appendix B Database Management for details on updating Databases)
3) Touch the Next Button to proceed to the ‘Weight and Fuel’ Screen to input values for Operating Weight,
Payload, Takeoff and Landing. (See Trip Planning - Weight and Fuel Planning details).
4) Touch the Next Button to proceed to the ‘Active Flight Plan’ Screen to Add Origin, Add Enroute Waypoints
and Add Destination. (See Flight Planning for details).
5) Touch the Next Button to proceed to the ‘Active Performance’ Screen to input values for estimated time of
departure, alternate airport, and performance data. (See Performance VNAV for details).
6) Touch the Next Button to proceed to the ‘Takeoff Data’ Screen to input values for origin, weather, runway,takeoff
configuration, and takeoff data. (See TOLD section for details).
7) Touch the Next Button to proceed to the ‘System Tests’ Screen to perform system tests. (See System Tests for
system testing details).
8) Touch INIT to return the ‘Initialization’ Screen. As each task is completed a green checkmark appears in the
completed column on the ‘Initialization’ Screen

Figure 1-29  System Initialization Completed Tasks

9) Touch the Accept Initialization Button to accept the initialization values and proceed to the ‘Home’ Screen.
Or Touch Reset Initialization to reset initialization values.

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SYSTEM OVERVIEW

NORMAL OPERATION
GDUS
In normal operations, the L PFD and R PFD present graphical flight instrumentation (heading, airspeed,
altitude, vertical speed) on Primary Flight Displays (PFD) in either Full Mode or Split Mode. In Full Mode, the
PFD occupies the entire display portion of the GDU. In Split Mode, the PFD is condensed to accommodate
a Display Pane on the outboard portion of the GDU.
The MFD shows an Engine Indications on the left portion of the GDU. It also shows either a single Display
Pane in Full Mode, or two Display Panes side-by-side in Split Mode. Either Touchscreen Controller selects
the Full and Split Modes for the MFD.
TOUCHSCREEN CONTROLLERS
In normal operations, the MFD L GTC or pilot’s side Touchscreen Controller controls the L PFD Display
Pane (in Split Mode), and the MFD left Display Pane (in Split Mode). The MFD R GTC or copilot’s side
Touchscreen Controller controls the R PFD Display Pane (in Split Mode) and the right Display Pane on the
MFD. Either Touchscreen Controller may also control a single MFD Display Pane in Full Mode. A button on
the MFD L GTC or MFD R GTC indicates when Full Mode or Split Mode is available for the currently selected
MFD Display Pane.
The Touchscreen Controller joysticks select Display Panes for control. Moving the joystick left or right as
applicable, moves the cyan or dark purple highlight.
REVERSIONARY MODE

NOTE: The system alerts the pilot when the LRUs are communicating using backup paths. Refer to the
Appendices for further information regarding system-specific alerts.
If a GDU fails or is off-line, the system provides the capability to show a PFD, an EICAS display, and a Display
Pane on another GDU in Reversionary Mode.
In the event of display failure, use the Reversionary Switch to activate one of the following Reversionary
Display modes.
-- L PFD failure – Selecting the pilot’s side Reversionary Switch, will cause the MFD to enter Reversionary
Mode, displaying the L PFD, EIS and a Display Pane. MFD Full and Split Modes are not available when the
MFD is operating in Reversionary Mode. If the Reversionary Switch is not selected the MFD and R PFD will
operate normally.
-- MFD failure – Select the pilot’s side Reversionary Switch to enter Reversionary Mode on the L PFD. Select
the Copilot’s side Reversionary Switch to enter Reversionary Mode on the R PFD. Both may be selected at
the same time if desired. If Reversionary Mode is not selected on either side, EIS information will not be
displayed.
-- R PFD failure – Selecting the copilot’s side Reversionary Switch, will cause the MFD to enter Reversionary
Mode, displaying the R PFD, EIS and a Display Pane. MFD Full and Split Modes are not available when the
MFD is operating in Reversionary Mode. If the Reversionary Switch is not selected the L PFD and the MFD
will operate normally.

44 Garmin G5000 Pilot’s Guide for the Cessna Citation Latitude 190-02632-00 Rev. B
 SYSTEM OVERVIEW

MFD
L PFD R PFD

MFD L GTC MFD R GTC

L PFD GTC R PFD GTC
Figure 1-30  L PFD Failure (Pilot’s Side Reversionary Switch REV)

NOTE: When a GDU enters Reversionary Mode it may be necessary to re-select or re-enable certain display
panes or overlays (e.g., WX RADAR).

MFD
L PFD R PFD

MFD L GTC MFD R GTC

L PFD GTC R PFD GTC
Figure 1-31  MFD Failure (Pilot’s Side Reversionary Switch REV)

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SYSTEM OVERVIEW

MFD
L PFD R PFD

MFD L GTC MFD R GTC

L PFD GTC R PFD GTC
Figure 1-32  R PFD Failure (Copilot’s Side Reversionary Switch NORM)
If the MFD is operating in Reversionary Mode (e.g. L PFD or R PFD failure), the Touchscreen Controllers on
the failed GDU side controls the Reversionary Mode Display Pane and the PFD. If the L PFD or R PFD is in
Reversionary Mode, the on-side Touchscreen Controllers control the Reversionary Mode Display Pane and PFD.
If both the L PFD and R PFD fail or are off-line, the MFD L GTC controls the Reversionary Mode Display Pane
on the MFD. The MFD R GTC functions (with the exception of Display Pane control) continue to be available
in the event of a L PFD and R PFD failure.
TOUCHSCREEN CONTROLLER FAILURE
If the MFD L GTC or MFD R GTC fail or are off-line, the PFD GTCs control their respective PFD, PFD Split
Mode Display Pane, as well as the Display Pane of the MFD in full or split mode. If the MFD L GTC has failed
or is off-line, the L PFD GTC is now in control of the L PFD, PFD Split Mode Display Pane as well as the Display
Pane of the MFD in full or split Mode. When the MFD L GTC has failed, use the Joystick on the L PFD GTC
to select the desired Display Pane. The selected Display Pane is highlighted in cyan. If MFD R GTC fails or is
off-line, R PFD GTC controls the R PFD display, PFD Split Mode Display Pane as well as the Display Pane of the
MFD in full or split mode.
If two GTCs fail, or are off line, remaining functionality is dependent on which GTCs fail. If the L PFD GTC
and R PFD GTC fail, MFD L GTC and MFD R GTC control the PFD and the MFD on their respective side. If
both MFD GTCs fail, both PFD GTCs lose the communication path and all GTC functionality is lost, except
audio and intercom control. The PFD Controllers must be used for radio tuning and flight plan management.
If a PFD GTC and the opposite MFD GTC fails, refer to the current version of the pertinent flight manual to
restore functionality by reverting to a single GTC configuration.
If three GTCs fail or are off-line and the remaining GTC is a PFD GTC, all GTC functionality is lost, except
audio and intercom control. The GCU 275 must be used for radio tuning and flight plan management. If three
GTCs fail or are off-line and the remaining GTC is an MFD GTC, all GTC functionality is maintained.
If all GTCs fail, essential functions will need to be accomplished using a PFD Controller.

46 Garmin G5000 Pilot’s Guide for the Cessna Citation Latitude 190-02632-00 Rev. B
 SYSTEM OVERVIEW

MFD
L PFD R PFD

MFD L GTC MFD R GTC

L PFD GTC L PFD GTC
Figure 1-33  MFD L GTC Failure

MFD
L PFD R PFD

MFD L GTC MFD R GTC

L PFD GTC R PFD GTC
Figure 1-34  MFD R GTC Failure

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SYSTEM OVERVIEW

MFD
L PFD R PFD

MFD L GTC MFD R GTC

L PFD GTC R PFD GTC
Figure 1-35  L PFD GTC Failure

MFD
L PFD R PFD

MFD L GTC MFD R GTC

L PFD GTC R PFD GTC
Figure 1-36  R PFD GTC Failure

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 SYSTEM OVERVIEW

MFD
L PFD R PFD

MFD L GTC MFD R GTC

L PFD GTC R PFD GTC
Figure 1-37  L PFD GTC and MFD L GTC Failure

MFD
L PFD R PFD

MFD L GTC MFD R GTC

L PFD GTC R PFD GTC
Figure 1-38  MFD R GTC and R PFD GTC Failure

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SYSTEM OVERVIEW

MFD
L PFD R PFD

MFD L GTC MFD R GTC

L PFD GTC R PFD GTC
Figure 1-39  L PFD GTC and R PFD GTC Failure

MFD
L PFD R PFD

MFD L GTC MFD R GTC

L PFD GTC R PFD GTC
Figure 1-40  MFD L GTC and MFD R GTC Failure

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 SYSTEM OVERVIEW

MFD
L PFD R PFD

MFD L GTC MFD R GTC

L PFD GTC R PFD GTC
Figure 1-41  MFD L GTC, MFD R GTC, and R PFD GTC Failure

MFD
L PFD R PFD

MFD L GTC MFD R GTC

L PFD GTC R PFD GTC
Figure 1-42  L PFD GTC, MFD L GTC, and MFD R GTC Failure

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SYSTEM OVERVIEW

MFD
L PFD R PFD

MFD L GTC MFD R GTC

L PFD GTC R PFD GTC
Figure 1-43  L PFD GTC, MFD R GTC ,and R PFD GTC Failure

MFD
L PFD R PFD

MFD L GTC MFD R GTC

L PFD GTC R PFD GTC
Figure 1-44  L PFD GTC, MFD L GTC, and R PFD GTC Failure

52 Garmin G5000 Pilot’s Guide for the Cessna Citation Latitude 190-02632-00 Rev. B
 SYSTEM OVERVIEW

SYSTEM ANNUNCIATIONS
When an LRU or an LRU function fails, a large ‘X’ is typically displayed on windows associated with the failed
data. Depending on the LRU, the ‘X’ may be amber or red.

NOTE: For a detailed description of all annunciations and alerts, refer to Appendix A. Refer to the current
version of the for pertinent flight manual additional information regarding pilot responses to these
annunciations.
The status of detected LRUs can be checked on the ‘Avionics Status’ Screen. Active LRUs are indicated
by green check marks; failed by amber ‘X’s. Failed LRUs should be noted and a service center or Garmin-
authorized dealer informed.

Figure 1-45  Example of System Failure Annunciations in Reversionary Mode

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SYSTEM OVERVIEW

SYSTEM STATUS
The ‘Avionics Status’ Screen provides information about installed LRUs, airframe system software, and
databases.
LRU INFO
The LRU Info Tab on the ‘Avionics Status’ Screen displays the status, serial numbers, and software version
numbers for all detected system LRUs. The system displays a green checked box for each active LRUs. An
amber ‘X’ box indicates a failed LRU. Inform a service center or Garmin dealer an LRU has failed.
Viewing LRU information:
1) From Home, touch Utilities > Setup > Avionics Status.
2) If necessary, touch the LRU Info Tab.
3) Scroll as needed and touch a LRU button to display a pop-up window with additional information for the
selected LRU.
4) When finished, touch the pop-up window (if displayed), or touch the Back Button or the Home Button.

LRU Info Tab

Selected

Failed Additional
LRU Information
Shown for
Selected LRU
Active LRU
(Touch to View
Additional
Information)

Figure 1-46  Viewing LRU Info Information on the Touchscreen Controller

AIRFRAME
The Airframe Tab of the ‘Avionics Status’ Screen displays pertinent information about the airframe including
the System ID number, System Software Version number, Configuration ID, Cockpit Reference Guide part
number, and Checklist information.
Viewing airframe information:
1) From Home, touch Utilities > Setup > Avionics Status.
2) If necessary, touch the Airframe Tab.
3) Scroll as needed to view the airframe information.

54 Garmin G5000 Pilot’s Guide for the Cessna Citation Latitude 190-02632-00 Rev. B
 SYSTEM OVERVIEW

DATABASE
The Database Tab of the ‘Avionics Status’ Screen displays pertinent information on all system databases
L PFD, R PFD, MFD, MFD L GTC, MFD R GTC, L PFD GTC, and R PFD GTC.
Viewing database information:
1) From Home, touch Utilities > Setup > Avionics Status.
2) If necessary, touch the Database Tab.
3) Touch MFD, L PFD, R PFD, MFD L GTC, MFD R GTC, L PFD GTC, or R PFD GTC Buttons to view database
information for the selected LRU.
4) Scroll as needed to view the database information for the selected LRU, then touch the Back Button or the
Home Button.
AHRS OPERATION
NOTE: Refer to Appendix A for specific AHRS alert information.

NOTE: Aggressive maneuvering while AHRS is not operating normally may degrade AHRS accuracy.
The Citation Latitude uses a LCR-100(N) Attitude and Heading Reference System (AHRS). Refer to LCR-
100(N) documents for more information on modes of operation, capabilities and limitations. Refer to the Flight
Instruments section for the system annunciations and controls for the LCR-100(N) Free Gyro mode.
In normal operation the LCR-100(N) operates as an AHRS sensor to provide attitude and navigation
information to the system. The LCR-100(N) can also be set to operate in an attitude only mode (ATT Mode).
Entering attitude only mode (ATT Mode):
1) From PFD Home, Sensors > PFD Tab.
2) Touch the ATT Mode button, to enter attitude only mode.

POSITION SENSOR STATUS

The Sensors Display offers monitoring and control of the various navigation sensors. In addition, the Required
Navigation Performance (RNP) can be monitored, adjusted, and/or manually updated. The primary navigation
sensor for the system is GPS. DME/DME will be used only in the event no data is received from either GPS receiver.

NOTE: A sensor ‘Check Position’ System Message may be displayed due to sensor differences resulting from
interference when taxiing around hangers or other structures. If the message does not clear automatically,
it may be cleared manually by disabling, then enabling the sensor specified by the message, as mentioned
in the following sensor discussions.

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SYSTEM OVERVIEW

REQUIRED NAVIGATION PERFORMANCE AND ESTIMATED POSITION ERROR

Current position, manual position updates, current flight phase mode, Estimated Position Error (EPE), and
RNP setting is accessed from the RNP/EPE Tab on the ‘Sensors’ Screen.
The RNP setting is automatically set by the system based upon the current phase of flight or information
from the navigation database. The RNP setting may be manually adjusted to a lower RNP value. A higher
RNP setting may only be entered if the current flight phase is enroute or oceanic and the database does not
dictate a lower number. If RNP has been manually overridden, it will persist until canceled, power is cycled,
or until the system sequences onto a leg that requires a lower RNP.
Setting the RNP manually:
1) From Home, touch Utilities > FMS Sensors > RNP/EPE Tab.
Or:
From PFD Home, touch Sensors > RNP/EPE Tab.
2) Touch the RNP Button to display the entry keys.
3) Enter the new RNP setting.
4) Touch the Enter Button. The new setting is now displayed in the RNP Button as seen in the figure below.

Figure 1-47  Sensors Screen (RNP/EPE Tab) Figure 1-48  RNP Setting Manual Entry

Pencil Indicates
Manual Entry

Figure 1-49  Manual RNP Setting

56 Garmin G5000 Pilot’s Guide for the Cessna Citation Latitude 190-02632-00 Rev. B
 SYSTEM OVERVIEW

Cancelling the manual RNP setting:

1) From Home, touch Utilities > FMS Sensors > RNP/EPE Tab.
Or:
From PFD Home, touch Sensors > RNP/EPE Tab.
2) Touch the RNP Button.
3) Touch the Restore Default Button. The system now automatically sets the RNP.
When the system is operating in Dead Reckoning Mode, the aircraft position can be manually updated in
the system by choosing one of four navigation methods, GPS (assuming at least one receiver is providing valid
data), entering a waypoint identifier, VOR/DME, or entering a latitude and longitude.
Updating position manually using GPS:
1) From Home, touch Utilities > FMS Sensors > RNP/EPE Tab.
Or:
From PFD Home, touch Sensors > RNP/EPE Tab.
2) Touch the Update To Sensor Button.

Figure 1-50  Manual Position Update Options

3) Touch the desired the GPS receiver (GPS1 or GPS2 Button).
4) Touch the OK Button.

Figure 1-51  GPS Sensor Selection for Manual Updates Figure 1-52  Position Updated Upon Acceptance

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SYSTEM OVERVIEW

Updating position manually by entering waypoint identifier:

1) From Home, touch Utilities > FMS Sensors > RNP/EPE Tab.
Or:
From PFD Home, touch Sensors > RNP/EPE Tab.
2) Touch the Update To Waypoint Button.
3) Touch the Select Waypoint Button.

Figure 1-53  Select Waypoint

4) Using the alpha-numeric buttons, enter the waypoint identifier. In this example, KIXD is entered as shown
below.
5) Touch the Enter Button. The waypoint position is displayed.
6) Touch the OK Button to accept the position update.

Figure 1-54  Enter Waypoint Identifier Figure 1-55  Position Updated Upon Acceptance

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 SYSTEM OVERVIEW

Updating position manually using VOR/DME:

1) From Home, touch Utilities > FMS Sensors > RNP/EPE Tab.
Or:
From PFD Home, touch Sensors > RNP/EPE Tab.
2) Touch the Update To VOR/DME Button.
3) Touch the Select Waypoint Button.

Figure 1-56  Select Waypoint

4) Using the alpha-numeric buttons, enter the waypoint identifier. In this example, BUM (Butler VORTAC) is entered
as shown below.
5) Touch the Enter Button. The waypoint position is displayed.
6) Touch the OK Button to accept the position update.

Figure 1-57  Enter VOR Identifier Figure 1-58  Position Updated Upon Acceptance

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SYSTEM OVERVIEW

Updating position manually using Lat/Lon:

1) From Home, touch Utilities > FMS Sensors > RNP/EPE Tab.
Or:
From PFD Home, touch Sensors > RNP/EPE Tab.
2) Touch the Update To Lat/Lon Button.
3) Touch the Update To: Button as seen in the following figure.

Figure 1-59  Update to Lat/Lon

4) Using the alpha-numeric buttons, enter a Lat/Lon.

5) Touch the Enter Button. The Lat/Lon position is displayed as in the following figure.
6) Touch the OK Button to accept the position update.

Figure 1-60  Enter Lat/Lon Figure 1-61  Position Updated Upon Acceptance

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 SYSTEM OVERVIEW

GPS RECEIVER OPERATION

Each GIA Integrated Avionics Unit (IAU) contains a GPS receiver. Information collected by the specified
receiver (GPS 1 for the #1 IAU or GPS 2 for the #2 IAU) may be viewed on the GPS1 or GPS2 STATUS Pane
and the ‘GPS Status’ Screen on the Touchscreen Controller.

Satellite Constellation
Diagram

Satellite Signal
Strength Bars

Satellite Signal
Information Status

GPS Receiver
Status

Figure 1-62  GPS Receiver Information

Selecting the GPS receiver:
1) From Home, touch Utilities > FMS Sensors > Position Sensors Tab.
Or:
From PFD Home, touch Sensors > Position Sensors Tab.
2) Touch the GPS1 Button to select the #1 GPS receiver. The button annunciator will be green when selected on.
3) Touch the GPS2 Button to select the #2 GPS receiver. The button annunciator will be green when selected on.
4) Touch the GPS1 Status Button or the GPS2 Status Button to view the GPS Status Pane on the selected
Display Pane and Receiver Status on the GTC.

NOTE: The GPS Status Pane will only appear on the selected Display Pane of the GDU when GPS Status
is accessed from the MFD L GTC or MFD R GTC. The GPS Status Pane cannot be viewed in a reversionary
display pane. Use the Joystick to highlight the PFD to access RAIM prediction, or highlight a non-reversionary
display pane to view the GPS Status Pane and/or access RAIM prediction.

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SYSTEM OVERVIEW

SATELLITE CONSTELLATION DIAGRAM

Satellites currently in view are shown at their respective positions on a sky view diagram. The sky view is always
in a north-up orientation, with the outer circle representing the horizon, the inner circle representing 45° above the
horizon, and the center point showing the position directly overhead.
Each satellite is represented by an oval containing the Pseudo-random noise (PRN) number (i.e., satellite
identification number). Satellites whose signals are currently being used are represented by solid green ovals.
Those represented by solid cyan ovals are available, but not currently being used by the system. Satellites
represented by hollow ovals indicate the system is still collecting data and is not yet available for use.
SATELLITE SIGNAL STATUS
The accuracy of the aircraft’s GPS fix is calculated using Estimated Position Uncertainty (EPU), Dilution of
Precision (DOP), and horizontal and vertical figures of merit (HFOM and VFOM). EPU is the radius of a circle
centered on an estimated horizontal position which has a 95% probability of containing the actual position. EPU
is a statistical error indication and not an actual error measurement.
DOP measures satellite geometry quality (i.e., number of satellites received and where they are relative to each
other) on a range from 0.0 to 9.9, with lower numbers denoting better accuracy. HFOM and VFOM, measures of
horizontal and vertical position uncertainty, are the current 95% confidence horizontal and vertical accuracy values
reported by the GPS receiver.
The current calculated GPS position, time, altitude, ground speed, and track for the aircraft are displayed below
the satellite signal accuracy measurements.
GPS RECEIVER STATUS
The GPS solution type (ACQUIRING, 2D NAV, 2D DIFF NAV, 3D NAV, 3D DIFF NAV) for the active GPS
receiver (GPS 1 or GPS 2) is shown in the right center of the GPS 1 and GPS 2 STATUS Display. When the
receiver is in the process of acquiring enough satellite signals for navigation, the receiver uses satellite orbital data
(collected continuously from the satellites) and last known position to determine the satellites that should be
in view. ACQUIRING is indicated as the solution until a sufficient number of satellites have been acquired for
computing a solution.
When the receiver is in the process of acquiring a 3D navigational GPS solution, 3D NAV is indicated as the
solution until the 3D differential fix has finished acquisition. SBAS (Satellite-Based Augmentation System) indicates
INACTIVE. When acquisition is complete, the solution status indicates 3D DIFF NAV and SBAS indicates ACTIVE.
RAIM (RECEIVER AUTONOMOUS INTEGRITY MONITORING) PREDICTION
In most cases performing a RAIM prediction is not necessary.; however, the selected approach may be outside the SBAS
coverage area and it may be necessary to perform a RAIM prediction for the intended approach.
Receiver Autonomous Integrity Monitoring (RAIM) is a GPS receiver function that performs a consistency check on
all tracked satellites. RAIM ensures the available satellite geometry allows the receiver to calculate a position within a
specified RAIM protection limit (2.0 nautical miles for oceanic and enroute, 1.0 nm for terminal, and 0.3 nm for non-
precision approaches). During oceanic, enroute, and terminal phases of flight, RAIM is available nearly all of the time.
The RAIM prediction function also indicates whether RAIM is available at a specified date and time. RAIM computations
predict satellite coverage within ±15 min of the specified arrival date and time.
Because of the tighter protection limit on approaches, there may be times when RAIM is not available. The system
automatically monitors RAIM and warns with an alert message when it is not available. If RAIM is not predicted to be
available for the final approach course, the approach does not become active, as indicated by the messages “Approach
is not active” and “RAIM not available from FAF to MAP”. If RAIM is not available when crossing the FAF, the missed
approach procedure must be flown.

62 Garmin G5000 Pilot’s Guide for the Cessna Citation Latitude 190-02632-00 Rev. B
 SYSTEM OVERVIEW

NOTE: The system RAIM prediction capability does not meet all RAIM prediction requirements. Reference
the RAIM/Fault Detection and Exclusion (FDE) Prediction Tool at flygarmin.com as required.

Predicting RAIM availability:

1) From Home, touch Utilities > FMS Sensors > Position Sensors Tab.
Or:
From PFD Home, touch Sensors > Position Sensors Tab.
2) Touch the GPS1 Status Button or the GPS2 Status Button
3) Touch the RAIM Prediction Tab.
4) Touch the Location Button to enter the location for which RAIM will be predicted. Touch the Present Position
Button to enter the aircraft’s current position as the prediction location or touch the Waypoint Button to enter
waypoint information.
5) If the Waypoint Button was touched in step 4, enter the waypoint identifier using the alphanumeric buttons.
If the Present Position Button was touched in step 4, proceed to step 7.
6) Touch the Enter Button.
7) The location selected for RAIM prediction is now displayed on the Location Button.
8) Touch the Arrival Time Button.
9) Enter the planned arrival time for the selected location using the numeric keypad.
10) Touch the Enter Button. The time is now displayed on the Arrival Time Button.
11) Touch the Arrival Date Button.
12) Touch the button for the desired year. If necessary, touch and drag in the window, or use the Up and Down
Buttons to display the desired year.
13) Touch the button for the desired month. If necessary, touch and drag in the window, or use the Up and Down
Buttons to display the desired month.
14) Touch the button for the desired day. If necessary, touch and drag in the window, or use the Up and Down
buttons to display the desired day. The selected date is now displayed on the Arrival Date Button.
15) Touch the Compute RAIM Button. One of the following will be displayed in the ‘RAIM Status’ Field.
• ‘Computing’—RAIM calculation in progress

• ‘Available’—RAIM is predicted to be available for the specified waypoint, time, and date

• ‘Not Available’—RAIM is predicted to be unavailable for the specified waypoint, time, and date

• ‘--------’—RAIM has not been computed for the specified waypoint, time, and date combination


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Figure 1-63  RAIM Status

SBAS SELECTION
In certain situations, such as when the aircraft is outside or on the fringe of the WAAS, EGNOS, or MSAS
coverage area, this option can be used to disable the reception of the applicable SBAS signal (although it is not
recommended). When enabled, the annunciator on the applicable button shows green.
Enabling/Disabling SBAS:
1) From Home, touch Utilities > FMS Sensors > Position Sensors Tab.
Or:
From PFD Home, touch Sensors > Position Sensors Tab.
2) Touch the SBAS Button to enable or disable. A green annunciation indicates SBAS is enabled.

Enabling/Disabling Individual SBAS Providers:

1) From Home, touch Utilities > FMS Sensors > Position Sensors Tab.
Or:
From PFD Home, touch Sensors > Position Sensors Tab.
2) Touch the SBAS Settings Button to enable/disable EGNOS, MSAS, or WAAS (any combination). A green
annunciation indicates an enabled SBAS selection.
3) Touch the SBAS Button to disable SBAS. Touch the SBAS Button again to enable SBAS. A green annunciation
indicates SBAS is enabled. This saves the changes to the individual SBAS settings.

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GPS SATELLITE SIGNAL STRENGTHS

The GPS 1 and GPS 2 STATUS Display can be helpful in troubleshooting weak (or missing) signal levels due to
poor satellite coverage or installation problems. As the GPS receiver locks onto satellites, a signal strength bar is
displayed for each satellite in view, with the appropriate satellite PRN number (01-32 or 120-138 for WAAS) below
each bar. The progress of satellite acquisition is shown in three stages, as indicated by signal bar appearance:
»» No bar—Receiver is looking for the indicated satellite
»» Hollow bar—Receiver has found the satellite and is collecting data
»» Cyan bar—Receiver has collected the necessary data and the satellite signal can be used
»» Green bar—Satellite is being used for the GPS solution
»» Checkered bar—Receiver has excluded the satellite (Fault Detection and Exclusion)
»» “D” indication—Denotes the satellite is being used as part of the differential computations
Each satellite has a 30-second data transmission that must be collected (signal strength bar is hollow) before the
satellite may be used for navigation (signal strength bar becomes solid).
DME NAVIGATION
In the event no data is received from either GPS receiver, the system is capable of navigating using DME/
DME. DME distance from up to six different NAVAIDs is used by the system to determine aircraft position. The
DME/DME Sensor Screen displays a list of NAVAIDs the system has determined will give the best accuracy,
based on geometry, to calculate aircraft position. The system continually scans these frequencies to determine
distance to each NAVAID and the quality of the geometry. As the aircraft position changes, the system may
determine geometry has changed unfavorably and excluded or add a different NAVAID. The list will update
to reflect this change.
The geometry quality value is displayed as a number in the HDOP (Horizontal Dilution of Precision) field,
as shown in the following figure. The smaller the number, the better the accuracy of the position calculation.
A value less than 1.0 is excellent.
Enabling/Disabling DME/DME:
1) From Home, touch Utilities > FMS Sensors > DME/DME Tab.
Or:
From PFD Home, touch Sensors > DME/DME Tab.
2) Touch the Enable DME/DME Button. A green annunciator indicates DME/DME is enabled. A gray annunciator
indicates DME/DME is disabled. A list of NAVAIDs is displayed showing identifiers, frequencies and distance
from the current aircraft position. NAV1 and NAV2 denote the NAVAIDs currently tuned on the respective
navigation radios.

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Figure 1-64  Enable DME/DME

Excluding specific NAVAIDS from DME/DME Navigation:
When a NOTAM is issued for a NAVAID along the flight plan, it may be necessary to exclude the specified
NAVAID from use in navigation when using DME/DME.
1) From Home, touch Utilities > FMS Sensors > NOTAM NAVAIDS Tab.
Or:
From PFD Home, touch Sensors > NOTAM NAVAIDS Tab.
2) Touch the Add NOTAM NAVAID Button. The alphanumeric entry screen is displayed.

Figure 1-65  Excluding a NAVAID Figure 1-66  Enter NAVAID Identifier

3) Using the alphanumeric buttons, enter the identifier of the NAVAID to be excluded.
4) Touch the Enter Button. The entered NAVAID is displayed.

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Figure 1-67  Listed NAVAID Not Used for DME/DME Nav Figure 1-68  Available Options

5) If desired, NAVAID information may be displayed by touching the desired NAVAID Button to display the ‘Options’
Window, then touching the Waypoint Info Button. The VOR Information Screen is displayed.

Figure 1-69  VOR Information

Removing a specific NAVAID from Exclusion:
1) From Home, touch Utilities > FMS Sensors > NOTAM NAVAIDS Tab.
Or:
From PFD Home, touch Sensors > NOTAM NAVAIDS Tab.
2) Touch the NAVAID Button corresponding to the NAVAID to be removed. The ‘Options’ Window is displayed.
3) Touch the Remove Selected NAVAID Button. The NAVAID is removed from the list.

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Remove all Excluded NAVAIDs from the Exclusion List:

1) From Home, touch Utilities > FMS Sensors > NOTAM NAVAIDS Tab.
Or:
From PFD Home, touch Sensors > NOTAM NAVAIDS Tab.
2) Touch the NAVAID Button corresponding to any NAVAID to display the ‘Options’ Window.
3) Touch the Remove All NAVAIDs Button. The confirmation window is displayed as in the figure below.
4) Touch the OK Button. All NAVAIDs are removed from the list.

Figure 1-70  Confirm NAVAID Removal

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1.4 ACCESSING SYSTEM FUNCTIONALITY

The Touchscreen Controllers allow management of various system parameters, in addition to providing status
and database information for the system.
Accessing settings:
From Home, touch Utilities > Setup > Avionics Settings
Or:
From PFD Home, touch PFD Settings
Restoring default avionics settings:
1) From Home, touch Utilities > Crew Profile > Restore Defaults.
2) Touch the OK Button to restore all settings to their default settings, or touch the Cancel Button.

NOTE: By selecting OK all user settings, data, profiles, flight plans, and waypoints will be deleted on the next
power cycle.

SYSTEM SETTINGS
CREW PROFILES
The system automatically stores various settings and selections within crew profiles. These include a wide
range of parameters for both the pilot and copilot including (but not limited to) map settings, avionics
settings, PFD settings, user waypoints, and weight and balance information.
After power is applied to the system, the ‘Initialization’ Screen on the Touchscreen Controller shows the
currently active crew profile, which was active during the previous power cycle. If needed, the flight crew
may activate a different crew profile on the ‘Initialization’ Screen or the ‘Crew Profile’ Screen.
The ‘Crew Profile’ Screen provides additional capabilities for managing crew profiles. The system can store
up to 25 crew profiles. From here, crew profiles may be added, renamed, activated, copied, or deleted. In
addition, crew profiles can be imported from an SD card, or exported to an SD card on the ‘Crew Profile’
Screen. By default, ‘DEFAULT PROFILE’ is the active crew profile. This profile cannot be deleted or renamed.

Active Crew
Profile

Available
Profiles Available
Stored on Options for
the System Selected
Crew Profile

Add a New
Crew Profile
Import a Crew Profile from an SD Card Selected Crew Profile

Figure 1-71  Managing Crew Profiles on the Crew Profile Screen

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Adding a new crew profile:

1) From Home, touch Utilities > Crew Profile.
2) Scroll if necessary, and touch the Add Profile Button.
3) Input the name to assign to the crew profile using the keypad or the large and small right knobs, then touch
Enter or push the right knob. Crew Profiles may be up to 16 characters long, and cannot share the exact name
of another crew profile.
Activating a crew profile:
1) From Home, touch Utilities > Crew Profile.
2) Scroll if necessary, and touch the button for the crew profile to be activated.
3) Touch the Activate Button. When finished, the system displays the name of the selected crew profile in the
‘Active Profile’ Window.
Copying an existing crew profile:
1) From Home, touch Utilities > Crew Profile.
2) Scroll if necessary, and touch the button for the crew profile to be copied.
3) Touch the Copy Button.
4) Input the name to assign to the copied crew profile using the keypad or the large and small right knobs, then
touch Enter or push the right knob. Crew Profiles may be up to 16 characters long, and cannot share the exact
name of another crew profile. The ‘Crew Profile’ Screen displays the name of the copied profile in the list.
Renaming an existing crew profile:
1) From Home, touch Utilities > Crew Profile.
2) Scroll if necessary, and touch the button for the crew profile to be renamed.
3) Touch the Rename Button.
4) Input the new name to assign to the selected crew profile using the keypad or the large and small right knobs,
then touch Enter or push the right knob. Crew Profiles may be up to 16 characters long, and cannot share the
exact name of another crew profile. The ‘Crew Profile’ Screen displays the name of the renamed crew profile in
the list.
Deleting a crew profile:

NOTE: The system cannot delete the currently active crew profile. If necessary, activate another crew
profile prior to deletion.
1) From Home, touch Utilities > Crew Profile.
2) Scroll if necessary, and touch the button for the profile to be deleted.
3) Touch the Delete Button.
4) Touch the OK Button to confirm and delete the profile, or touch the Cancel Button.

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Importing a crew profile from an SD card:

1) If necessary, insert an SD card containing a crew profile into the top card slot in the MFD.
2) From Home, touch Utilities > Crew Profile.
3) Touch the Import Button.
4) Scroll if necessary, and touch the button for the crew profile to be imported.

Exporting a crew profile to an SD card:

1) If necessary, insert an SD card to store a crew profile into the top card slot in the MFD.
2) From Home, touch Utilities > Crew Profile.
3) Scroll if necessary, and touch the button for the crew profile to be exported from the list.
4) Touch the Export Button.

Crew Profile Import/Export Messages

In some circumstances, some messages may appear in conjunction with others:

Crew Profile Import/Export Results Description

‘No crew profile plan files found to Displayed if the SD card does not have one or more valid crew profile filenames.
import.’
‘Overwrite existing profile?’ Displayed if the profile name matches the name of existing profile
‘Profile name invalid. Enter a different Displayed if the profile name is invalid.
profile name.’
‘All available crew profiles in use. Delete a Displayed if the maximum number for crew profiles has been reached.
profile before importing another.’
‘Crew profile import failed. Displayed if the importing operation fails for any other reason.
‘Crew profile import succeeded.’ Displayed if the importing operation succeeds.
‘Overwrite existing file?’ Displayed if the filename matches the name of an existing file on the SD card.
‘Crew profile export failed.’ Displayed if the export operation fails.
‘Crew profile export succeeded.’ Displayed if the export operation succeeds.
Table 1-2  Crew Profile Import/Export Messages

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SYSTEM SETTINGS
• Time Format (local 12 hour, local 24 hour, or UTC )
• Time Offset
• Flight Director Active Format (Single Cue or Dual Cue)
• Active Flight Director (FD 1, FD 2)
• COM Channel Spacing (25.0 kHz or 8.33 kHz)
• Nearest Airport Runway Surface (Any, Hard Only, Hard/Soft)
• Nearest Airport Min Rwy Length (3,000 ft)
• Display Trip Stats on Landing (Off, MFD L GTC, MFD R GTC, L PFD GTC, R PFD GTC)
• Show Airport Chart on Landing (On, Off)
• Sync CDI
• Sync Altimeter Baro Pressure
• PFD Wind Component Reference (Effective, Along Track, Along Heading)

NOTE: The time offset is used to define current local time. UTC (also called GMT or Zulu) date and time are
calculated directly from the GPS satellite signals and cannot be changed.

Setting the Time Format:

1) From Home, touch Utilities > Setup > Avionics Settings.
Or:
From PFD Home, touch PFD Settings
2) If necessary on an MFD GTC, touch the System Tab.
3) Touch the Time Format Button (displays currently selected time format in cyan).
4) Touch a time format option button (Local 12hr, Local 24hr, or UTC).
Setting the Time Offset Value (not available if time format is UTC):
1) From Home, touch Utilities > Setup > Avionics Settings.
Or:
From PFD Home, touch PFD Settings
2) If necessary, touch the System Tab (MFD GTC only).
3) Touch the Time Offset button (currently selected time offset shown in cyan).
4) Input the desired value using the numeric keypad or the large and small right knobs and touch the Enter
Button.

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Figure 1-72  System Time (Local 12hr Format)

Date ‘Time Format’ Datafield Time ‘Time Format’ Options

Figure 1-73  Time Format Settings

Setting the Flight Director Active Format:

1) From Home, touch Utilities > Setup > Avionics Settings.
Or:
From PFD Home, touch PFD Settings
2) If necessary, touch the System Tab (MFD GTC only).
3) Touch the Flight Director Active Format button to display a list of flight director formats (button displays currently
selected Flight Director Active Format in cyan).
4) Touch either the Single Cue Button or the Dual Cue Button.

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COM Channel Spacing

NOTE: 8.33 kHz VHF communication frequency channel spacing is not normally used in the United States.
Select the 25.0 kHz channel spacing option for use in the United States.
The ‘COM Channel Spacing’ Datafield allows the pilot to select 8.33 kHz or 25.0 kHz COM frequency
channel spacing.
Setting COM Channel Spacing:
1) From Home, touch Utilities > Setup > Avionics Settings.
Or:
From PFD Home, touch PFD Settings
2) If necessary, touch the System Tab (MFD GTC only).
3) Scroll to and touch the COM Channel Spacing button (button displays the current spacing setting in cyan).
4) Touch either the 8.33 kHz Button or the 25.0 kHz Button.
Nearest Airports
Nearest airport matching criteria (such as minimum runway length and/or surface type) can be entered
to prevent airports with small runways or runways that are not of appropriate surface from being displayed
in the list as nearest airports . Default settings are ‘3000ft’ for runway length and ‘Hard Only’ for runway
surface type.
Setting the Nearest Airport surface matching criteria:
1) From Home, touch Utilities > Setup > Avionics Settings.
2) If necessary, touch the System Tab.
3) Scroll to and touch the Nearest Airport Runway Surface button (button displays current runway surface selection
in cyan).
4) Touch one of the following runway surface buttons: Any, Hard Only, Hard/Soft.
Setting the Nearest Airport Minimum Runway Length matching criteria:
1) From Home, touch Utilities > Setup > Avionics Settings.
2) If necessary, touch the System Tab.
3) Scroll to and touch the Nearest Airport Min Rwy Length button (button displays current length setting in cyan).
4) Input a minimum runway surface distance using the keypad or the large and small right knobs, then touch the
Enter Button to accept the entry.

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Data Displayed on Landing

Trip statistics can be automatically displayed on a selected Touchscreen Controller on landing. A chart of
the airport can also be displayed automatically on landing.
Displaying trip statistics on landing:
1) From Home, touch Utilities > Setup > Avionics Settings.
2) If necessary, touch the System Tab.
3) Scroll to and touch the Display Trip Stats on Landing Button (button displays Off or the selected GTC in cyan).
4) Touch the Off Button to disable the display of trip statistics on landing.
Or:
Touch one of the GTC buttons to select the touchscreen controller that will automatically display the trip
statistics on landing.
Showing the airport chart on landing:
1) From Home, touch Utilities > Setup > Avionics Settings.
2) If necessary, touch the System Tab.
3) Scroll to and touch the Show Airport on Landing Button (button displays Off or On in cyan).
4) Touch the On Button to enable the display of the airport chart on landing.
Or:
Touch the Off Button to disable the display of the airport chart on landing.
PFD Wind Component Reference
The ‘PFD Wind Component Reference’ datafield allows the pilot to select effective (headwind computed
as TAS-GS, crosswind computed as the cross-component of wind in the reference frame where headwind
equals TAS-GS), along track (headwind/crosswind computed relative to ground track), or along heading
(headwind/crosswind computed relative to aircraft heading) as the wind component reference setting.
Setting the PFD Wind Component Reference:
1) From Home, touch Utilities > Setup > Avionics Settings.
2) If necessary, touch the System Tab.
3) Scroll to and touch the PFD Wind Component Reference Button (button displays the current wind component
reference setting in cyan).
4) Touch one of the following wind component reference buttongs: Effective, Along Track, or Along Heading.

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‘PFD Wind Component ‘PFD Wind Component

Reference’ Datafield Reference’ Options

Figure 1-74  PFD Wind Component Reference Settings

UNITS SETTINGS
• Nav Angle
• Magnetic Variance
• BARO QFE
• Distance/Speed
• Altitude/Vertical Speed
• External Temperature
• Cockpit/Cabin Temperature
• Fuel
• Weight
• Position Format

The Units Tab allows for configuration of the measurement units. A button appears next to the current
unit setting only for those units which the flight crew can modify. Measurement units without an associated
button are shown only for informational purposes and cannot be modified by the flight crew.
ƒƒ Nav angle (magnetic, true)
44 When set to ‘Magnetic (°)’, magnetic variation is calculated into the displayed value. When ‘True (°T)’
is selected, no magnetic variation is calculated and a ‘T’ is displayed next to the value.
44 Affects Current Heading, Selected Heading, and Selected Course.
44 Affects the BRG, DTK, TKE, TRK, and XTK fields.
ƒƒ BARO QFE (Reference ELEV)
ƒƒ Cabin/Cockpit Temperature (Celsius, Fahrenheit)
44 Affects display cockpit/cabin temperature display.
ƒƒ Position Format (HDDD°MM.MM’, HDDD°MM’SS.S”)
44 Affects all position displays.

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Changing Units settings:

1) From Home, touch Utilities > Setup > Avionics Settings.
2) If necessary, touch the Units Tab.
3) Scroll if necessary and touch button corresponding to the units to be changed (current units selection displayed
in cyan).
4) Touch a units button from the list.

Settings Displayed for Reference, Not

Flight Crew Selectable

Button Indicates Setting is Flight

Crew Selectable

Figure 1-75  Viewing Unit Data on the Avionics Settings Screen

ALERTS SETTINGS
• BARO Transition ALT Climb
• BARO Transition LVL Descent
• SurfaceWatch Inhibit
• Airspace Alert Alt Buffer
• Arrival Alert
• CLASS B/TMA/AWY
• CLASS C/CTA
• CLASS A/D
• Restricted
• MOA (Military)
• Other
• Touchdown Callouts

The Alerts Tab allows configuration of the following alert settings:

»» Baro transition alert (climb and descent) »» Arrival alerts
»» SurfaceWatch alert inhibit »» Airspace alerts
»» Altitude buffer distance alert

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Baro Transition Alert settings

The Baro Transition Alert flashes the barometric pressure setting. The Baro Transition Alert serves as a
reminder to the pilot to change the barometric pressure setting to standard when climbing through the
barometric transition altitude, or to change the barometric pressure setting from standard to the local
altimeter setting when descending through the barometric transition level. Refer to the Flight Instruments
section for more information about the Baro Transition Alert.
Configuring the Baro Transition Alerts:
1) From Home, touch Utilities > Setup > Avionics Settings.
2) If necessary, touch the Alerts Tab.
3) Touch the Baro Transition ALT Climb Button. Button annunciator is green when alert is enabled, gray when disabled.
4) Touch the Baro Transition ALT Climb datafield button. Use the keypad or large and small right knobs to select
the desired altitude at which the system will issue an alert if the aircraft climbs through this altitude while the
altimeter setting has not been set to standard. Touch the Enter Button or push the right knob to accept the
selection.
5) Touch the Baro Transition LVL Descent Button. Button annunciator is green when alert is enabled, gray
when disabled.
6) Touch the Baro Transition LVL Descent datafield button. Use the keypad or large and small right knobs to select the
desired flight level at which the system will issue an alert if the aircraft descends through this flight level while the
altimeter setting has not been changed from standard. Touch Enter or push the right knob to accept the selection.
SurfaceWatch Inhibit
The optional SurfaceWatch™ feature alerts to the flight crew in certain potentially unsafe conditions
during taxi, takeoff, and landing. SurfaceWatch also displays an Information Box on the PFD. The flight
crew can inhibit the SurfaceWatch alerts and displays using the Avionics Settings Screen. Refer to the
Additional Features section for more information on the SurfaceWatch feature.
Inhibiting/enabling SurfaceWatch:
1) From Home, touch Utilities > Setup > Avionics Settings.
2) If necessary, touch the Alerts Tab.
3) Touch the SurfaceWatch Inhibit Button. SurfaceWatch is inhibited when button annunciator is green,
enabled when gray.
Arrival Alert settings
Setting the Arrival Alert distance:
1) From Home, touch Utilities > Setup > Avionics Settings.
2) If necessary, touch the Alerts Tab.
3) Touch the Arrival Alert distance button.
4) Input the desired distance using the numeric keypad or the large and small right knobs, then touch the Enter
Button or push the right knob.

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Enabling/disabling Arrival Alerts:

1) From Home, touch Utilities > Setup > Avionics Settings.
2) If necessary, touch the Alerts Tab.
3) Touch the Arrival Alert Button. Button annunciator is green when alert is enabled, gray when disabled.
Airspace Alerts
The Airspace Alerts allow the pilot to turn the controlled/special-use airspace message alerts on or off.
This does not affect the Nearest Airspace alerts or the airspace boundaries depicted on the Navigation Map
pane. It simply enabled/disables the warning provided when the aircraft is approaching or near an airspace.
Alerts for the following airspaces can be enabled/disabled:
ƒƒ Class B/TMA ƒƒ Restricted
ƒƒ Class C/TCA ƒƒ MOA (Military)
ƒƒ Class D ƒƒ Other/ADIZ

An altitude buffer is also provided which “expands” the vertical range above or below an airspace. For
example, if the buffer is set at 500 feet, and the aircraft is more than 500 feet above/below an airspace, an
alert message is not generated, but if the aircraft is less than 500 feet above/below an airspace and projected
to enter it, the pilot is notified with an alert message. The default setting for the altitude buffer is 200 feet.
Setting the altitude buffer distance:
1) From Home, touch Utilities > Setup > Avionics Settings.
2) If necessary, touch the Alerts Tab.
3) Touch the Airspace Alert Alt Buffer Altitude button (displays current selection in cyan).
4) Enter the desired altitude buffer using the numeric keypad or the large and small right knobs, then touch the
Enter Button or push the right knob.
Enabling/disabling an airspace alert:
1) From Home, touch Utilities > Setup > Avionics Settings.
2) If necessary, touch the Alerts Tab.
3) Scroll as necessary and touch any of the of the following buttons to enable/disable the corresponding
alert: CLASS B/TMA, CLASS C/TCA, CLASS D, RESTRICTED, MOA (MILITARY), OTHER/ADIZ. Button
annunciator is green when alert is enabled, gray when disabled.
Touchdown Callouts
See the Hazard Avoidance section for a discussion on voice Touchdown Callouts.

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MFD FIELDS SETTINGS

• MFD Data Bar Field 1
• MFD Data Bar Field 2
• MFD Data Bar Field 3
• MFD Data Bar Field 4
• MFD Data Bar Field 5
• MFD Data Bar Field 6
• MFD Data Bar Field 7
• MFD Data Bar Field 8

The MFD Navigation Status Bar can display up to eight navigation data bar fields. By default, the Navigation
Status Bar displays Ground Speed (GS), Desired Track (DTK), Track (TRK), Estimated Time Enroute (ETE),
Bearing (BRG), Distance (DIS), Minimum Safe Altitude (MSA), and Estimated Time of Arrival (ETA). The
system assigns each data bar field a corresponding number, 1 though 8, as displayed from left-to-right in the
MFD Navigation Status Bar.
Change the information shown in an MFD Data Bar field:
1) From Home, touch Utilities > Setup > Avionics Settings.
2) If necessary, touch the MFD Fields Tab.
3) Scroll as needed and touch the MFD Data Bar Field Number to be changed (1 through 8); current selection for
each data bar field displayed in cyan.
4) Scroll as needed and touch the button corresponding to the desired data to be shown in the selected MFD Data
Bar Field.
The following data may be selected for display in each of the eight fields of the Navigation Status Bar.

ƒƒ Bearing (BRG) ƒƒ Fuel On Board (FOB)

ƒƒ Destination Airport Identifier (DES) ƒƒ Fuel Over Destination (FOD)
ƒƒ Distance (DIS) ƒƒ Ground Speed (GS)
ƒƒ Distance to Destination (DTG) ƒƒ ETA at Final Destination (LDG)
ƒƒ Desired Track (DTK) ƒƒ Minimum Safe Altitude (MSA)
ƒƒ Endurance (END) ƒƒ True Air Speed (TAS)
ƒƒ ETE to Final Destination (ENR) ƒƒ Track Angle Error (TKE)
ƒƒ Enroute Safe Altitude (ESA) ƒƒ Track (TRK)
ƒƒ Estimated Time of Arrival (ETA) ƒƒ Vertical Speed Required (VSR)
ƒƒ Estimated Time Enroute (ETE) ƒƒ Cross-Track Error (XTK)
ƒƒ Flight Timer (FLT)

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AUDIO SETTINGS
• Audio Alert Voice
• COM Frequency Changed Tone
• Pilot 3D Audio (MFD L GTC)
• Pilot L-R Swap (MFD L GTC)
• Copilot 3D Audio (MFD R GTC)
• Copilot L-R Swap (MFD R GTC)

Audio
From the Audio Tab the audio alert voice gender can be set to male or female. A tone may be enabled or
disabled which alerts the flight crew that a COM frequency has been changed. Pilot and Copilot 3D audio
may be enabled or disabled. Also, the 3D audio left/right reference may be changed so that audio is heard
in the ear as desired.
Changing the audio alert voice:
1) From Home, touch Utilities > Setup > Avionics Settings.
2) If necessary, touch the Audio Tab.
3) Touch the Audio Alert Voice button (current voice gender displayed in cyan).
4) Touch the audio alert voice gender button (Male or Female).
Enabling/disabling the COM Frequency Changed Tone:
1) From Home, touch Utilities > Setup > Avionics Settings.
2) If necessary, touch the Audio Tab.
3) Touch the COM Frequency Changed Tone Button. A green annunciator indicates the feature is enabled.
Enabling/disabling the Pilot/Copilot 3D Audio:
1) From desired Home, touch Utilities > Setup > Avionics Settings.
2) If necessary, touch the Audio Tab.
3) Touch the corresponding 3D Audio button (Pilot or Copilot). A green annunciator indicates the feature is
enabled. If desired, enable the corresponding L-R Swap feature (Pilot or Copilot) to direct the audio to the
desired ear.

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Enabling/disabling the Pilot/Copilot Left-Right Swap:

1) From desired Home, touch Utilities > Setup > Avionics Settings.
2) If necessary, touch the Audio Tab.
3) Touch the corresponding L-R Swap Button (Pilot or Copilot). A green annunciator indicates the feature is
enabled.

SCREEN CLEANING
Screen Cleaning mode temporary deactivates touch input on the Touchscreen Controller Screen to facilitate
cleaning. The Screen can be cleaned using a microfiber or soft cotton cloth lightly dampened with clean water.
Do not use chemical cleaning agents, as these may damage the coating on the glass surface.
Cleaning the Touchscreen Controller Screen:
1) From Home, touch Utilities > Screen Cleaning.
Or:
From PFD Home, touch PFD Settings > Screen Cleaning.
2) The Touchscreen Controller indicates the screen may be cleaned. Clean the screen as needed.
3) Push or turn any knob to return to the Utilities Screen.

SYSTEM UTILITIES
For flight planning purposes, the Trip Statistics and Timer features are available from the ‘Utilities’ Screen.
These provide a stopwatch-like generic timer, a total time in flight timer, and a record of the time of departure as
well as distance tracking—odometer, trip odometer, and average ground speeds and maximum ground speeds.
TIMER
The generic timer can be set to count up or down from a specified time (HH:MM:SS). When the countdown
on the timer reaches zero the digits begin to count up from zero. If the timer is reset before reaching zero
on a countdown, the digits are reset to the initial value. If the timer is counting up when reset, the digits are
zeroed.
Setting the generic timer:
1) From Home, touch Utilities > Timer.
Or:
From PFD Home, touch Timers
2) Touch the Time Button.
3) Input the desired time using the numeric keypad or the large and small right knobs, then touch the Enter Button
or push the right knob.
4) Touch the Start Button. The button changes to ‘Stop’.
5) To stop the timer, touch the Stop Button.
6) To reset the timer, touch the Reset Button.

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Figure 1-76  Timer (Touchscreen Controller)

Figure 1-77  Timer (PFD)

TRIP STATISTICS
Flight Time
The flight timer can be set to count up from zero starting at system power application or from the time
the aircraft lifts off; the timer can also be reset to zero.
Setting the flight timer starting criterion:
1) From Home, touch Utilities > Trip Stats.
2) Touch the Flight Time Start At Button.
3) Touch either the Power On Button or the In-Air Button.
Resetting the flight timer:
1) From Home, touch Utilities > Trip Stats.
2) Touch the Flight Time button (cyan text in button displays flight time).
3) Touch the Reset Button to reset the flight timer, or touch the Cancel Button.

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Figure 1-78  Trip Statistics Options

Departure Time
The system records the time at which departure occurs. The departure time is selectable as either from
the time the system was powered-up, or when the aircraft becomes airborne. The displayed departure time
can also be reset to display the current time at the point of reset.
Setting the departure timer starting criterion:
1) From Home, touch Utilities > Trip Stats.
2) Touch the Departure Time Start At Button.
3) Touch either the Power On Button or the In-Air Button.
Resetting the departure time:
1) From Home, touch Utilities > Trip Stats.
2) Touch the Departure Time Datafield button.
3) Touch the Reset Button to reset the departure timer, or touch the Cancel Button.
Arrival Time
The system records the time at which arrival occurs. The arrival time is reset when the system is powered-
up, when the aircraft becomes airborne, or manually.
Setting the arrival time reset criterion:
1) From Home, touch Utilities > Trip Stats.
2) Touch the Arrival Time Reset Button.
3) Touch either the Power On, In-Air or Manually Button to select the reset mode and return to the Trip
Statistics Screen.
Resetting the arrival time:
1) From Home, touch Utilities > Trip Stats.
2) Touch the Arrival Time Datafield button.
3) Touch the Reset Button to reset the arrival time, or touch the Cancel Button.

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Odometer
The Odometer presents a total distance traveled since the last reset.
Setting the odometer automatic reset criterion:
1) From Home, touch Utilities > Trip Stats.
2) Touch the Odometer Reset Button.
3) Touch the Power On, In-Air, or Manually Button. Note manual reset is always available regardless of the
option selected for automatic reset.
Manually resetting the odometer:
1) From Home, touch Utilities > Trip Status.
2) Touch the Odometer Distance button (shows current odometer reading in cyan).
3) Touch the Reset Button to reset the odometer, or touch the Cancel Button.
Trip Odometer
The Trip Odometer presents a total distance traveled for the active flight plan since the last reset.
Setting the Trip Odometer automatic reset criterion:
1) From Home, touch Utilities > Trip Stats.
2) Touch the Trip Odometer Reset Button.
3) Touch the Power On, In-Air, or Manually Button. Note manual reset is always available regardless of the
option selected for automatic reset.
Manually resetting the Trip Odometer:
1) From Home, touch Utilities > Trip Stats.
2) Touch the Trip Odometer Distance button (shows current trip odometer reading in cyan.)
3) Touch the Reset Button to reset the trip odometer, or touch the Cancel Button.
Fuel Used
Fuel Used presents the fuel used since the last reset.
Setting the Fuel Used automatic reset criterion:
1) From Home, touch Utilities > Trip Stats.
2) Touch the Fuel Used Reset Button.
3) Touch the Power On, In-Air, or Manually Button. Note manual reset is always available regardless of the
option selected for automatic reset.
Manually resetting the Fuel Used:
1) From Home, touch Utilities > Trip Stats.
2) Touch the Fuel Used Quantity button (shows current fuel used reading in cyan.)
3) Touch the Reset Button to reset the trip odometer, or touch the Cancel Button.

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Average Ground Speed

Avg Ground Speed presents a ground speed average since the last reset.
Setting the average ground speed automatic reset criterion:
1) From Home, touch Utilities > Trip Stats.
2) Scroll to display the Avg Ground Speed buttons.
3) Touch the Avg Ground Speed Reset Button.
4) Touch the Power On, In-Air, or Manually Button. Note manual reset is always available regardless of the
option selected for automatic reset.
Manually resetting the Average Ground Speed:
1) From Home, touch Utilities > Trip Stats.
2) Scroll to display the Avg Ground Speed buttons.
3) Touch the Avg Ground Speed button (button displays average ground speed in cyan).
4) Touch the Reset Button to reset the average ground speed, or touch the Cancel Button.
Maximum Ground Speed
Max Ground Speed shows the highest recorded ground speed since the last reset.
Setting the Maximum Ground Speed automatic reset criterion:
1) From Home, touch Utilities > Trip Stats.
2) Scroll to display the Max Ground Speed buttons.
3) Touch the Max Ground Speed Reset Button.
4) Touch the Power On, In-Air, or Manually Button. Note manual reset is always available regardless of the
option selected for automatic reset.
Manually resetting the Maximum Ground Speed:
1) From Home, touch Utilities > Trip Stats.
2) Scroll to display the Max Ground Speed buttons.
3) Touch the Max Ground Speed button (button displays maximum speed in cyan).
4) Touch the Reset Button to reset the Maximum Ground Speed, or touch the Cancel Button.
Trip Air Odometer
The Trip Air Odometer presents the distance traveled while the aircraft was in the air since the last reset.
Setting the Trip Airborne Odometer automatic reset criterion:
1) From Home, touch Utilities > Trip Stats.
2) Scroll to display the Trip Air Odometer buttons.
3) Touch the Trip Air Odometer Reset Button.
4) Touch the Power-On, In-Air, or Manually Button. Note manual reset is always available regardless of the
option selected for automatic reset.
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Manually resetting the Trip Air Odometer:

1) From Home, touch Utilities > Trip Stats.
2) Scroll to display the Trip Air Odometer buttons.
3) Touch the Trip Air Odometer button (button displays the distance flown in cyan).
4) Touch the Reset Button to reset the Trip Air Odometer, or touch the Cancel Button.
Average Wind Speed
The Avg Wind Speed displays the average wind speed since the last reset.
Setting the Average Wind Speed automatic reset criterion:
1) From Home, touch Utilities > Trip Stats.
2) Scroll to display the Avg Wind Speed buttons.
3) Touch the Avg Wind Speed Reset Button.
4) Touch the Power-On, In-Air, or Manually Button.

NOTE: Manual reset is always available regardless of the option selected for automatic reset.

Manually resetting the Average Wind Speed:

1) From Home, touch Utilities > Trip Stats.
2) Scroll to display the Avg Wind Speed buttons.
3) Touch the Avg Wind Speed button (button displays the average wind speed in cyan).
4) Touch the Reset Button to reset the Average Wind Speed, or touch the Cancel Button.
Average Wind Direction
The Avg Wind Direction displays the average wind direction since the last reset.
Setting the Average Wind Direction automatic reset criterion:
1) From Home, touch Utilities > Trip Stats.
2) Scroll to display the Avg Wind Direction buttons.
3) Touch the Avg Wind Direction Reset Button.
4) Touch the Power-On, In-Air, or Manually Button.

NOTE: Manual reset is always available regardless of the option selected for automatic reset.

Manually resetting the Average Wind Direction:

1) From Home, touch Utilities > Trip Stats.
2) Scroll to display the Avg Wind Speed buttons.
3) Touch the Avg Wind Speed button (button displays the average wind speed in cyan).
4) Touch the Reset Button to reset the Average Wind Speed, or touch the Cancel Button.

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 FLIGHT INSTRUMENTS

SECTION 2 FLIGHT INSTRUMENTS

NOTE: The Automatic Flight Control System (AFCS) provides additional indications such as bugs and
annunciations on selected flight instruments during certain AFCS flight director modes. Refer to the AFCS
section for more information about these indications.
The system increases pilot situational awareness by providing easy-to-scan Primary Flight Displays (PFDs)
featuring a large horizon, airspeed, attitude, vertical speed, and course deviation information. In addition to the
flight instruments, navigation, communication, terrain, traffic, and weather information are also presented on the
PFDs and are explained in other sections of this Pilot’s Guide.
The following flight instruments and supplemental flight data are displayed on each PFD:
• Airspeed Indicator, showing • Vertical Speed Indicator (VSI)
-- Trend vector • Vertical Navigation (VNAV) indications
-- Indicated airspeed • Horizontal Situation Indicator, showing
-- Airspeed awareness ranges -- Turn Rate Indicator
-- Vspeed reference bugs -- Bearing pointers
-- Mach number -- Navigation source
• Groundspeed -- Course Deviation Indicator (CDI)
• True airspeed • Generic Timer
• Attitude Indicator, showing • Wind data
-- Slip/skid indication • Radar Altimeter (RA)
-- Pitch Limit Indication • Time
• Altimeter, showing • Angle of Attack (AOA) Indicator
-- Trend vector
-- Baro QFE
-- Barometric setting
-- Selected Altitude
• Vertical Deviation, Glideslope, and Glidepath
Indicators

The PFDs also display various alerts and annunciations.

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21 20 19

18

17

1 16
15

2
14
13

3 12

4 11

5 10

6 9
8
7

1 Airspeed Indicator 12 Turn Rate Indicator

2 Indicated Airspeed 13 Barometric Altimeter Setting
3 Current Heading 14 Vertical Speed Indicator (VSI)
4 Heading Bug 15 Selected Altitude Bug
5 Course Deviation Indicator (CDI) 16 Altimeter
6 True Airspeed 17 Selected Altitude
7 Ground Speed 18 COM Frequency Box
8 System Time 19 AFCS Status Box
9 Timer 20 Slip/Skid Indicator
10 Navigation Status Bar 21 Attitude Indicator
11 Horizontal Situation Indicator (HSI)

Figure 2-1  Primary Flight Display (Default)

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4 12

5 11
6 10

7 8

1 New Message Annunciation 7 Wind Data

2 Reversionary Sensor Window 8 Bearing Information Bar
3 Vspeeds 9 Minimum Altitude Height
4 Traffic Annunciation 10 Selected Course
5 Selected Heading 11 Radar Altimeter
6 HSI Map 12 Aircraft Symbol

Figure 2-2  Additional PFD Information

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2.1 FLIGHT INSTRUMENTS

AIRSPEED INDICATOR

NOTE: Refer to the current version of the pertinent flight manual for speed criteria and Vspeed values.
The Airspeed Indicator displays airspeed on a moving tape rolling number gauge. The numeric labels and
major tick marks on the moving tape represent intervals of 10 knots. Speed indication starts at 40 knots, with
80 knots of airspeed scale viewable at any time. The indicated airspeed is displayed inside the black pointer.
The pointer remains black until reaching maximum operating speed (VMO/MMO), at which point it appears red
along with the Mach number display.
The Mach number is displayed below the Airspeed Indicator for airspeeds at or above Mach 0.4 or at altitudes
of 29,840 feet or higher. The color of the display is the same as the color of the airspeed pointer.
Airspeed High Speed
Reference Awareness
Range

Vspeed
Reference
Indicated
Airspeed Airspeed
Trend Low Speed
Vector Awareness
Ranges
Approach
Speed Cue
Mach
Number
Overspeed

Figure 2-3  Airspeed Indicator

Speeds above the maximum operating speed, VMO or MMO depending on aircraft altitude, appear in the high
speed awareness range, shown on the airspeed tape by a red/white barber pole. An aural overspeed warning
tone is generated if the airspeed exceeds the high airspeed limit. If the indicated airspeed is within this range,
the airspeed pointer is displayed in red. The Approach Speed Cue is a hollow green circle on the airspeed tape.
The Approach Speed Cue represents 1.3VS1. A solid amber band represents the low speed awareness caution
range on the airspeed tape. A solid red band represents the low speed awareness warning range. These low
speed awareness ranges are based on the normalized angle of attack.
The Airspeed Trend Vector is a vertical magenta line that appears to the right of airspeed indicator when airspeed
is either accelerating or decelerating. One end of the magenta line is anchored to the tip of the airspeed pointer
while the other end moves continuously up or down corresponding to the rate of acceleration or deceleration.
For any constant rate of acceleration or deceleration, the moving end of the line shows approximately what
the indicated airspeed value will be in ten seconds. If the trend vector crosses VMO/MMO, the airspeed or Mach
display changes to amber. The trend vector is absent if the aircraft is on the ground, speed remains constant, or
if any data needed to calculate airspeed is not available due to a system failure.
The Airspeed Reference is displayed above the Airspeed Indicator in cyan (FMS speed mode) or magenta
(MAN speed mode). A bug corresponding to this speed is shown on the tape.

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While in MAN speed mode if the Airspeed Reference or Mach Reference exceeds the range shown on the
tape, the cyan selection bug appears at the upper or lower edge of the tape. See the AFCS Section for more
information about the Airspeed Reference.
The flight crew can enable or disabled the display of Vspeed reference bugs, that are displayed at their
respective locations to the right of the airspeed. Vspeed references calculated from the Takeoff and Landing
Data (TOLD) system are displayed in magenta; refer to the Flight Management System for details about the
TOLD system. Vspeed references derived from the flight crew are displayed in cyan. By default, all Vspeed
values are reset and all bugs disabled during system start-up.

Crew- TOLD
Vspeed Supplied Computed
Bug Bug
V1 1 1
VR R R
Takeoff

V2 2 2
VFTO FTO FTO
Crew- TOLD
Vspeed Supplied Computed
Landing

Bug Bug
VREF RF RF
VAPP AP AP

Table 2-1  Vspeed Bug Labels

The Speed Bugs Screen provides controls for the flight crew to enable, disable, or modify Vspeed reference
values. On this screen, Vspeed references are grouped into Takeoff and Landing Tabs. When the flight crew
accesses this screen on the ground, the Takeoff Tab is selected; the Landing Tab is selected if this screen is
accessed when the aircraft is in the air. If the system does not have a value for a Vspeed reference, cyan dashes
‘---’ appear for the reference on the Speed Bugs Screen, the enable/disable button for the Vspeed is subdued,
and the corresponding bug will not be displayed on the airspeed tape. If the aircraft is not in the configuration
the TOLD system used to compute an enabled Vspeed, amber dashes ‘---’ appear on the airspeed tape next to
the magenta Vspeed bug.
If the flight crew manually provides a Vspeed reference value or changes the value of a Vspeed reference
calculated by the TOLD System, a pencil icon appears next to all Vspeed reference values in the active tab, and
these Vspeed references are displayed in cyan. In cases where a given takeoff Vspeed must be equal to or higher
than another Vspeed, the system automatically enters the minimum value for the related Vspeed in cyan If the
aircraft is on the ground, the Takeoff Tab is highlighted when the Speed Bugs screen is viewed. If the aircraft
is in the air, the Landing Tab is highlighted.

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Selected Vspeed
Reference

Figure 2-4  Speed Bugs Screen with TOLD- Figure 2-5  Entering a new value manually for
calculated references the selected reference

NOTE: Steep approaches are not supported by Landing Data calculations.

Manually changing Vspeeds and enabling/disabling Vspeed bugs:

1) From PFD Home, touch Speed Bugs.
Or:
From Home, touch Perf > Speed Bugs.
2) If necessary, touch the Takeoff or Landing Tab.
3) Scroll as necessary, and touch the enable/disable button for the corresponding Vspeed.
4) To change a Vspeed value, touch the datafield button for the corresponding Vspeed. Then enter a value for the
selected Vspeed using either the Keypad or the large and small right knobs. When finished, touch Enter or push
the right knob. The pencil icon next to the Vspeed value indicates the Vspeed is a pilot-entered value.

Flight Crew
Entered
Vspeed
Values

Figure 2-6  Pilot-Entered Vspeed

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Enabling/disabling all Takeoff or Landing Vspeed bugs:

1) From PFD Home, touch Speed Bugs.
Or:
From Home, touch Perf > Speed Bugs.
2) Touch either the Takeoff or Landing Tab.
3) To enable all Vspeed bugs in the selected tab, touch the All On Button. To disable all Vspeed bugs in the
selected tab, touch the All Off Button.
Restoring all Vspeed defaults:
1) From PFD Home, touch Speed Bugs.
Or:
From Home, touch Perf > Speed Bugs.
2) Touch Restore All Defaults Button. The system restores all takeoff and landing Vspeed reference settings to
their default values, and disables the display of all Vspeed bugs.
The system displays a ‘VSPEEDS’ annunciation below the airspeed tape to remind the flight crew to enable
vspeed bugs for takeoff or landing in certain conditions.
When the aircraft is on the ground, an amber ‘VSPEEDS’ annunciation appears when one or more takeoff
vspeed bugs are disabled, and no landing vspeed bugs are enabled.
When executing an approach, a white ‘VSPEEDS’ annunciation appears when one or more landing vspeed
bugs are disabled, and no takeoff bugs are enabled. The Mach Number, when displayed, takes precedence over
this annunciation.
Enable Takeoff Vspeeds Enable Landing Vspeeds

Figure 2-7  Vspeed Bug Reminder Annunciation

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ATTITUDE INDICATOR
Attitude information is displayed over a virtual blue sky and brown ground with a white horizon line. The
Attitude Indicator displays the pitch, roll, and slip/skid information.
9
1 Roll Pointer
8 2 Roll Scale
1
3 Horizon Line
7
2 4 Aircraft Symbol
(Formatted for Single-cue
6 Command Bars)
3 5 Land Representation
6 Pitch Scale
7 Slip/Skid Indicator
4 8 Sky Representation
5
9 Roll Scale Zero
Figure 2-8  Attitude Indicator
The horizon line is part of the pitch scale. Above and below the horizon line, major pitch marks and numeric
labels are shown every 5˚. Between 20˚ below to 20˚ above the horizon line, minor pitch marks occur every
2.5˚.
The inverted white triangle indicates zero on the roll scale. Major tick marks at 30˚ and 60˚ and minor tick
marks at 10˚, 20˚, and 45˚ are shown to the left and right of the zero. Angle of bank is indicated by the position
of the pointer on the roll scale.
The Slip/Skid Indicator is the bar beneath the roll pointer. The indicator bar moves with the roll pointer and
moves laterally away from the pointer to indicate uncoordinated flight. Slip (inside the turn) or skid (outside
the turn) is indicated by the location of the bar relative to the pointer.
The Attitude Indicator also provides pitch cues to comply with TCAS II Resolution Advisories; see the Hazard
Avoidance Section for details.
The Pitch Limit Indicator appears on the pitch scale if the aircraft is near a stall condition; refer to the Angle
of Attack discussion later in this section for more information.

Figure 2-9  Slip/Skid Indication

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The white symbolic aircraft on the Attitude Indicator changes appearance based on selection of AFCS flight
director Command Bar format (see the AFCS Section for details). Both PFDs show the same Command
Bar format and Aircraft Symbol. The Command Bar format (single cue or dual cue) may be selected on the
Touchscreen Controllers.

Single Cue Symbolic Aircraft Dual Cue Symbolic Aircraft

Figure 2-10  Flight Director/Symbolic Aircraft Format Settings

Changing Command Bar and Aircraft Symbol format:

1) From PFD Home, touch PFD Settings.
Or:
From Home, touch Utilities > Setup > Avionics Settings > System Tab.
2) Touch the Flight Director Active Format button.
3) Touch either the Single Cue or Dual Cue Button.

ATTITUDE MODE

NOTE: Refer to Appendix A for specific AHRS alert information.

The Latitude uses the LCR-100N for an Attitude and Heading Reference System (AHRS). Refer to the LCR-
100N documentation for more information on modes of operation, capabilities and limitations.
The LCR-100N can be set to operate in an attitude only mode (ATT Mode).
Entering attitude only mode (ATT Mode):
1) From PFD Home, touch Sensors.
2) With the PFD Tab selected, touch the ATT Mode Button.
3) A confirmation window appears. Touch OK to enter attitude only mode, or touch Cancel to return to the
previous screen.

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ALTIMETER
The Altimeter displays 1000 feet of barometric altitude values at a time on a moving tape rolling number
gauge. Numeric labels and major tick marks are shown at intervals of 500 feet. Minor tick marks are at
intervals of 100 feet. The current altitude is displayed in the black pointer.
The Selected Altitude is displayed above the Altimeter in the box indicated by a selection bug symbol. A bug
corresponding to this altitude is shown on the tape. If the Selected Altitude exceeds the range shown on the
tape, the bug appears at the corresponding edge of the tape. When the metric value is selected it is displayed
in a separate box below the Selected Altitude.
A magenta Altitude Trend Vector extends up or down the left of the altitude tape, the end resting at the
approximate altitude to be reached in 6 seconds at the current vertical speed. The trend vector is not shown if
altitude remains constant or if data needed for calculation is not available due to a system failure.
ALTIMETER SETTINGS
Turning the BARO Knob changes the altimeter barometric pressure setting. Pushing the BARO Knob
will set standard barometric pressure (29.92), displayed as ‘STD BARO’. If ‘STD BARO’ has been set prior to
turning the BARO Knob, an ‘Altimeter Setting Preview’ Window is displayed upon turning the knob. This
feature allows setting the altimeter prior to descending below the standard barometric transition altitude.
Pushing the BARO Knob after descending through the transition sets the previewed value to the current
altimeter setting.

NOTE: Adjusting the altimeter barometric setting creates discontinuities in VNAV vertical deviation, moving
the descent path. For large adjustments, it may take several minutes for the aircraft to re-establish on the
descent path. If the change is made while nearing a waypoint with a VNAV Target Altitude, the aircraft may
not re-establish on the descent path in time to meet the vertical constraint.
1) Turn the BARO Knob to select the desired setting. If the setting is entered into the Altimeter Setting Preview
Window, proceed to step 2.
2) Push the BARO Knob after descending past the barometric transition altitude.

Selecting standard barometric pressure:

Push the BARO Knob to select standard pressure; STD BARO is displayed in the Barometric Setting box.


Changing altimeter barometric pressure setting units:

1) From PFD Home, touch PFD Settings.
2) Scroll down, and touch the Baro Select Units button.
3) Touch either the Inches (IN) or Hectopascals (HPA) Button.
If the barometric altimeter settings differ between PFDs, the displays turn amber.
If either PFD controller fails, the copilot-side barometric pressure setting will automatically synchronize
with the pilot-side barometric pressure setting.

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BARO QFE ALTIMETER SETTINGS

BARO QFE is the isobaric surface pressure at the airfield reference point. With BARO QFE set, the altimeter
will indicate zero at the airfield reference point or the touch-down zone of the runway in use. At other
altitudes, the altimeter will read an indication of the height above the reference point. A BARO QFE altimeter
setting should only be used in the terminal environment for the corresponding issuing airport to ensure
adequate obstacle clearance.
Setting the BARO QFE:
1) From Home, touch Utilities >Setup > Avionics Settings.
2) Touch the Units Tab.
3) Touch the BARO QFE or Reference ELEV Button to display the keypad.
4) Manually enter the QFE Altitude using the Keypad or large and small right knobs.
Or:
Touch the Use FMS Origin Button or Use FMS Destination Button to use the field elevation for the respective

origin or destination airport as the reference field elevation value. If the flight plan does not contain an origin or
destination airport, the respective button(s) are subdued.
Setting BARO QFE can also be done from the L PFD GTC or R PFD GTC via the PFD Settings Screen.

Figure 2-11  BARO QFE Altimeter Settings

During QFE operations, an annunciation will be displayed to the left of the altimeter.

Figure 2-12  BARO QFE Altimeter Annunciation on the PFD

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BARO QFE will be set to armed mode as indicated on the PFD by a black ‘QFE’ text on a white background
if either PFD baro altimeter is set to STD BARO and BARO QFE is set to ‘On’. QFE mode should be enabled
and the Baro setting should be set to the QFE setting in conjunction with each other. This can be done
automatically by arming QFE while the baro setting is still set to STD BARO ahead of time, then at the desired
time set the baro setting on the PFD to the proper setting when QFE operation is required.
When both baro settings are set to something other than STD BARO with QFE armed, it will automatically
become active.
When the QFE is ACTIVE and the pilot set the baro to STD, the QFE function is deactivated.

Figure 2-13  BARO QFE Altimeter Annunciation in Armed Mode

SELECTED ALTITUDE
Setting the Selected Altitude:
Turn the ALT Knob on the AFCS Controller to update the Selected Altitude in 1000-ft increments or push and

hold the ALT Knob to update the Selected Altitude in 100-ft increments.
If set, the Minimum Descent Altitude/Decision Height (MDA/DH) value is also available for the Selected altitude.

If desired, push the ALT Knob to synchronize the selected altitude with the displayed altitude to the nearest 10

ft.
Selected
Altitude Selected
Altitude
(Meters)

Altitude Current
Trend Altitude
Vector (Meters)
Selected Current
Altitude Altitude
Bug
MDA/DH
Bug

Barometric
Barometric Setting Box
Setting Box (Hectopascals)
Figure 2-14  Altimeter

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COMPLEMENTARY UNITS OVERLAY

The Altimeter displays the current altitude and Selected Altitude in feet. If desired, altitudes can also be
displayed in complementary units as an overlay. Note the altitude tape does not change scale when the
overlay is enabled.
Enabling/disabling complementary units overlay on the Altimeter:
1) From PFD Home, touch PFD Settings.
2) Scroll down until Meters Overlay Enable becomes visible.
3) To turn the function on or off, touch the Meters Overlay Enable Button. An illuminated green annunciator
below ‘Enable’ indicates the function is on.
BAROMETRIC TRANSITION ALTITUDE ALERTS
A Baro Transition Alert is provided to alert the pilot to change the barometric pressure setting when crossing
the transition altitude in either direction. This is displayed by the flashing cyan barometric pressure setting
when crossing the transition altitude.
Setting the Baro Transition Alerts:
1) From Home, touch Utilities > Setup > Avionics Settings.
2) Touch the Alerts Tab.
• To turn the alert on or off, touch the Baro Transition Alert Enable Button.
• To set or change the Baro Transition Alert Altitude, touch the Baro Transition Alert Data Field. Enter the
desired altitude on the keypad, and touch Enter.

Figure 2-15  Baro Transition Alert

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VERTICAL SPEED INDICATOR (VSI)

The Vertical Speed Indicator (VSI) displays the aircraft vertical speed on a fixed scale with labels at 2000,
4000, and 6000 fpm and minor tick marks every 1000 fpm. Digits appear in the pointer when the climb or
descent rate is greater than 100 fpm. If the rate of ascent/descent exceeds 6000 fpm, the pointer appears at the
edge of the tape and the rate appears inside the pointer.
A magenta chevron is displayed on the VSI to indicate the Required Vertical Speed for reaching a VNAV target
altitude once the “TOD [Top of Descent] within 1 minute” alert has generated. See the Flight Management and
AFCS sections for details on VNAV features. The VSI also provides vertical speed guidance during TCAS II
Resolution Advisories; see the Hazard Avoidance section for details.
VERTICAL DEVIATION INDICATOR (VDI)
When Vertical Navigation (VNAV) is being used, the Vertical Deviation Indicator (VDI) appears to the left of
the altimeter and is displayed with a magenta ‘V’ at the top of the scale and a magenta chevron indicating the
vertical deviation. The VDI appears in conjunction with the “TOD within 1 minute” alert. The VDI is removed
from the display if vertical deviation becomes invalid. See the Flight Management Section for details on VNAV
features.
The Glideslope Indicator appears to the left of the Altimeter whenever an ILS frequency is tuned in the
active NAV field. A green diamond acts as the Glideslope Indicator, like a glideslope needle on a conventional
indicator. The Glideslope Preview, a hollow gray diamond, is displayed when the navigation source is set to FMS,
in addition to a localizer frequency being tuned on the navigation receiver and receiving glideslope information.
When the system auto-switches the active navigation source to the localizer frequency the Glideslope Indicator
is displayed as a solid green diamond. If a localizer frequency is tuned and there is no glideslope, “NO GS” is
displayed in place of the diamond.
VNAV Target
Altitude

Vertical
Speed
Indicator

Vertical
Deviation Vertical
Indicator Speed
Pointer
Required
Vertical
Speed
Indicator

Figure 2-16  Vertical Speed and Figure 2-17  Glideslope Indicator

Deviation Indicators (VSI and VDI)

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NOTE: The Glidepath Indicator appears on the display as soon as the Final Approach Fix (FAF) becomes the
active waypoint. Depending on procedure design, pilot action, and/or ATC clearance, the aircraft may be
centered on or above the glidepath when the Glidepath Indicator appears.

NOTE: When the temperature is warmer than a standard day, the system-generated glidepath guidance for
a non-precision approach may cross below the FAF minimum altitude restriction.
The Glidepath Indicator is a vertical deviation scale for FMS approaches supporting SBAS vertical guidance
(LNAV+V, L/VNAV, LPV). The Glidepath Indicator, a magenta diamond appears on the display as soon as the
Final Approach Fix (FAF) becomes the active waypoint, and FMS is the selected navigation source. Full-scale
deflection (two dots), is angular with upper and lower limits. The upper limit is +/-492 feet (150 meters) and
lower limits depend on approach service level to as follows:
-- LNAV/VNAV, LNAV+V, LP+V, and RNP is +/- 148 feet (45 meters).
-- LPV is +/- 49 feet (15 meters).
If the approach downgrades past the final approach fix (FAF), “NO GP” is displayed in place of the diamond.
While executing an LNAV/VNAV approach or RNP approach, and between the FAF and MAP, the Vertical
Deviation Limit Indicators appear as vertical white lines indicating the area where deviation exceeds allowable
limits for the glidepath. The Vertical Deviation Limit Indicator provides a scaled representation of +/- 75 feet
of the calculated glidepath. The “window” between the lines represents the area of acceptable deviation. The
length of the lines will change while progressing through the final approach. When the Glidepath Indicator
enters an excessive deviation area, the Glidepath and Vertical Deviation Limit Indicators are amber.
When the AFCS is coupled to the VNAV Path Descent Mode (V PATH) while inbound to the FAF waypoint, a
hollow gray diamond or solid gray pentagon (if baro-VNAV is used for vertical guidance) is displayed to indicate
the Glidepath Preview. The glidepath preview, remains displayed until the AFCS captures the glidepath, at this
point the glidepath indicator will change from the gray (preview) to the active (magenta).
If the AFCS is not coupled to the V PATH, the magenta glidepath indicator will be displayed as soon as the
approach becomes active and the FAF is the next active waypoint. For more information on V PATH refer to
AFCS section for further details.
While executing an LNAV/VNAV approach and SBAS is unavailable or disabled, Baro-VNAV (barometric
vertical navigation) is used for vertical guidance. This occurs due to any of the following conditions:
-- SBAS fails or becomes unavailable prior to the FAF
-- The aircraft is outside of SBAS coverage
-- SBAS is manually disabled on the ‘Aux - GPS Status’ Page
Baro-VNAV is also the source of vertical approach guidance if the LNAV/VNAV procedure does not support
SBAS vertical guidance. Garmin’s Baro-VNAV system is automatically temperature-compensated for the final
approach segment. In context of GPS LNAV/VNAV approaches, the system generated Glidepath is automatically
compensated for temperature variation in both SBAS and Baro-VNAV modes; therefore, the uncompensated
Baro-VNAV temperature restriction published on some LNAV/VNAV approach plates does not apply.

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However, in regards to approach altitudes and minimums, cold temperature limits (as indicated by a snowflake
symbol on the approach plate) may apply in accordance with regulatory agency requirements. Thus, manual
entry of temperature compensation for approach loaded altitudes and approach minimums may be done. For
more information, refer to the Flight Managment Section.

Restriction does not

Cold Temperature apply to Garmin’s
Limit requires Baro-VNAV system
manual entry
of temp. comp.
for approach
loaded altitudes
and approach
minimums
Figure 2-18  Example of Approach with Cold Temperature Limit

While Baro-VNAV is being used, the Glidepath Indicator appears as a magenta pentagon. If the approach
downgrades past the final approach fix (FAF), “NO GP” is displayed in place of the pentagon.

Glidepath
Glidepath Preview when Vertical
Preview Baro-VNAV is Deviation
used for vertical Limit
guidance Indicator
Glidepath Glidepath
Indicator Indicator

Figure 2-19  Glidepath Indicator Figure 2-20  Glidepath Indicator (Baro-VNAV)

and Vertical Deviation Limit Indicators

During Category (CAT) II approaches, excessive deviation indicators will be displayed to alert the pilot when
either the Localizer or Glideslope deviation trips these monitors. These excessive deviation indicators are
displayed as white lines along the VDI for Glideslope deviation, and white bars on the CDI for Localizer
deviation. These indicators range from the respective full scale limits to the point corresponding with the
excessive deviation threshold. Tripping the excessive deviation indicators has no effect on the CAT II state;
they are merely advisory. When excessive Glideslope deviation is detected, the VDI diamond and the excessive
Glideslope deviation indicator turn amber.

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VERTICAL NAVIGATION (VNAV) INDICATIONS

When a VNAV flight plan has been activated, VNAV indications (VNAV Target Altitude, RSVI, VDI) appear on
the PFD in conjunction with the “TOD within 1 minute” message and double chime aural alert. See the Flight
Management section for details on VNAV features.

VNAV Target
Altitude
Vertical
Deviation
Indicator

Required
Vertical
Speed Bug
FMS is
Selected
Navigation
Source

Top of Descent
Message
Figure 2-21  Vertical Navigation Indications (PFD)

VNAV Indication Removed

Criteria Required Vertical Vertical VNAV Target
Speed (RSVI) Deviation (VDI) Altitude
Aircraft > 1 min before the next TOD due to flight plan
X X X
change.
VNAV cancelled. X X X
Distance to active waypoint cannot be computed
due to unsupported flight plan leg type (see Flight X X X
Management Section).
Aircraft > 250 feet below active VNAV Target Altitude. X X X
Current crosstrack or track angle error has exceeded
X X X
75º limit.
Active altitude-constrained waypoint can not be
reached within maximum allowed flight path angle X X
and vertical speed.

Table 2-2  VNAV Indication Removal Criteria

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CATEGORY II APPROACH INDICATIONS (OPTIONAL)

The system provides Category II precision approach (APR2) capabilities. During a Category II Approach, the
system will maintain lateral tracking of the Localizer beam and vertical tracking of the Glideslope beam until
the aircraft is 100 ft above the runway (as determined by a radar altimeter).
Category II ILS Approach operations require (prior to glideslope capture) that Autopilot be engaged, radar
altimeter minimums be selected/set to a value ranging from 100-199 and minimum of one GPS sensor enabled/
operating normally. Furthermore, after glideslope intercept, Category II operations can only be maintained if
Autopilot remains continuously engaged throughout the approach. Category II ILS Operations may be flown
with Autothrottle On or Off.
APR2 mode annunciation (displayed on PFD) will be removed upon initiation of missed approach procedure.
The following mode annunciations convey the system state:

Annunciation Indication Description

APR2 APR2 mode is armed. All preperatory items (prior to glideslope cature) have been met.
APR2 is active. APR2 monitors are active, conditions are satisfied,
APR2 APR2 mode is active: Dual FD.
and LOC and GS are captured.
APR2 capability is lost due to autopilot disengagement, system
APR2 APR2 capability is lost. failure or lack of data integrity. This annunciation will flash for 5
seconds when APR2 capability is lost and then remain solid amber.
APR2 NOT APR2 is not available due to system fault or missing data/function.
APR2 is not available
AVAIL This annunciation is displayed as a CAS message.

Table 2-3  APR2 Symbology

The APR2 annunciations will be displayed above and to the left of the bank indicator as follows:

Figure 2-22  APR2 Active Annunciation

When APR2 functionality is lost due to flight director miscompare, loss of APR2 will be displayed as follows:

Figure 2-23  Loss of APR2

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EXCESSIVE GLIDESLOPE/LOCALIZER DEVIATION

During CAT II approaches, excessive deviation indicators will be displayed to alert the pilot when either the
Localizer or Glideslope deviation trips these monitors. These excessive deviation indicators are displayed as
white lines along the VDI for Glideslope deviation, and white bars on the CDI for Localizer deviation. These
indicators range from the respective full scale limits to the point corresponding with the excessive deviation
threshold. When excessive Glideslope deviation is detected, the VDI diamond and the excessive Glideslope
deviation indicator turn amber.

Figure 2-24  Excessive Glideslope Deviation

Likewise, when excessive Localizer deviation is detected, the CDI needle and the excessive Localizer
deviation indicator may turn amber. To reduce pilot distractions during critical phases of flight, the amber
excessive deviation alerting will only be required in a range of zero to 300 feet above the approach minimums.
Additionally, this alerting can be enabled within a configurable AGL height range (with a default range of 100
to 800 feet AGL) with a configurable delay (defaulted to 0.5 seconds).

Figure 2-25  Excessive Localizer Deviation

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HORIZONTAL SITUATION INDICATOR (HSI)

The Horizontal Situation Indicator (HSI) displays a rotating compass card in a heading-up orientation. Letters
indicate the cardinal points and numeric labels occur every 30˚. Major tick marks are at 10˚ intervals and minor
tick marks at 5˚ intervals. A digital reading of the current heading appears on top of the HSI, and the current
track is represented on the HSI by a magenta diamond. The HSI also presents turn rate, course deviation,
bearing, and navigation source information.
The HSI contains a Course Deviation Indicator (CDI), with a Course Pointer, To/From Indicator, and a sliding
deviation bar and scale. The course pointer is a single line arrow (FMS, VOR1, and LOC1) or a double line
arrow (VOR2 and LOC2) which points in the direction of the set course. The To/From arrow rotates with the
course pointer and is displayed when the active NAVAID is received.
15 14 13

1
2 12

3 11

4 10
5
6
9
7
8

1 Turn Rate Indicator 9 Lateral Deviation Scale

2 Selected Heading 10 RNP Value/Approach Service Level
3 Current Track Indicator 11 Course Pointer
4 Navigation Source 12 Desired Track/Selected Course
5 Aircraft Symbol 13 Turn Rate and Heading Trend Vector
6 Course Deviation Indicator (CDI) 14 Current Heading
7 Rotating Compass Card 15 Lubber Line
8 OBS Mode Active

Figure 2-26  Horizontal Situation Indicator

A digital display of the current heading appears on top of the HSI. The current track is represented on the
HSI by a magenta diamond. To the upper left of the HSI, the Selected Heading is shown in cyan; the cyan bug
on the compass rose corresponds to the Selected Heading. The Desired Track (DTK) is shown in magenta to
the upper right of the HSI when the selected navigation source is FMS and OBS mode is not active. The Selected
Course (CRS) is shown to the upper right of the HSI in green when the selected navigation source is VOR or
LOC and in magenta when the selected navigation source is FMS with OBS mode active.

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NOTE: When OBS mode is active to a VOR waypoint, the course pointer and current track indicator are
relative to the published magnetic variation of the VOR which can be outdated with respect to the current
magnetic variation. Consequently, in OBS mode a slight offset may exist between indicated heading and
selected course and track indicator even when there is no crosswind.

Adjusting the selected heading:

Turn the HDG Knob to set the Selected Heading on both PFDs.
Or:
Push the HDG Knob to synchronize the bug to the current heading.
Adjusting the Selected Course:
Turn the CRS Knob to set the Selected Course (for each PFD).
Push the CRS Knob to re-center the CDI and return the course pointer to the bearing of the active waypoint or

navigation station.
Current Heading Heading Bug

Selected Selected
Heading Course

Figure 2-27  Heading and Course Indications (Magnetic)

Navigation angles (track, heading, course, bearing) are corrected to the computed magnetic variation or
referenced to true north (denoted ‘T’), and are set on the MFD Touchscreen Controller Avionics Settings Screen.
When an approach referenced to true north has been loaded into the flight plan, the system generates a message
to change the navigation angle setting to ‘True’ at the appropriate time.

Figure 2-28  Heading and Course Indications (True)

Changing the navigation angle setting:

1) From Home, touch Utilities >Setup > Avionics Settings.
2) Touch the Units Tab.
3) Touch the Nav Angle Button.
4) Touch either the Magnetic ( º ) or True ( ºT ) Button.

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Figure 2-29  Navigation Angle Settings

TURN RATE INDICATOR

The Turn Rate Indicator is located directly above the rotating compass card. Tick marks to the left and right
of the lubber line denote half-standard and standard turn rates. A magenta Turn Rate Trend Vector shows the
current turn rate. The end of the trend vector gives the heading predicted in six seconds, based on the present
turn rate. A standard-rate turn is shown on the indicator by the trend vector stopping at the standard turn
rate tick mark, corresponding to a predicted heading of 18˚ from the current heading. At rates greater than 4
deg/sec, an arrowhead appears at the end of the magenta trend vector and the prediction is no longer valid.
Half-standard
Turn Rate
Arrow Shown
Standard for Turn Rate
Turn Rate > 4 deg/sec

Figure 2-30  Turn Rate Indicator and Trend Vector

BEARING POINTERS
Two bearing pointers and associated information can be displayed on the HSI for NAV and FMS sources by
touching the Bearing 1 Button or the Bearing 2 Button on the PFD Home Screen. The bearing pointers are
cyan and are single-line (Bearing 1) or double-line (Bearing 2). A pointer symbol is shown in the NAV/DME
Information Windows to indicate the navigation source. The bearing pointers never override the CDI and are
visually separated from the CDI by a white ring. Bearing pointers may be selected but not necessarily visible
due to data unavailability.

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Bearing 2
Pointer

Bearing 1
Pointer
Distance
Bearing to Bearing
Source 1 Source

Bearing
Source 2

Figure 2-31  HSI with Bearing and Distance Information

When a bearing pointer is displayed, the information associated with it is also appears. The following
information is displayed to the below the HSI:
»» Bearing source (NAV, FMS, or ADF) »» Station/waypoint identifier (NAV, FMS)
»» Pointer icon (Bearing 1 = single line, Bearing 2 »» GPS-derived great circle distance to bearing
= double line) source
»» Frequency (NAV)
When the NAV radio is tuned to an ILS frequency, the bearing source and bearing pointer are removed
from the HSI. When NAV1 or NAV2 is the selected bearing source, the frequency is replaced by the station
identifier when the station is within range. If FMS is the bearing source, the active waypoint identifier is
displayed in lieu of a frequency.
The bearing pointer is removed from the HSI and dashes are displayed in place of the frequency or waypoint
identifier if the NAV radio is not receiving the tuned VOR station or if FMS is the bearing source and there is
no active waypoint.
If the GPS-derived great circle distance to the bearing source is not available, dashes appear instead of the
distance.
Selecting bearing display and changing sources:
1) From PFD Home, touch the Bearing 1 Button or the Bearing 2 Button to display the desired bearing pointer
and information with a NAV1 or NAV2 source, respectively.
2) Touch the Bearing 1 or Bearing 2 Button again to change the bearing source to FMS.
3) Touch the Bearing 1 or Bearing 2 Button again to change the bearing source to ADF1 or ADF2, respectively.
4) To remove the bearing pointer and information, touch the Bearing 1 or Bearing 2 Button again.

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COURSE DEVIATION INDICATOR (CDI)

The Course Deviation Indicator (CDI) moves left or right from the course pointer along a lateral deviation
scale to display aircraft position relative to the course. If the course deviation data is not valid, the CDI is not
displayed.

Navigation
Source Scale

Crosstrack
Error
CDI

Figure 2-32  Course Deviation Indicator

When an RNP AR procedure (SID, STAR, or approach) is active and the RNP value currently in use is less
than 1.0 nm, the HSI will display an excessive lateral deviation indicator. The indicator shows the acceptable
range of lateral course deviation and changes color as a warning if the deviation exceeds the current RNP value.

Figure 2-33  Standard HSI Deviation Alert

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Figure 2-34  Arc HSI Deviation Alert

The CDI can show FMS, VOR, or LOC as the navigation source. Color indicates the current navigation
source, magenta for FMS and green for VOR and LOC. The full scale limits for the CDI are defined by an FMS-
derived distance when coupled to the FMS. If the CDI exceeds the maximum deviation on the scale (two dots)
while navigating with FMS, the crosstrack error (XTK) is displayed below the white aircraft symbol. When
navigating using a VOR or localizer (LOC), the CDI scale indicates five degrees for the first dot and 10 degrees
for the second dot.
When navigating with FMS and an ILS or localizer approach is activated, a preview of the approach course is
indicated by the dashed gray pointer and CDI on the HSI. As the aircraft approaches the final approach course,
the two course pointers converge. When the system auto-switches to the localizer NAV source, the pointer and
CDI will change to green.

Figure 2-35  Navigation Sources

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Changing navigation sources:

1) From PFD Home, touch the Nav Source Button to change from FMS to VOR1/DME1 or LOC1/DME1.
2) Touch the Nav Source Button again to change from VOR1/DME1 or LOC1/DME1 to VOR2/DME2 or LOC2/
DME2.
3) Touch the Nav Source Button a third time to return to FMS.

Figure 2-36  Selecting a Navigation Source

The system automatically switches from FMS to LOC navigation source and changes the CDI scaling
accordingly when all of the following occur:
-- A localizer or ILS approach has been loaded into the active flight plan.
-- The final approach fix (FAF) is the active waypoint, the FAF is less than 15 nm away, and the aircraft is moving
toward the FAF.
-- A valid localizer frequency has been tuned.
-- The FMS CDI deviation is less than 1.2 times full-scale deflection.
The system does not automatically switch from FMS to LOC navigation source until the AFCS captures the
LOC mode. This means that unless the crew arms the LOC mode using the APPR button, the system will not
automatically transition to LOC.
Activating a Vector-to-Final (VTF) causes the CDI to switch to LOC navigation source. FMS steering guidance
is not provided after this switch.
On some ILS approaches where the glideslope intercept point is at or in close proximity to the fix prior to the
FAF, it is possible to be above the glideslope when the navigation source automatically switches from GPS to
LOC. The probability of this occurring varies based on air temperature.

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 FLIGHT INSTRUMENTS

Fix Prior to the FAF

Glideslope Intercept Point

Figure 2-37  ILS Approach with Glideslope Intercept Point at Fix Prior to the FAF

FMS RNP SETTING

GPS is the only sensor that meets the rigorous analysis necessary for RNP integrity requirements. Current
position, manual position updates, current flight phase mode, Estimated Position Error (EPE), and RNP
setting is accessed from the RNP/EPE Tab on the ‘Sensors’ Screen.
The RNP setting is automatically set by the system based upon the current phase of flight or information
from the navigation database. The RNP setting may be manually adjusted to a lower RNP value. A higher
RNP setting may only be entered if the current flight phase is enroute or oceanic and the database does not
dictate a lower number. If RNP has been manually overridden, it will persist until canceled, power is cycled,
or until the system sequences onto a leg that requires a lower RNP.

NOTE: The RNP for the next leg becomes effective 1 nm prior to the waypoint. If the system cannot support
the next leg RNP value at this time, the ‘UNABLE RNP’ system message will occur..

Manually setting the RNP value:

1) From PFD Home, touch Sensors.
Or:
From Home, touch Utilities > FMS Sensors.
2) Touch the RNP/EPE Tab.
3) Touch the RNP Button to display the keypad.
4) Enter the new RNP setting.
5) Touch the Enter Button or push the right knob. The new setting is now displayed in the RNP Button.

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Figure 2-38  Sensors Display (RNP/EPE Tab) Figure 2-39  Sensors Display (RNP/EPE Tab)

Pencil Indicates
Manual Entry

Figure 2-40  Manual RNP Setting

Canceling manual RNP setting:

1) From PFD Home, touch Sensors.
Or:
From Home, touch Utilities > FMS Sensors.
2) Touch the RNP/EPE Tab.
3) Touch the RNP Button.
4) Touch the Restore Default Button. The system now automatically sets the RNP.

FMS CDI SCALING

Note: The navigation databases used in Garmin navigation systems contain RNP AR (Authorization Required)
special procedures. Prior to flying these procedures, pilots must have specific local authority authorization,
training, and possession of the corresponding current, and legitimately-sourced chart (approach plate, etc.).
Inclusion of the RNP AR in the navigation database DOES NOT imply specific local authority authorization
to fly the procedure.
When FMS is the selected navigation source, the flight plan legs are sequenced automatically and
annunciations appear on the HSI for the flight phase. Flight phase annunciations are normally shown in
magenta, but when cautionary conditions exist the color changes to amber. If the current leg in the flight plan
is a heading leg, ‘HDG LEG’ is annunciated in magenta beneath the aircraft symbol.

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The GPS CDI scale automatically adjusts to the desired limits based upon the current phase of flight.
CDI Full-scale Deflection

2.0 nm
1.0 nm

1.0 nm

1.0 nm
0.3 nm*

0.3 nm*
Refer to accompanying
approach CDI scaling figures

RNP 0.30* RNP 1.00 RNP 2.00 RNP 1.00 Approach RNP 0.30*
(Departure) (Terminal) (Enroute) (Terminal) (Missed Approach)

* CDI 1.0 nm with RNP 1.00 Annunciated on HSI when not aligned with departure runway.
Figure 2-41  Automatic CDI Scaling

»» Once a departure procedure is activated, the CDI is scaled for departure (0.3 nm).
»» The system switches from departure to terminal CDI scaling (1.0 nm) under the following conditions:
ƒƒ The next leg in the departure procedure is not aligned with the departure runway.
ƒƒ The next leg in the departure procedure is not a CA, CD, CF, CI, CR, DF, FA, FC, FD, FM, IF, or TF leg
(see Glossary for leg type definitions).
ƒƒ After any leg in the departure procedure that is not a CA or FA leg.
»» At 30 nm from the departure airport the enroute phase of flight is automatically entered and CDI scaling
changes to 2.0 nm over a distance of 1.0 nm, except under the following conditions:
ƒƒ When navigating with an active departure procedure, the flight phase and CDI scale does not change
until the aircraft arrives at the last departure waypoint (if more than 30 nm from the departure airport) or
the leg after the last departure waypoint has been activated or a direct-to waypoint is activated.
ƒƒ If after completing the departure procedure the nearest airport is more than 200 nm away from the
aircraft and the approach procedure has not yet commenced, the CDI is scaled for oceanic flight (4.0 nm).
ƒƒ Within 31 nm of the destination airport (terminal area), the CDI scale gradually ramps down from 2.0 nm
to 1.0 nm over a distance of 1.0 nm, except under the following conditions:
ƒƒ Upon reaching the first waypoint of an arrival route that is more than 31 nm from the destination airport,
the flight phase changes to terminal and the CDI scale begins to transition down from 2.0 nm to 1.0 nm
over a distance of 1.0 nm.
ƒƒ When navigating under RNP AR, the CDI scale can transition down past 1.0 nm to 0.3 nm.
»» During approach, the CDI scale ramps down even further. This transition normally occurs within 2.0 nm
of the Final Approach Fix (FAF). The CDI switches to approach scaling automatically once the approach
procedure is active or if Vectors-To-Final (VTF) are selected.
ƒƒ If the active waypoint is the FAF, the ground track and the bearing to the FAF must be within 45° of the
final approach segment course.
ƒƒ If the active waypoint is part of the missed approach procedure, the active leg and the preceding missed
approach legs must be aligned with the final approach segment course and the aircraft must not have
passed the turn initiation point.

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CDI scale is set to the smaller of 0.3 nm

CDI Full-scale Deflection

CDI Full-scale Deflection

or an angle set by the system

1.0 nm
1.0 nm

0.3 nm

0.3 nm
course width
angle based
angle set

350 ft
on database
by system
information
2 nm 2 nm
FAF FAF Landing
Threshold

CDI scale varies if VTF is activated CDI scale varies if VTF is activated

Figure 2-42  Typical LNAV and LNAV+V Approach CDI Scaling Figure 2-43  Typical LNAV/VNAV, LPV, LP+V, LP, and RNP
Approach CDI Scaling
CDI Full-scale Deflection

0.3 to 1.0 nm

0.3 to 1.0 nm
course width
2 nm
FAF Landing
Threshold

Figure 2-44  Typical RNP AR Approach CDI Scaling

»» When a missed approach is activated, the CDI scale changes to 0.3 nm or 0.3 to 1.0 nm for RNP AR.
»» The system automatically switches back to terminal mode under the following conditions:
ƒƒ The next leg in the missed approach procedure is not aligned with the final approach path.
ƒƒ The next leg in the missed approach procedure is not a CA, CD, CF, CI, CR, DF, FA, FC, FD, FM, IF, or TF leg.
ƒƒ After any leg in the missed approach procedure that is not a CA or FA leg.

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Flight Phase Annunciation* Automatic CDI Full-scale Deflection

Departure RNP 0.30 0.3 nm
Terminal RNP 1.00 1.0 nm
Enroute RNP 2.00 2.0 nm
Oceanic RNP 4.00 4.0 nm
Approach
LNAV
(Non-precision)

Approach 1.0 nm decreasing to 350 feet depending on

LNAV + V
(Non-precision with Advisory Vertical Guidance) variables (Figure 2-43)

Approach
VISUAL
(Non-precision with Advisory Vertical Guidance)
Approach
L/VNAV
(LNAV/VNAV)
Approach
LPV
(LPV) 1.0 nm decreasing to a specified course width, then
Approach (LP+V) 0.3 nm, depending on variables (Figure 2-44)
LP+V
(Non-precision with Advisory Vertical Guidance)
Approach
LP
(LP)
0.3 to 1.0 nm decreasing to a specified course
Approach
RNP width, then 0.3 nm, depending on variables
(RNP AR)
(Figure 2-45)
Missed Approach RNP 1.00 0.3 to 1.0 nm
* Flight phase annunciations are normally shown in magenta, but when cautionary conditions exist the color changes to amber.
Table 2-4  Automatic GPS CDI Scaling

OBS MODE

NOTE: VNAV is inhibited while automatic waypoint sequencing has been suspended.
Enabling Omni-bearing Selector (OBS) Mode suspends the automatic sequencing of waypoints in a GPS
flight plan (GPS must be the selected navigation source), but retains the current “active-to” waypoint as the
navigation reference even after passing the waypoint. ‘OBS’ is annunciated to the lower right of the aircraft
symbol when OBS Mode is selected.
While OBS Mode is enabled, a course line is drawn through the “active-to” waypoint on the moving map.
If desired, the course to/from the waypoint can now be adjusted. When OBS Mode is disabled, the system
resumes automatic sequencing of waypoints, and follows the course set in OBS Mode. The flight path on the
moving map retains the modified course line. Sequencing will occur based upon the automatic waypoint
sequencing criteria. Depending on aircraft position, crosstrack error, and turn anticipation arc, the system
may sequence sooner than expected, or to a different waypoint than expected.

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FMS
Selected

OBS Mode
Enabled

Figure 2-45  Omni-bearing Selector (OBS) Mode

Enabling/disabling OBS Mode while navigating an FMS flight plan:

1) From PFD Home, touch the OBS Button to select OBS Mode.
2) Turn the CRS Knob to select the desired course to/from the waypoint. Push the CRS Knob to synchronize the
Selected Course with the bearing to the next waypoint.
3) Touch the OBS Button again to return to automatic waypoint sequencing.
As the aircraft crosses the missed approach point (MAP), automatic approach waypoint sequencing is
suspended. ‘SUSP’ appears on the HSI at the lower right of the aircraft symbol. The OBS Button label
changes to SUSP, indicating the suspension is active. To deactivate the suspension and resume automatic
sequencing of approach waypoints, touch the SUSP Button.

SUSP
Annunciation

Figure 2-46  Suspension of Automatic Waypoint Sequencing

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2.2 SUPPLEMENTAL FLIGHT DATA

In addition to the flight instruments, the PFDs also display various supplemental information, including angle
of attack indications and wind data.
ANGLE OF ATTACK (AOA) INDICATOR
The Angle of Attack (AOA) Indicator appears on the PFD below the airspeed indicator and displays the
normalized angle of attack. White, amber, and red arcs indicate AOA ranges. The pointer color matches the
color of the arc associated with the current AOA value.
The pilot can enable/disable the display of the AOA Indicator on the PFD, or select the auto mode. In auto
mode, the AOA Indicator appears when the landing gear is down and locked, or the flaps position is three
degrees or greater. Otherwise, the AOA Indicator is removed.

Figure 2-47  Angle of Attack (AOA) Indicator

Selecting the AOA Indicator display mode:

1) From PFD Home, touch the PFD Settings.
2) Touch the AOA Button.
3) Touch the On, Off, or Auto Button.
If the angle of attack is within six degrees of a stall condition, a Pitch Limit Indicator appears on the Attitude
Indicator at the corresponding pitch attitude. The Pitch Limit Indicator is subsequently removed when the
angle of attack is seven degrees or greater from a stall condition. The indicator appearance is based on the
selected flight director Command Bar/aircraft symbol format; refer to the Attitude Indicator discussion in this
section for more information.

Single Cue Pitch Limit Indicator Dual Cue Pitch Limit Indicator

Figure 2-48  Pitch Limit Indicator

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NOTE: The Pitch Limit Indicator will continue to be displayed if the autopilot envelope protection fails.

WIND DATA
Wind direction and speed in knots can be displayed on the bottom left of the PFD as shown in the figure
below. When the window is selected for display, but wind information is invalid or unavailable, the system
shows “NO WIND DATA”. Wind data can be displayed in three different ways:
Option 1 Option 2

Option 3 No Data

Figure 2-49  Wind Data

Displaying wind data:

1) From PFD Home, touch PFD Settings.
2) Scroll as necessary, and find the wind option button.
3) Touch desired wind option button (Option 1, Option 2, Option 3, or Off) to change how wind data is
displayed.
• Option 1: Wind direction arrows with headwind and crosswind components (refer to the PFD Wind Component
Reference discussion in the System Overview section).
• Option 2: Wind direction arrow and speed.
• Option 3: Wind direction arrow with direction and speed.
• Off: Removes wind data from the PFD.

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2.3 GARMIN SVT (SYNTHETIC VISION TECHNOLOGY)

WARNING: Use appropriate primary systems for navigation, and for terrain, obstacle, and traffic avoidance.
Garmin SVT is intended as an aid to situational awareness only and may not provide either the accuracy or
reliability upon which to solely base decisions and/or plan maneuvers to avoid terrain, obstacles, or traffic.

NOTE: Do not use the flight path marker as a flight director.

Garmin SVT™ (Synthetic Vision Technology) is a visual enhancement to the system. SVT depicts a forward-
looking attitude display of the topography immediately in front of the aircraft. The field of view is 35.5 degrees
to the left and to the right if the PFD is operating in Full Mode, or 25 degrees to the left and to right in Split
Mode. SVT information is shown on the Primary Flight Display (PFD), or on the Multifunction Display (MFD) in
Reversionary Mode. The depicted imagery is derived from the aircraft attitude, heading, GPS three-dimensional
position, and a 4.9 arc-second database of terrain, obstacles, and other relevant features. The terrain data resolution
of 4.9 arc-seconds, meaning the terrain elevation contours are stored in squares measuring 4.9 arc-seconds on
each side, is required for the operation of SVT. Loss of any of the required data, including temporary loss of the
GPS signal, will cause SVT to be disabled until the required data is restored.
The SVT terrain display shows land contours (colors are consistent with those of the topographical map display),
large water features, towers, and other obstacles over 200’ AGL that are included in the obstacle database. Cultural
features on the ground such as roads, highways, railroad tracks, cities, and state boundaries are not displayed even
if those features are found on the MFD map. The terrain display also includes a north–south east–west grid with
lines oriented with true north and spaced at one arc-minute intervals to assist in orientation relative to the terrain.
The Terrain Awareness and Warning System (TAWS) is integrated within SVT to provide visual and auditory
alerts to indicate the presence of terrain and obstacle threats relevant to the projected flight path. Terrain alerts
are displayed in red and yellow shading on the PFD.
The terrain display is intended for situational awareness only. It may not provide the accuracy or fidelity on
which to base decisions and plan maneuvers to avoid terrain or obstacles. Navigation must not be predicated
solely upon the use of the TAWS terrain or obstacle data displayed by the SVT.
The following SVT enhancements appear on the PFD:
• Flight Path Marker • Runway Display
• Horizon Heading Marks • Terrain Alerting
• Traffic Display • Obstacle Alerting
• Airport Signs • Flight Path Angle Reference

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Figure 2-50  Synthetic Vision Imagery

SVT OPERATION
SVT controls are on the PFD Settings Screen of the PFD Touchscreen Controller. Each SVT feature (SVT
Terrain, Horizon Heading, SVT Airport Signs, Flight Path Marker, and Traffic) has a corresponding Enable
Button. A green annunciator on the button indicates the feature is enabled; a gray annunciator indicates the
feature is disabled.
The Flight Path Marker accompanies the display of SVT Terrain. If desired, SVT Airport Signs and Horizon
Heading can be enabled with the display of SVT Terrain. The Horizon Heading and Flight Path Marker features
are available for display even when SVT Terrain is disabled. The PFD Settings Screen contains the following
SVT controls:
-- SVT Terrain Enable Button shows SVT Terrain and Flight Path Marker.
-- Horizon Heading Enable Button shows heading marks and digits on the zero pitch line.
-- SVT Airport Signs Enable Button shows airport signposts when SVT Terrain is enabled.
-- Flight Path Marker Enable Button shows the Flight Path Marker when SVT Terrain is disabled.
-- SVT Traffic Enable Button shows traffic symbols on the PFD when SVT Terrain is enabled.
-- Flight Path Angle Reference Enable Button shows the Flight Path Reference Angle when SVT Terrain is
enabled or Flight Path Marker is enabled.

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SVT FEATURES

Selected
Altitude

Flight
Path
Marker
Airplane Zero
Symbol Pitch
Line

Synthetic
Terrain

Figure 2-51  SVT on the Primary Flight Display

NOTE: The terrain feature is not a substitute for standard course and altitude deviation information provided
by the altimeter, CDI, and VDI.

ZERO PITCH LINE

The Zero Pitch Line is drawn completely across the display and represents the horizon when the terrain
horizon is difficult to distinguish from other terrain being displayed. It may not align with the terrain
horizon, particularly when the terrain is mountainous or when the aircraft is flown at high altitudes.
TERRAIN ALERTING
Terrain alerting on the synthetic terrain display is triggered by Forward-looking Terrain Avoidance (FLTA)
alerts, and corresponds to the yellow terrain shading for a caution alert and the red shading for a warning
alert on the navigation maps and TAWS Pane. For more detailed information regarding TAWS, refer to the
Hazard Avoidance Section.
In some instances, a terrain or obstacle alert may be issued with no conflict shading displayed on the
synthetic terrain. In these cases, the conflict is outside the SVT field of view to the left or right of the aircraft.

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Terrain
Caution

Terrain
Annunciation

Potential
Impact
Area

Figure 2-52  Terrain Alert

Obstacles are represented on the synthetic terrain display by standard two-dimensional tower symbols
found on map displays. Obstacle symbols appear in the perspective view with relative height above terrain
and distance from the aircraft. Unlike the map displays, which color obstacles relative to the aircraft’s altitude,
obstacles on the synthetic terrain display do not change colors to warm of potential conflict with the aircraft’s
flight path until the obstacle is associated with an actual FLTA alert. Obstacles greater than 1000 feet below
the aircraft altitude are not shown. Obstacles are shown behind the airspeed and altitude displays.

Obstacle
Warning

Obstacle
Caution PULL UP
Annunciation

Potential
Impact
Area

Figure 2-53  Obstacle

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RUNWAYS

WARNING: Do not use Garmin SVT runway depiction as the sole means for determining the proximity of the
aircraft to the runway or for maintaining the proper approach path angle during landing.

NOTE: Not all airports have runways with endpoint data in the database, therefore, these runways are not
displayed.
Runway data provides improved awareness of runway location with respect to the surrounding terrain. All
runway thresholds are depicted at their respective elevations as defined in the database. In some situations,
where threshold elevations differ significantly, crossing runways may appear to be layered. As runways are
displayed, those within 45 degrees of the aircraft heading are displayed in white. Other runways will be gray
in color. When an approach for a specific runway is active, that runway will appear brighter and be outlined
with a white box, regardless of the runway orientation as related to aircraft heading. As the aircraft gets closer
to the runway, more detail such as runway numbers and centerlines will be displayed.

Other
Runway on
Airport
Runway
Selected for
Approach

Figure 2-54  Airport Runways

TRAFFIC

NOTE: Intruder aircraft at or below 500 ft. AGL may not appear on the SVT display or may appear as a
partial symbol.
Traffic symbols are displayed in their approximate locations as determined by the related traffic systems.
Traffic symbols are displayed in three dimensions, appearing larger as they are getting closer, and smaller
when they are further away. Traffic within 250 feet laterally of the aircraft will not appear on the SVT display.
Traffic symbols and coloring are consistent with that used for traffic displayed on the navigation maps and the
Traffic Map Pane. If the traffic altitude is unknown, the traffic will not be displayed on the SVT display. For
more details refer to the traffic system discussion in the Hazard Avoidance section.

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Enabling/disabling SVT Traffic:

1) From PFD Home, touch PFD Settings.
2) If necessary, touch the SVT Traffic Enable Button to enable the display of SVT Traffic (button annunciator is
green).
3) Scroll and touch the SVT Traffic Enable Button.
FLIGHT PATH MARKER
The Flight Path Marker (FPM), also known as a Velocity Vector, is displayed on the PFD at groundspeeds
above 30 knots. The FPM depicts the approximate projected path of the aircraft accounting for wind speed
and direction relative to the three-dimensional terrain display.
The FPM is enabled automatically when the Synthetic Terrain feature is enabled. The FPM represents the
direction of the flight path as it relates to the terrain and obstacles on the display, while the airplane symbol
represents the aircraft heading. The pilot may also enable the FPM manually when the Synthetic Terrain
display is disabled.
Enabling/disabling SVT Terrain with Flight Path Marker:
1) From PFD Home, touch PFD Settings.
2) Touch the SVT Terrain Enable Button. Button annunciator is green when enabled, gray when disabled.
Enabling/disabling the Flight Path Marker (available when SVT Terrain is disabled):
1) From PFD Home, touch PFD Settings.
2) If necessary, touch the SVT Terrain Enable Button to disable the display of SVT Terrain (button annunciator is
gray).
3) Scroll and touch the Flight Path Marker Enable Button.

Flight Path
Marker
(FPM)

Figure 2-55  Flight Path Marker Position is Affected by Wind

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HORIZON HEADING
The Horizon Heading is synchronized with the HSI and shows approximately 60 degrees of compass
heading in 30‑degree increments on the Zero Pitch Line. Horizon Heading tick marks and digits appearing
on the zero pitch line are not visible behind either the airspeed or altitude display. Horizon Heading is used
for general heading awareness, and is activated and deactivated by pressing the Horizon Heading Enable
Button on the Touchscreen Controller.
Enabling/disabling Horizon Headings:
1) From PFD Home, touch PFD Settings.
2) Scroll as necessary, then touch the Horizon Heading Enable Button. Button annunciator is green when enabled,
gray when disabled.
AIRPORT SIGNS
Airport Signs provide a visual representation of airport location and identification on the synthetic terrain
display. When activated, the signs appear on the display when the aircraft is approximately 15 nm from
an airport and disappear at approximately 4.5 nm. Airport signs are shown without the identifier until
the aircraft is approximately eight nautical miles from the airport. Airport signs are not shown behind the
airspeed or altitude display. Airport signs are activated and deactivated by pressing the Enable Button.
Enabling/disabling Airport Signs:
1) From PFD Home, touch PFD Settings.
2) If necessary, touch the SVT Terrain Enable Button to enable the display of SVT Terrain (button annunciator is
green).
3) Scroll and touch the SVT Airport Signs Enable Button.

Airport
Sign with
Identifier
(Between
4.5 nm
Airport Sign and 8 nm)
without
Identifier
(Between
8 nm and
15 nm)

Figure 2-56  Airport Signs

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FLIGHT PATH ANGLE REFERENCE

Flight Path Angle Reference provides a visual indication of the desired climb/descent angle on the SVT
pitch scale. When activated, the Flight Path Angle Reference will serve as a guide for the flight path marker
to ensure the proper vertical flight profile is achieved. Flight Path Angle Reference can be set between -9.9
and +9.9 degrees of pitch.
Flight Path Angle Reference can be displayed when the Synthetic Terrain display is disabled.
Activating and deactivating Flight Path Angle Reference Settings (available when SVT Terrain is
disabled):
1) From PFD Home, touch PFD Settings.
2) If necessary, touch the SVT Terrain Enable Button to enable the display of SVT Terrain (button annunciator is
gray when disabled).
Or:
Scroll and touch the Flight Path Marker Enable Button.
3) If necessary, scroll and touch FPA Reference Enable Button.
4) Touch FPA Reference Angle Button to display the keypad.
5) Enter the new FPA Reference Angle.
6) To turn the function on or off, touch the FPA Reference Enable Button. An illuminated green annunciator below
‘Enable’ indicates the function is on.

FPA
Reference
Line

Figure 2-57  Flight Path Angle Reference

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FIELD OF VIEW
The PFD field of view can be represented on the Navigation Map Pane. Two dashed lines forming a V‑shape
in front of the aircraft symbol on the map, represent the forward viewing area shown on the PFD.
Enabling or Disabling the field of view indication:
1) From Home, touch Map > Map Settings.
2) Touch the Other Tab.
3) Scroll to display the Field of View Annunciator Button.
4) Touch the Field of View Button to enable or disable the field of view indication. A green annunciator on the
button indicates the field of view is enabled. A gray annunciator indicates the field of view is disabled.
The following figure compares the PFD forward looking depiction with the MFD plan view and Field of View
enabled.

Lines
Depict PFD
Field of
View

SVT View on the PFD Field of View on the MFD

Figure 2-58  PFD and MFD Field of View Comparison

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2.4 PFD ANNUNCIATIONS AND ALERTING FUNCTIONS

The following annunciations and alerting functions are displayed on the PFD. Refer to Appendix A for more
information on alerts and annunciations.
MARKER BEACON ANNUNCIATIONS
Marker Beacon Annunciations are displayed on the PFD to the left of the Selected Altitude. Outer marker
reception is indicated in blue, middle in amber, and inner in white. Refer to the Audio and CNS Section for
more information on Marker Beacon Annunciations.
Outer Marker Middle Marker Inner Marker

Altimeter

Figure 2-59  Marker Beacon Annunciations

ALTITUDE ALERTING
Altitude Alerting provides the pilot with visual and aural alerts when approaching the Selected Altitude.
Whenever the Selected Altitude is changed, the Altitude Alerter is reset. The following occur when approaching
the Selected Altitude:
-- Upon passing through 1000 feet of the Selected Altitude, the Selected Altitude changes to black text on a cyan
background and flashes for five seconds.
-- When the aircraft passes within 200 ft of the Selected Altitude and the Selected Altitude changes to cyan text
on a black background and flashes for five seconds.
-- After reaching the Selected Altitude, if the pilot flies outside the deviation band (±200 feet of the Selected
Altitude) an aural tone is heard. The Selected Altitude changes to amber text on a black background and
flashes for five seconds.
Within 1000 ft Within 200 ft Deviation of ±200 ft

Figure 2-60  Altitude Alerting Visual Annunciations

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LOW ALTITUDE ANNUNCIATION

NOTE: The Low Altitude Annunciation requires SBAS. Terrain alerts from the TAWS system will appear
instead of the Low Altitude Annunciation when TAWS is operating and not inhibited.
When the Final Approach Fix (FAF) is the active waypoint in a GPS SBAS approach using vertical guidance,
a Low Altitude Annunciation may appear if the current aircraft altitude is at least 164 feet below the prescribed
altitude at the FAF. A black-on-amber ‘LOW ALT’ annunciation appears to the top left of the Altimeter, flashing
for several seconds then remaining displayed until the condition is resolved.

Altimeter

Figure 2-61  Low Altitude on GPS SBAS Approach

MINIMUM ALTITUDE ALERTING

For altitude awareness, a barometric Minimum Altitude Alert can be set in the ‘References’ Window and is
reset if the current approach is deleted, another approach is loaded, or the system power is operated off then
on. For example, while enroute, the crew may choose to set the MEA. When the crew loads an approach, the
set minimum altitude alert is removed, and the crew may enter approach minimums. When active, the altitude
setting is displayed to the bottom left of the Altimeter. The function serves only as an alert and does not couple
to the autopilot. Once the altitude is within the range of the tape, a bug appears at the reference altitude on the
Altimeter. The following visual annunciations occur when approaching the minimum altitude alert:
-- When the aircraft altitude is over 100 ft above the minimum altitude alert setting, the BARO MIN or COMP
MIN box appears with the altitude in cyan text. The bug appears on the altitude tape in cyan (or magenta for
COMP MIN) once in range.
-- When the aircraft passes through 100 feet of the altitude alert, the bug and text turn white.
-- Once the aircraft reaches the alert value, the bug and text become amber and a “Minimums. Minimums” voice
alert occurs.
Cyan Within 2500 ft White Within 100 ft Amber When Altitude Reached

MDA/DH
Bug

Barometric
Minimum
Box

Figure 2-62  Barometric Minimum Altitude Alerting Visual Annunciations

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Alerting is inhibited while the aircraft is on the ground and until the aircraft reaches 150 feet above the set
value. If the aircraft proceeds to climb after having reached the alerting altitude, once it reaches 50 feet above
the value, alerting is disabled. The function is reset when the power is cycled or a new approach is activated.
Setting the Minimum Altitude Alert and bug:
1) From PFD Home, touch Minimums.
Or:
From Home, touch Utilities > Minimums > Minimums.
2) Touch Baro, Temp Comp, or Radio Alt (OFF is selected by default).
3) Use the keypad to enter the desired altitude from zero to 16,000 feet, and touch Enter.

Figure 2-63  Minimum Altitude Alerting

NOTE: The previously entered minimums values remain when a different minimums source is selected, until
the system is powered off.

NOTE: For temperature compensated minimums to be displayed on the PFDs, the active flight plan must
contain an airport.

RADAR ALTIMETER
When the radar height (the aircraft altitude above ground level detected by the radar altimeter) is between
zero and 2500 feet, the current value is displayed in green above the selected course box. Display of radar
height becomes more sensitive as the height above ground decreases.

Radar Altimeter

Figure 2-64  Current Radar Height

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Radar Height Range Shown to Nearest

0 to 200 feet 5 feet
200 to 1500 feet 10 feet
1500 to 2500 feet 50 feet

Table 2-5  Radar Altimeter Sensitivity

When the radar altimeter is selected as the altitude source for the minimum altitude alerting function, the
radar altimeter numeric display changes to amber upon descending to at or below this altitude. Refer to the
Minimum Altitude Alerting discussion in this section for more information about this function.

Figure 2-65  RA as Altitude Source for Minimum Altitude Alerting

A ground line is shown on the Altimeter to display the aircraft’s height relative to the ground. Diagonal lines
appear below the ground line. If the radar altimeter data becomes invalid, the message ‘RA FAIL’ is displayed in
amber in place of the current radar height.

Ground
Line

Radar Altimeter

Radar Altimeter
Minimums Box

Figure 2-66  Altimeter Displaying the Ground Line Figure 2-67  Radar Altimeter Invalid Data

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2.5 ABNORMAL OPERATIONS

ABNORMAL GPS CONDITIONS
The annunciations listed in Table 2-7 can appear on the HSI when abnormal GPS conditions occur.

Annunciation Location Description

UNABLE
Left of HSI FMS integrity is insufficient for the current phase of flight.
RNP
GPS FMS integrity has been restored to within normal limits (annunciation
Left of HSI
INTEG OK displayed for five seconds).
Dead Reckoning – System is using projected position rather than FMS
Lower left of
DR position to compute navigation data and sequence active flight plan
aircraft symbol
waypoints.
Loss of Integrity Monitoring – GPS integrity is insufficient for the current
GPS LOI Left of HSI
phase of flight
GPS NOT
Left of HSI Applicable PFD is not using data for #1 or #2 GPS.
USED

Table 2-6  Abnormal GPS Conditions Annunciated on HSI

NOTE: The UNABLE RNP annunciation will not display during an RNP 10 flight segment.

Figure 2-68  Abnormal GPS Condition Annunciations

In Dead Reckoning Mode the following items on the PFD are then shown in amber:
-- CDI (when FMS is the selected navigation source; the CDI is removed after 20 minutes)
-- RNP Value Annunciation
-- Current Track Bug
-- Wind Data
-- Distances to bearing sources displayed in the NAV/DME Information Bar
-- GPS bearing pointers
These items should be verified when operating in Dead Reckoning Mode and they become increasingly
inaccurate over time.

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COMPARATOR ANNUNCIATIONS
The Comparator monitors critical values generated by redundant sensors. If differences in the sensors exceed
a specified amount, a comparator annunciation is displayed in black text on an amber background. If one or
both of the sensed values are unavailable, the comparator annunciation is black text on a white background.
The following is a list of the possible annunciations:

Comparator
Annunciation

Figure 2-69  Sensor Comparator Annunciations on the PFD

Comparator Condition
Annunciation
ALT Difference in altitude sensors is > 200 ft.

If both airspeed sensors detect < 35 knots, this is inhibited.

IAS If either airspeed sensor detects > 35 knots, and the difference in sensors is > 10 knots.
If either airspeed sensor detects > 80 knots, and the difference in sensors is > 7 knots.
HDG Difference in heading sensors is > 6 degrees.

PIT Difference in pitch sensors is > 5 degrees.

ROL Difference in roll sensors is > 6 degrees.

VDI Difference in temperature compensated altitude is > 50 ft.

FD Flight director miscompare.

ALT No data from one or both altitude sensors.

IAS No data from one or both airspeed sensors.

HDG No data from one or both heading sensors.

PIT No data from one or both pitch sensors.

ROL No data from one or both roll sensors..

VDI No temperature compensated altitude data available from one or both sides.

FD One or both flight directors failed or not displayed on the corresponding GDU.

Table 2-7  Comparator Annunciations

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REVERSIONARY SENSOR ANNUNCIATIONS

ATTITUDE/HEADING & AIR DATA REVERSIONARY SENSOR ANNUNCIATIONS
Reversionary sensor selection for attitude/heading and air data is annunciated in the Reversionary Sensor
Window accompanied with a double chime aural alert. These annunciations reflect reversionary sensors selected
on one or both PFDs. Selecting the Sensors Button on either PFD GTC gives access to ADC1, ADC2, AHRS1,
and AHRS2 Buttons. These buttons allow manual switching of sensors. For certain types of sensor failures, the
system may make some sensor selections automatically.
Reversionary Sensor Condition
Window Text
BOTH ON ADC1 Both PFDs are displaying data from the #1 Air Data Computer.

BOTH ON ADC2 Both PFDs are displaying data from the #2 Air Data Computer.

BOTH ON ADC STBY Both PFDs are displaying data from the standby Air Data Computer.

BOTH ON ATT/HDG1 Both PFDs are displaying data from the #1 Attitude & Heading Reference System.

BOTH ON ATT/HDG2 Both PFDs are displaying data from the #2 Attitude & Heading Reference System.

BOTH ON ATT/HDG STBY Both PFDs are displaying data from the standby Attitude & Heading Reference System.

BOTH ON FD1 Both PFDs are displaying data from the #1 Flight Director.

BOTH ON FD2 Both PFDs are displaying data from the #2 Flight Director.

USING ADC1 R PFD is displaying data from the #1 Air Data Computer.

USING ADC2 L PFD is displaying data from the #2 Air Data Computer.

USING ADC STBY A PFD is displaying data from the standby Air Data Computer and other PFD is using
ADC1 or ADC2.
USING FD1 R PFD is displaying data from the #1 Flight Director.

USING FD2 L PFD is displaying data from the #2 Flight Director.

USING ATT/HDG1 R PFD is displaying data from the #1 Attitude & Heading Reference System.

USING ATT/HDG2 L PFD is displaying data from the #2 Attitude & Heading Reference System.

USING ATT/HDG STBY A PFD is displaying data from the standby AHRS and other PFD is using the #1 AHRS or
#2 AHRS.
Table 2-8  Reversionary Sensor Annunciations

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 FLIGHT INSTRUMENTS

REVERSIONARY GPS SENSOR ANNUNCIATIONS

Reversionary GPS sensor selection is annunciated in the GPS Reversionary Sensor Window. These
annunciations reflect GPS sensors selected on one or both PFDs. Touching the Utilities > FMS Sensor >
Position Sensors on the GTC gives access to the GPS1 and GPS2 Buttons. These buttons allow manual
switching of sensors. In the case of GPS sensor failure, the G5000 may make selections automatically

Reversionary Sensor Condition

Window Text
USING GPS1 Both PFDs are displaying data from the number one GPS receiver.

USING GPS2 Both PFDs are displaying data from the number two GPS receiver.

BOTH ON GPS1 PFD2 is displaying data from the #1 GPS.

BOTH ON GPS2 PFD1 is displaying data from the #2 GPS.

Table 2-9  Reversionary GPS Sensor Annunciations

SVT TROUBLESHOOTING
Garmin SVT™ is intended to be used with traditional attitude, heading, obstacle, terrain, and traffic inputs.
SVT is disabled when valid attitude or heading data is not available for the display. In case of invalid SVT data,
the PFD display reverts to the standard blue-over-brown attitude display.
SVT becomes disabled without the following data resources:
-- Attitude data
-- Heading data
-- GPS position data
-- 4.9 arc-second terrain data
-- Obstacle data
-- TAWS function is not available, in test mode, or failed
UNUSUAL ATTITUDES
When the aircraft enters an unusual pitch attitude, red chevrons pointing toward the horizon warn of extreme
pitch. The chevrons are displayed on the Attitude Indicator, starting at 50˚ above and 30˚ below the horizon
line.

Figure 2-70  Unusual Attitude Display

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If pitch exceeds +30˚/-20˚ or bank exceeds 65˚, some information displayed on the PFD is removed. The
Altimeter, Airspeed, Attitude, Vertical Speed, and Horizontal Situation indicators remain on the display and the
Bearing Information, Alerts, and Annunciation windows can be displayed during such situations. The following
information is removed from the PFD (and corresponding Touchscreen Controller buttons are disabled) when
the aircraft experiences unusual attitudes:
-- Traffic Annunciations -- System Time -- Minimum Descent Altitude/
-- AFCS Annunciations -- PFD Setup Menu Decision Height display
-- Inset Map -- Windows displayed in the lower -- Vertical Deviation, Glideslope,
-- Outside air temperature (OAT) right corner of the PFD: and Glidepath Indicators
-- ISA temperature deviation -- References -- Altimeter Barometric Setting
-- Wind data -- Nearest Airports -- Selected Altitude
-- Selected Heading display -- Flight Plan -- VNV Target Altitude
-- Selected Course display -- Messages -- Ground Speed
-- Transponder Status Box -- Procedures -- True Airspeed

SVT UNUSUAL ATTITUDES

During extreme pitch attitudes, the display shows either a brown or blue colored bar at the top or bottom
of the screen to represent earth or sky. The blue colored bar is also displayed when terrain gradient is great
enough to completely fill the display. This is intended to prevent losing sight of the horizon during extreme
pitch attitudes.
Blue Band

Terrain
Completely
Fills Display

Figure 2-71  Blue Sky Bar with Full Display Terrain

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 ENGINE & AIRFRAME SYSTEMS

SECTION 3 ENGINE AND AIRFRAME SYSTEMS

NOTE: Refer to the current version of the pertinent flight manual for limitations.

NOTE: Limitations shown in this section may be superceded by the current version of the pertinent flight

manual.
The G5000 system offers improved flight operations and reduces crew workload by automatically monitoring
critical system parameters during all phases of flight using the following:
• The Engine Indication System (EIS) displays electrical, fuel, engine, pressurization, hydraulics, landing gear
and control surface information on the left side of the Multi Function Display (MFD).
• The ‘Aircraft Systems’ Screen on the Touchscreen Controller provides access to the system synoptic display
controls and controls for system tests, cabin management, cabin temperature, exterior lights, environmental
control, propulsion, and cabin pressure.
In combination with these, aural alerts, additional avionics messages, and master indicators are used to inform
the crew of aberrant flight conditions.

EIS
Display

Figure 3-1 EIS Display on MFD

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ENGINE & AIRFRAME SYSTEMS

3.1 ENGINE AND AIRFRAME INDICATIONS

Information is presented using gauges and digital displays. During normal operating conditions, gauge pointers
appear in white and display text appears in green. When unsafe operating conditions occur, gauge pointers
and displays change color to indicate caution (amber) or warning (red). Refer to each indicator description for
additional details on display behavior.
If the time limit for an unsafe condition is exceeded, the color of the pointers and digits may change to denote an
increase in priority level. Out of range parameters are displayed as amber dashes. If sensor data for a parameter
becomes invalid or unavailable, a red “X” is displayed across the indicator and/or display.
10

3
4 11
5
6
12

13

14

15
7
8 16

17
9

Figure 3-2 EIS Display (Normal)

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10 12 8

6
1
14
2
3
13
11 17
4
15

5 9
Figure 3-3 EIS Display (Reversionary)

1 N1% N1 displays Engine Fan Rotation Speed as a percentage.

N1 V Bug
The N1 V Bug is depicted as a white arrow located on the outside
of the N1 analog dial to indicate selected thrust. N1 V Bug changes
color based on various aircraft conditions such as thrust mode, auto
throttle, and throttle lever angle.
N1 T Bug and Arc
The N1 T Bug represents the current Throttle Lever Angle (TLA)
converted to an N1 value. It represents that value the engine will
eventually settle at, assuming static conditions. The N1 T Bug has
an arc that extends from the bug to the pointer. The bug and arc
are removed when the engine is not running. The T Bug and Arc
are cyan unless the autothrottle is engaged (magenta), or the Full
Authority Digital Engine Controller (FADEC) is not listening to the
TLA (amber).
Thrust Mode
The Thrust Mode indication is a textual label to identify the value
of the N1 V Bug. The thrust mode indication is displayed when the
engines are running at the center top of the EIS Display, above and
between the N1 gauges (see table below for indications).
The Thrust Mode indication is three amber dashes if the indication
is dependent on TLA (Throttle Lever Angle), and TLA is invalid, or if
the corresponding N1 reference value is invalid. The Thrust Mode
indication is the same color as the V Bug, except when the V Bug
is amber. When the V Bug is amber, the Thrust Mode indication is
black text on amber background.

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N1% (Cont) Indication Thrust Mode

CRU Cruise
MCT Maximum Continuous
TO Takeoff
T/R Maximum Thrust Reverser
MCT Tick Mark
The MCT (Maximum Continuous Thrust) Tick Mark is a single white
line on the outside of the N1 arc. The tick mark is removed when
the engine is not running.
CRU Tick Mark
The CRU (Maximum Cruise) Tick Mark is a single white line on the
inside of the N1 arc. The tick mark is removed when the engine is
not running.
N1 T Bug
N1 Arc

N1 V Bug
CRU Tick Mark
MCT Tick Mark

2 Interstage Turbine Displays Interstage Turbine Temperature (ITT) in degrees Celsius

Temperature (ITT) (°C). The ITT indication consists of a digital display as well as
an analog arc display. When the ITT digital display is active, it is
displayed in degrees Celsius.
The ITT digital display appears only when:
• The ITT value is less than 200
• ITT enters the amber or red arc on the analog display
• The Display Engine Digits Button is selected on the ‘Propulsion’
Screen During engine start and for 10 seconds after engine start
• When on the ground, PRESS SOURCE or either ENG BLD AIR
Knob are not in NORM position.
3 N2 N2 is displayed below the ITT display. N2% is obtained from the
Full Authority Digital Engine Controller (FADEC). N2 digits are
green during normal operation (including engine start). White digits
on a red background, or black digits on an amber background are
displayed in the event the N2 Max Steady State Speed is exceeded.
‘IGN’ is displayed in green text outside of the corresponding engine
N2 digital value when the ignition is on for the respective engine.

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4 Oil Pressure Displays oil temperature in pounds per square inch (psi). Operating
limits, defining the exceedance levels are based on the engine
conditions and are provided by the FADEC. Actual values are read
from sensors. ‘0’ is displayed for values less than 5 PSI.
5 Oil Temperature Displays oil temperature in degrees Celsius (°C). Operating limits,
defining the exceedance levels are based on the engine conditions
and are provided by the FADEC. Actual values are read from
sensors. Oil Temperature digits are shown at all times when
operating on normal power, but are inhibited during emergency
power operation.
6 Trim Pitch, roll, and yaw trim indications are shown below the fuel
quantity display. Pointers and digital displays turn amber when
outside the takeoff band. While the aircraft is on the ground,
normal takeoff trim position is indicated by the green bands on the
trim indicators. When the aircraft is in the air, the green safe takeoff
band is removed, the pointer is always white, and the NO TAKEOFF
message is not triggered.

Trim Display (On Ground) Trim Display (In Air)

7 Speedbrake The state of the Speed Brake and Roll Spoiler is shown in the wing
synoptic located below the Trim and Flap displays. The locations
of the speed brake and roll spoiler panels are shown below. The
presentation is either on or off. The speed brakes and roll spoilers
are white when deployed, not shown when stowed, and amber
during an uncommanded deployment. The Roll Spoiler operation is
only shown on the ground. The Speed Brake operation is shown on
the ground and in the air.
8 Hydraulics The pressure and volume in the hydraulic system is displayed on the
Hydraulics Display.
9 Electrical The electrical display is located below the Hydraulics Display. Only
digital values are displayed.

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10 Thrust Reverser The following tables describe possible thrust reverser indications:
On Ground Indication Description
T/R DEPLOY Thrust reverser deployed on ground
T/R ARM Thrust reverser armed on ground
T/R UNLOCK Thrust reverser unlocked on ground
In Air Indication Description
T/R DEPLOY Thrust reverser deployed in flight
T/R ARM Thrust reverser armed in flight
T/R UNLOCK Thrust reverser unlocked in flight
11 Fuel Flow The fuel flow is displayed in 20 PPH (pounds per hour) or 10 KPH
(kilograms per hour) increments.
12 Fuel Display Fuel quantity is displayed in pounds or kilograms for both total fuel
quantity and left and right tank quantities in increments of 20 (lbs)
or 10 (kg).
When an individual tank quantity displayed value becomes less than
500 lbs or 230 kgs, it changes from green text to black text on an
amber background. When the total fuel quantity displayed value
becomes less than 1000 lbs or 460 kgs, it changes from green text
to black text on an amber background. Values at the respective trip
points of 500 lbs and 1000 lbs are green
Fuel Temperature is shown at the bottom of the display for each fuel
tank in white text.
13 Flaps The flap selector position is indicated with a cyan flap bug. The
flap surface position is indicated with a synoptic flap pointer. If
the selector position data is invalid, the bug is removed. If the flap
surface position data is invalid, the pointer will remain at the last
known setting and change to amber.
If the flap position is zero degrees and the aircraft is in the air
for more than 30 seconds, the pointer, bug, arc and legend are
removed and replaced with the single word ‘UP’.
In reversionary mode, the pointer, bug, arc, and legend are removed
and replaced with a single word or digit (UP, 1, 2, or FULL).

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14 Landing Gear The landing gear display shows the state of each of the three
landing gear. The possible landing gear indications are shown in
the table below.
If all three landing gear are in the up position for more than 30
seconds, the three images are replaced with the single word ‘UP’.
Up In Transition Down Conflict

Normal Normal Normal

Caution Caution Caution Caution

Warning Warning Warning

15 APU The APU Speed (RPM) and Exhaust Gas Temperature (EGT) are
displayed below the Landing Gear indications. The APU RPM digital
value is displayed in units of percent. The RPM values are green
when the less than or equal to 108%, and black text on amber
when the value is greater than 108%. The APU EGT is displayed in
1°C increments. The APU EGT digits are green when the value is less
than or equal to 690°C, and black text on amber when the value is
greater than 690°C.
In reversionary mode, the APU generator current and voltage
are moved to the APU system box. In normal mode the TRU
(Transformer Rectifier Unit) current is shared with the APU system
values, which includes the RPM, and EGT, in addition to the APU
generator current and voltage. When the APU gauges are not
visible, the APU RPM, EGT, and generator information is removed to
make space for the TRU current. If either TRU is active, and the APU
information is not displayed, then the TRU current for both TRU’s is
displayed. Otherwise, the space is left blank.

16 OAT The following OAT are displayed: Ram Air Temperature (RAT), Static
Air Temperature (SAT), Delta ISA
Ram Air Temperature (RAT) is the static air temperature plus the
compressive effect of the aircraft airspeed. It is used to determine
icing potential.
Static Air Temperature (SAT) is the temperature of the air that would
be measured by a stationary thermometer. It is calculated from Ram
Air Temperature (RAT) and Mach.
.

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ENGINE & AIRFRAME SYSTEMS

OAT (cont) The following OAT are displayed: Ram Air Temperature (RAT), Static
Air Temperature (SAT), Delta ISA
Ram Air Temperature (RAT) is the static air temperature plus the
compressive effect of the aircraft airspeed. It is used to determine
icing potential.
Static Air Temperature (SAT) is the temperature of the air that would
be measured by a stationary thermometer. It is calculated from Ram
Air Temperature (RAT) and Mach.
17 Cabin Pressurization The Cabin Pressurization Display shows cabin pressurization
information (cabin altitude, rate of change, differential cabin
pressure) and Landing Elevation or Altitude Select.
Cabin Altitude digital display color will vary based on altitude
increases. When cabin altitude is not expected to be above 8,000
feet, black on amber is given for a small increase in cabin altitude
and white on red is given for a medium increase in cabin altitude.
When cabin altitude is expected to be above 8,000 feet, black on
amber is displayed after 30 minutes of a medium increase, and
white on red is displayed for a large increase. Refer to the table
below.
Cabin
Expected Cabin Altitude Altitude Color
Increase
< 8,000 feet Small Black
Medium White
> 8,000 feet Medium Black
Large White

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Cabin Pressurization (cont) The trend of cabin pressure altitude rate change is indicated by a
white arrow beside the rate display to indicate a climb or descent.
A text indication is displayed on the Cabin Pressure Display to
provide the status of the cabin altitude monitoring. If a landing
elevation greater than or equal to 8,000 feet is selected a white
‘HI ELEV’ on black background is displayed on the Cabin Pressure
Display.

High
Elevation
Mode
The ‘Cabin Pressure’ Screen on the Touchscreen Controller allows
the pilot to select Normal (Landing Elevation) or Altitude Select
Mode. The EIS will display either Landing Elevation or Altitude
Select Mode based on which is selected on the Touchscreen
Controller.
The selected landing elevation is not available in the EIS
reversionary format, but is still available on the ‘Cabin Pressure’
Screen on the Touchscreen Controller.

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3.2 SYNOPTICS
SYSTEM SUMMARY
The ‘Summary’ Pane shows oxygen system pressure, Auto Test and No Takeoff indicators. If the oxygen value
is invalid, the pointer is replaced with an amber ‘X’.
Accessing the ‘Summary’ Pane:
From Home, touch Aircraft Systems > Summary.

Exterior Lights Summary

Auto Test Status

No Takeoff Status

Figure 3-4 System Summary

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 ENGINE & AIRFRAME SYSTEMS

HYDRAULICS
The ‘Hydraulics’ Pane uses a simplified diagram of the aircraft’s hydraulic system to display the system status.
The hydraulic volume and pressure display repeat the displays from the EIS. Lines between icons on the
diagram denote hydraulic lines. Green ducting indicates flow. White ducting indicates there is no flow. Icons
shown in green are operating normally. A white icon indicates that a unit is not powered (see Table 3-1). An
amber “X” over the hydraulic reservoir indicates the display value is invalid. CAS repeater messages are shown
on the ‘Hydraulics’ Pane when certain related CAS messages are triggered.
Accessing the ‘Hydraulics’ Pane:
From Home, touch Aircraft Systems > Hydraulics.

Hydraulic
Reservoir

Engine Driven
Pump

Unload Valves

Engine Driven Engine Driven

Pump Pump

Firewall Shutoff
Valves

Figure 3-5 Hydraulics Synoptics

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ENGINE & AIRFRAME SYSTEMS

Unit Icons and Descriptions

Pumps
Powered Not Powered

Valves
Open Closed Transit

Pressure

Normal Low

Reservoir

Normal Low - In Air Low - On Ground

Table 3-1 Hydraulic Synoptic Objects

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FUEL
The ‘Fuel’ Pane uses a simplified diagram of the aircraft’s fuel system to display the system status. The fuel
quantity and temperature displays repeat the values from the EIS. Lines between icons on the diagram denote
fuel lines. Icons shown in green are operating normally. A white icon may indicate that a unit is off. An amber
colored icon indicates an abnormal or caution state (see Table 3-2). An amber “X” over a unit icon indicates a
failure. CAS repeater messages are shown on the ‘Fuel’ Pane when certain related CAS messages are triggered.
Accessing the ‘Fuel’ Pane:
From Home, touch Aircraft Systems > Fuel.

Fuel Reservoirs

Right Fuel Boost Pumps

Fuel Ejector Pumps

Fuel Crossfeed

Fuel Shut-off Valves

APU Fuel Shut-off Valve

Figure 3-6 Fuel Synoptics

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ENGINE & AIRFRAME SYSTEMS

Unit Icons and Descriptions

Pumps
Powered Not Powered

Valves
Open Closed Transit

Ejector Pump
Flow No Flow

Tanks
Normal Low Fuel

Table 3-2 Fuel System Synoptic Objects

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ELECTRICAL
The ‘Electrical‘ Pane uses a simplified diagram of the aircraft’s electrical system to display the system status.
TRU, generator, and battery volt and current displays repeat the display on the EIS. The battery temperature
display is displayed on the synoptic pane only. The generators, external power unit, APU (if installed), batteries,
and buses are shown in green to denote normal operation (see Table 3-3). An amber ‘X’ appears over icons with
invalid data while amber dashes appear over invalid values. Green connector lines indicate normal operation.
White lines represent lines that are not powered. CAS repeater messages are shown on the ‘Electrical’ Pane
when certain related CAS messages are triggered.
Accessing the ‘Electrical’ Pane:
From Home, touch Aircraft Systems > Electrical.

Generators

Hydraulic Generators

External Power
APU Generator

Batteries

Figure 3-7 Electrical Synoptics

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ENGINE & AIRFRAME SYSTEMS

Unit Icons and Descriptions

Generator
Powered Not Powered

Data Box
Powered Not Powered

Bus Bar
Powered Not Powered
Table 3-3 Electrical Synoptic Objects

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 ENGINE & AIRFRAME SYSTEMS

3.3 LANDING ELEVATION OR MANUAL ALTITUDE SELECT

LANDING ELEVATION OR MANUAL ALTITUDE SELECT
The ‘Cabin Pressure’ Screen on the Touchscreen Controller allows the pilot to select Normal or Altitude
Select Mode. When Normal Mode is selected, Landing Elevation (LDG ELEV) is displayed on the EIS, and
the Landing Elevation Button is displayed on the ‘Cabin Pressure’ Screen. All Cabin Altitude values are
manually set and displayed in cyan on the ‘Cabin Pressure’ Screen of the Touchscreen Controller.
The Landing Elevation (LDG ELEV) automatically displays magenta dashes on the EIS system power
application. Once a flight plan is entered, the Landing Elevation is updated to reflect the new destination
elevation. Automatically entered values appear in magenta. Manually entered values are cyan. If the Landing
Elevation data is not set while in the air, the digits are replaced with amber dashes. If the Landing Elevation
data is not set while on the ground, the digits are replaced with magenta dashes. All Cabin Altitude values are
manually set and displayed in cyan on the ‘Landing Elevation’ Screen of the Touchscreen Controller.
Setting the displayed landing field elevation:
1) From Home, touch Aircraft Systems > Cabin Pressure.
2) If necessary, touch the Normal Button.
3) Touch the Landing Elevation Button.
4) Touch the Use FMS Destination Button to set the Landing Elevation to the value for the destination airport
in the current flight plan.
Or:
Manually enter the Landing Elevation using the keypad.

5) To confirm the new Landing Field Elevation value, touch the Enter Button.

Normal Button

Landing Elevation
Button

Figure 3-8 ‘Cabin Pressure’ Screen

Setting the displayed Cabin Altitude:
1) From Home, touch Aircraft Systems > Cabin Pressure.
2) If necessary, touch the Altitude Select Mode Button.
3) Touch the Cabin Altitude Button.
4) Manually enter the cabin altitude using the keypad.
5) To confirm the new cabin altitude value, touch the Enter Button.

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ENGINE & AIRFRAME SYSTEMS

Altitude Select Button

Cabin Altitude
Button

Figure 3-9 ‘Cabin Pressure’ Screen

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 ENGINE & AIRFRAME SYSTEMS

3.4 SYSTEM TESTS

The ‘System Tests’ Screen on the Touchscreen Controller provides testing functions for various aircraft systems
including: Stall Warning, Engine Fire, Smoke Detection, Annunciator, Traffic, Overspeed, COM4[HF1], and
COM5[HF2].
Touching a button for a specific test activates that particular System Test. While a test is active, the button
displays “In Progress” in cyan. The “In Progress” text pulses so the crew can quickly identify which test is
currently in progress. When the test is complete, the button displays ‘Done’ (in cyan), ‘Pass’ (in green), or ‘Fail”
(in amber). All tests are mutually exclusive. If a System Test is selected while another test is already running,
the currently active test is cancelled and the new test is activated. Pressing an Active System Test shall deactivate
that test.
The Auto Test Button can be used to run automatic tests. The Synoptic ‘Summary’ Pane displays the status of
the automatic tests. Auto Test is completed automatically upon initial system application of system power.
Accessing the System Tests:
1) From Home, touch Aircraft Systems > System Tests.
2) Touch the desired system test.

Auto Test Button Test Status

Annunciation

Figure 3-10 ‘System Tests’ Screen

System Test Description Provides Available

Feedback in Air
Stall Warning Tests the AOA/Stall Warning System. No No
Engine Fire Tests the engine fire indications. No Yes
Smoke Detect Tests the baggage smoke indications. No Yes
Annunciator Test the annunciators in the cockpit. No Yes
Traffic Test the TCAS System. No *
Overspeed Tests the overspeed aural. No Yes
HF1 (Optional) Tests the respective HF System. Yes **
HF2 (Optional) Tests the respective HF System. Yes **
* The test availability is determined by the TCAS system requirements.
** The test availability is determined by the HF system requirements.
Table 3-4 System Tests

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3.5 CABIN MANAGEMENT

The Cabin Briefing, Cabin Control, Cabin Lights, Cabin Speaker Mute, and the optional Cabin Shades
buttons can be selected from the ‘Cabin Management’ Screen when interior power is on. When the interior power
is off, only the Entry Lights Button can be selected from the ‘Cabin Management’ Screen.

Figure 3-11 ‘Cabin Management’ Screen

CABIN BRIEFING
The ‘Cabin Briefing’ Screen contains the available briefing languages and briefing messages. The following
functionality is available on the ‘Cabin Briefing’ Screen:
-- Language and priority selection buttons
-- Briefing selection buttons
-- Play / Pause Button
-- Stop Button
-- Status Button

Language Briefing
and Priority Buttons
Buttons

Status
Button

Stop Play /
Button Pause
Button
Figure 3-12 ‘Cabin Briefing’ Screen

Accessing the ‘Cabin Briefing’ Screen:

From Home, touch Aircraft Systems > Cabin Management > Cabin Briefing.

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Selecting/deselecting cabin briefing languages:

1) From Home, touch Aircraft Systems > Cabin Management > Cabin Briefing.
2) Touch the Language Button(s) to select.deselect the desired languages.
Selecting cabin briefing language priority:
1) From Home, touch Aircraft Systems > Cabin Management > Cabin Briefing.
2) Touch the Priority Button next to the language the cabin briefing should play first.
Selecting a cabin briefing:
1) From Home, touch Aircraft Systems > Cabin Management > Cabin Briefing.
2) Touch the desired Briefing Button to select it. ‘Selected’ is displayed on the Briefing Button and the selected
briefing and language are displayed on the Status Button.
Touching the Play Button plays the selected briefing in the selected priority language. The Pause Button
is displayed in place of the Play Button while the audio is playing and ‘Playing’ is displayed on the selected
Briefing Button and on the Status Button.
Touching the Pause Button pauses playback of the selected briefing and the Play Button is displayed in place
of the Pause Button. “Paused” is displayed on the selected Briefing Button and on the Status Button. Touching
the Play Button again resumes playback from the paused location.
Touching the Stop Button stops playback of the briefing and clears the currently selected briefing.
CABIN CONTROL
The Hot Ramp, AC Outlets, and Vanity Water Heating Buttons can be selected from the Cabin Control
section on the ‘Cabin Management’ Screen. The Boarding and Reset Cabin Buttons configure the cabin to a
predefined configuration. The configuration definition is set up in the Cabin Management system.
CABIN LIGHTS
The Entry, Accent, Vanity, and Overhead Lights Buttons may be selected from the ‘Cabin Management’
Screen. The brightness of the Overhead Lights can be adjusted by pressing and holding the + and - buttons.
CABIN SPEAKER MUTE
The Cabin Speaker Mute Button may be selected from the ‘Cabin Management’ Screen.
CABIN SHADES (OPTIONAL)
The Shades may be controlled by selecting the following buttons:
»» The Open Button may be selected to open both the shades and sheers.
»» The Sheer Button may be selected to open the shades and close the sheers.
»» The Close Button may be selected to close both the shades and the sheers.

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ENGINE & AIRFRAME SYSTEMS

3.6 EXTERIOR LIGHTING

The ‘Exterior Lights’ Screen on the Touchscreen Controller provides control of the following exterior lights:
-- Navigation
-- Beacon
-- Pulse with TCAS TA/RA

Figure 3-13 ‘Exterior Lights’ Screen

Accessing the Exterior Light Settings:

1) From Home, touch Aircraft Systems > Exterior Lights.
2) Touch the desired setting, Normal, On, or Off.

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 ENGINE & AIRFRAME SYSTEMS

3.7 CABIN TEMPERATURE

The ‘Temperature’ Screen on the Touchscreen Controller allows the pilot to control the temperature in the cabin
and cockpit. The Recirc Fan Button toggles the cockpit recirculation fan on or off, the Cabin Control Button
allows the passengers to control the temperature from the cabin, and the Units Button toggles between °F and °C.

Figure 3-14 ‘Temperature’ Screen

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ENGINE & AIRFRAME SYSTEMS

3.8 PROPULSION
The ‘Propulsion’ Screen on the Touchscreen Controller provides the following display and control functionality:
-- APU hours and cycles
-- FADEC In Control Buttons
-- Ignitor operation
-- Display of the ITT digits on the EIS

Figure 3-15 ‘Propulsion’ Screen

FADEC CHANNEL IN CONTROL

The FADEC In Control indicates which of the two FADEC channels, ‘A’ or ‘B’ is in control. A cyan ‘A’ or ‘B’
is displayed for each engine. The FADEC In Control button allows the pilot to change which FADEC channel
is in control.
Changing the FADEC channel in control:
1) From Home, touch Aircraft Systems > Propulsion.
2) Touch the FADEC In Control Button for the left or right engine. The button text changes to ‘In Progress’ until
the FADEC channel changes.

IGNITOR CONTROL
The Ignition control box contains a NORMAL, ON, and OFF Button for each engine. When the NORMAL
Button is selected, a green bar below the button text is illuminated while allowing the FADEC to command the
ignitors as it deems necessary. When the ON Button is selected, a green bar below the button text is illuminated
while commanding the ignitors on continuously. ‘IGN’ is displayed in green on the EIS when the ignitors are
on.
ITT ENGINE DIGITS
The Display Engine Digits Button controls the display of the ITT digital display on the EIS. When selected
a green bar below the button is illuminated while simultaneously displaying the ITT digits on the EIS.
Displaying the ITT Engine Digits:
1) From Home, touch Aircraft Systems > Propulsion.
2) Touch the Display Engine Digits Button.

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 ENGINE & AIRFRAME SYSTEMS

3.9 REVERSIONARY MODE

In the event of a display failure, depending on which display(s) have failed, the operating display(s) may
be re-configured to present Primary Flight Display (PFD) symbology together with condensed EIS and MFD
information (refer to the System Overview for more information about Reversionary Mode).

EIS
Display

Figure 3-16 EIS (Reversionary Mode)

NOTE: When in Reversionary Mode, synoptic displays may be truncated due to the reduced pane display
area. If operational, the pan function using the joystick on the MFD Touchscreen Controller can be used to
move the synoptic for viewing.

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ENGINE & AIRFRAME SYSTEMS

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 AUDIO AND CNS

SECTION 4 AUDIO AND CNS

4.1 OVERVIEW
The Communication/Navigation/Surveillance (CNS) system includes the Audio Controller, communication
radios, navigation radios, datalink communication options, and Mode S transponders. The System Overview
Section provides a block diagram description of the Audio and CNS system interconnection.
Both the Left and Right MFD and PFD Touchscreen Controllers provide primary tuning of the communication
transceivers and microphone and receiver audio selection. The Audio Controller includes an intercom system
(ICS) between the pilot, copilot, and passengers, a marker beacon receiver, and a COM clearance recorder. The
PFD Controller is used as a secondary means of COM/NAV radio control.
The Mode S transponder is controlled with the Left or Right MFD Touchscreen Controllers only. The
Transponder Code Button and the Transponder Settings Button are not available from the Left or Right PFD
Touchscreen Controllers.

PFD Controller PFD Controller

MFD
L PFD R PFD

MFD L GTC MFD R GTC

L PFD GTC R PFD GTC

COM/NAV COM/NAV/XPDR Controls COM/NAV

Controls Only Controls Only
Figure 4-1 G5000 System Controls

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AUDIO AND CNS

PFD COM/NAV DISPLAY AND CONTROLS

1 2 3

Figure 4-2 COM/NAV Window and Active COM Frequency Box

4 5 6 7

Figure 4-3 PFD Controller COM/NAV Controls

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 AUDIO AND CNS

1 COM/NAV Window – Provides COM/NAV active and standby frequency selection, volume adjustment
for each COM/NAV, COM MIC selection, and COM MON selection. The selected COM transceiver frequency
is displayed in green.
2 Selected Source/Frequency Box – Displays selected communication source and frequency.
3 Flight ID Box – Displays the optional Flight ID\Tail number.
4 ENT Key – Confirms a selection and moves the cursor to the next data field.
5 CLR Key – Cancels entries or removes menus.
6 PFD Knob – Large PFD Knob moves the cursor from field to field. Small PFD Knob activates menus,
makes selections, or activates the flashing editing cursor when the cursor is on the standby frequency. When
the cursor is flashing on the standby frequency, the PFD Knob tunes the standby frequency for the selected
source (large knob for MHz; small knob for kHz). Press the PFD Knob to confirm the frequency and move the
cursor to the next data field. Press and hold to transfer the standby frequency to the active frequency.
7 COM/NAV Button – Displays/removes the COM/NAV Window on the PFD.

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AUDIO AND CNS

MFD TOUCHSCREEN CONTROLLER AUDIO AND CNS CONTROLS

NOTE: Changes made to the off-side ‘Audio & Radios’ Screen are not displayed on the same-side Touchscreen
Controller CNS Bar.

2 6

3 7

4 8

5 9

10

11

12

13

14

Figure 4-4 Left/Right MFD GTC CNS Bar Controls

1 MIC Button – Switches between the #1 COM transceiver and the #2 COM transceiver.
2 COM1 Button – Transfers the standby and active COM1 frequencies.
3 Audio & Radios Button – Displays/removes the ‘Audio & Radios’ Screen. The ‘Audio & Radios’ Screen
is used to control the Communication/Navigation/Surveillance (CNS) and Audio settings for the pilot and
copilot.
4 Intercom Button – Displays/removes the Intercom Screen. The Intercom Screen is used to control the
intercom isolation, volume, and squelch settings for the pilot and copilot.
5 STBY Button (COM1) – Displays/removes the ‘COM1 Standby’ Screen. The ‘COM1 Standby’ Screen is
used to enter and transfer COM1 frequencies.

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 AUDIO AND CNS

6 COM2 Button– Transfers the standby and active COM2 frequencies.

7 Transponder Settings Button – Displays/removes the ‘Transponder’ Screen. The ‘Transponder’ Screen is
used to select the transponder modes.
8 Transponder Code Button– Displays/removes the Transponder Code Screen. The Transponder Code Screen
is used to select the transponder code using the keypad or by selecting the VFR Button. The Transponder Code
Screen is also used to send a distinct identity indication to Air Traffic Control (ATC), by pressing the IDENT
Button. When selected,the word IDENT is displayed in green and pulsates for the duration of the transmission.
While the transponder is replying to an interrogation, an R is displayed on the button.
9 STBY Button (COM2) – Displays/removes the ‘COM2 Standby’ Screen. The ‘COM2 Standby’ Screen is
used to enter and transfer COM2 frequencies.
10 MON Button – Controls which receivers are being explicitly monitored.
11 Function Label – Indicates middle knob function. Typical: Pilot COM1/COM2 Volume, Push: Squelch
12 Function Label – Indicates right large and small knob function. Typical Frequency Entry: COM1/COM2
Frequency, Push:1-2, Hold: Typical Data Entry: Data Entry, Push: Enter, Hold:
13 Middle Knob – Function as labeled (see #11)
14 Large/Small Right Knob – Function as labeled (see #12). Data Entry: Large knob moves the cursor from
field to field. Small knob edits character by character. Frequency Entry: Large knob increases/decreases MHz;
Small knob increases/decreases kHz. Press the small knob to confirm the frequency. Press and hold to transfer
the standby frequency to the active frequency.

PFD TOUCHSCREEN CONTROLLER AUDIO AND CNS CONTROLS

The PFD Touchscreen Controller CNS Bar Controls are identical to the MFD Touchscreen Controller except
the Transponder Settings Button and the Transponder Code Button are replaced with the Traffic Map Button.
Traffic Map Button

Figure 4-5 Left or Right PFD GTC CNS Bar Controls

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AUDIO AND CNS

4.2 COM OPERATION

COM TRANSCEIVER SELECTION AND ACTIVATION

NOTE: When turning on the G5000 for use, the system remembers the last frequencies used and the active
COM transceiver state prior to shutdown.
The COM1 and COM2 Frequencies are shown on the CNS Bar. The COM1, COM2 and COM3 frequencies
are also shown on the ‘Audio & Radios’ Screen. The COM transceiver can be selected for transmitting on the
Touchscreen Controllers. During transmission of audio from the COM radio, reception from other monitored
COM radio(s) are muted. If enabled, changing an active or monitored COM source or frequency will be
accompanied with an aural tone.
The active COM frequency is displayed in green. The standby frequency of the COM selected for tuning is
cyan. When the standby frequency of the COM selected for tuning is being tuned with the right knobs, the
entire standby frequency button is highlighted in cyan The other standby frequency is white.
Enabling COM3 voice communication:
1) Touch the Audio & Radios Button to display the ‘Audio & Radios’ Screen.
2) Touch the available Pilot or Copilot Tab.
3) If necessary, scroll to find COM3.
4) Touch the Datalink Button.
5) Touch the OK Button in response to “Disable Datalink Mode?”. To cancel the request, touch the Cancel
Button.
Disabling COM3 voice communication:
1) Touch the Audio & Radios Button to display the ‘Audio & Radios’ Screen.
2) Touch the available Pilot or Copilot Tab.
3) If necessary, scroll to find COM3.
4) Touch the COM3 Frequency Button.
5) Touch the Datalink Button to disable COM3 voice communication.
Or:
1) From MFD or PFD Home touch the CPDLC Button to display the ‘ATC Datalink’ Screen.
2) Touch the OK Button in response to “Switch Radio to Data Mode?”. To cancel the request, touch the Cancel
Button.

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 AUDIO AND CNS

Selecting a COM Radio for transmission:

Touch the MIC Button in the CNS Bar to switch between COM1 and COM2 radios until the desired COM is

selected.
Or:
1) Touch the Audio & Radios Button to display the ‘Audio & Radios’ Screen.
2) Touch the available Pilot or Copilot Tab.
3) Touch the desired MIC Button on the ‘Audio & Radios’ Screen to select the COM radio for transmission.
Or:
1) On the PFD Controller, press the COM/NAV Button to display the COM/NAV Window on the PFD.
2) Turn the large PFD Knob to move the cursor to the MIC field.
3) Turn the small PFD Knob to select COM1 or COM2.
4) Press the small right knob.
5) Press the COM/NAV Button to hide the COM/NAV Window.

Selecting a COM Radio for monitoring:

Touch the MON Button in the CNS Bar to monitor the COM not selected for transmission.

Or:
1) Touch the Audio & Radios Button to display the ‘Audio & Radios’ Screen.
2) Touch the available Pilot or Copilot Tab.
3) Touch the COM1 Button, COM2 Button, or COM3 Button to select the COM radio for monitoring.
Or:
1) On the PFD Controller, press the COM/NAV Button to display the COM/NAV Window on the PFD.
2) Turn the large PFD knob to move the cursor to the MON field.
3) Turn the small PFD Knob to select COM 1/2.
4) Press the ENT Key or the small PFD Knob to accept the selection.
5) ) Press the COM/NAV Button to hide the COM/NAV Window.

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AUDIO AND CNS

CNS Bar MIC Button (COM1 selected for transmission)

COM1 Active Frequency COM2 Primary Frequency

(selected for transmission)
COM1 Standby Frequency COM2 Standby Frequency

COM1 Active Frequency

MIC Button (COM1 selected COM1 Standby Frequency
for transmission)
MIC Button(COM2) COM2 Primary Frequency
COM2 Standby Frequency
‘Audio & Radios’ Screen

Communication
Source/Primary
Frequency (COM1
selected for
COM/NAV Window transmission)

COM1 Active Frequency

(selected for transmission)
COM1 Standby Frequency

COM1 selected for PFD Knob COM/NAV Button

transmission

Figure 4-6 Selecting a COM Radio for Transmission

CNS Bar Symbol Meaning of Symbol

COM1 selected for transmission/monitoring
COM2 selected for transmission/monitoring
or HF COM1 or 2 selected for transmission/monitoring
COM3 selected for transmission/monitoring
An additional audio source is manually selected for monitoring
Public Address is selected for transmission
CNS Bar MIC/MON Button Symbols

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 AUDIO AND CNS

TRANSMIT/RECEIVE INDICATIONS
During COM transmission, a white TX appears by the active COM frequency. During COM signal reception,
a white RX appears by the active COM frequency.
Transmit Indicator Receive Indicator

Transmit Indicator

Receive Indicator

Transmit Indicator on PFD

Receive Indicator on PFD

Figure 4-7 COM Radio Transmit and Receive Indications

COM FREQUENCY TUNING

Selecting a COM1/2 frequency using the Touchscreen Controller:
1) Touch the COM1 STBY Button or COM2 STBY Button in the CNS Bar to display the COM1/COM2 Standby
Screen.
2) Use the keypad to select the frequency.
3) Touch the Enter Button to accept the new frequency as the COM1/COM2 standby frequency; or touch the
XFER Button to accept the new frequency as the COM1/COM2 active frequency and transfer the previously
active frequency to the standby frequency.
Or:
1) Press the small right knob to select the COM desired for tuning (selected standby frequency is cyan).
2) Turn the large and small right knobs to tune the frequency (Large knob increases/decreases MHz; Small knob
increases/decreases kHz).
3) Press the small right knob to enter the new frequency as the standby frequency; or press and hold the small right
knob to transfer the new standby frequency to the active frequency.

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AUDIO AND CNS

Frequency selected
for tuning
Find Button

Frequency Transfer (XFER) Button

Enter Button
Knob function labels

Figure 4-8 COM Frequency Tuning Keypad

Or:
1) Touch the Audio & Radios Button to display the ‘Audio & Radios’ Screen.
2) Touch the COM1/COM2 volume slider, or press the small right knob, to select COM1/COM2 for tuning.
3) Turn the large and small right knobs to select the frequency (Large knob increases/decreases MHz; Small knob
increases/decreases kHz).
4) Press the small right knob to accept the new frequency as the standby frequency; or press and hold the small
right knob to accept the new frequency as the COM1/COM2 active frequency and transfer the previously active
frequency to the standby frequency

COM selected for

tuning (cyan border) COM1 Volume Slider

COM2 Frequency Button

Knob function labels

Figure 4-9 ‘Audio & Radios’ Screen - COM1/COM2 Frequency Tuning

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 AUDIO AND CNS

Or:
1) Touch the Audio & Radios Button to display the ‘Audio & Radios’ Screen.
2) Touch the COM1/COM2 frequency button to display the COM1/COM2 Standby Screen.
3) Use the keypad to select the desired frequency.
4) Touch the Enter Button to accept the new frequency as the COM1/COM2 standby frequency; or touch the
XFER Button to accept the new frequency as the COM1/COM2 active frequency and transfer the previously
active frequency to the standby frequency.
Selecting a COM1/2 frequency using the PFD Controller:
1) On the PFD Controller, press the COM/NAV Button to display the COM/NAV Window on the PFD.
2) Turn the large PFD Knob to move the cursor to the SOURCE field.
3) Turn the small PFD Knob to select the desired COM.
4) Press the ENT Key or the small PFD Knob to accept the selection and move the cursor to the STBY frequency
field.
5) Turn the small PFD Knob one click to activate the editing cursor (flashing).
6) Turn the large and small PFD knobs to select the frequency (Large knob increases/decreases MHz; Small knob
increases/decreases kHz)
7) Press the ENT Key or the small PFD Knob to accept the selection and move the cursor to the XFER? field.
8) Press the ENT Key or the small PFD Knob to accept the new frequency as the COM1/COM2 active frequency
and transfer the previously active frequency to the standby frequency

Figure 4-10 Frequency Tuning from the PFD Controller

Selecting a COM3 frequency using the Touchscreen Controller:

1) Touch the Audio & Radios Button to display the ‘Audio & Radios’ Screen.
2) Touch the COM3 volume slider to select COM3 for tuning.
3) Turn the large and small right knobs to select the frequency (Large knob increases/decreases MHz; Small knob
increases/decreases kHz).
4) Press the small right knob to accept the new frequency as the standby frequency; or press and hold the small
right knob to accept the new frequency as the COM3 active frequency and transfer the previously active
frequency to the standby frequency.

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AUDIO AND CNS

COM selected for COM3 Volume Slider

tuning (cyan border) COM3 Frequency Button

Knob function labels

Figure 4-11 ‘Audio & Radios’ Screen - COM3 Frequency Tuning

Or:
1) Touch the Audio & Radios Button to display the ‘Audio & Radios’ Screen.
2) Touch the COM3 frequency button to display the ‘COM3 Standby’ Screen.
3) Use the keypad to select the desired frequency.
4) Touch the Enter Button to accept the new frequency as the COM3 standby frequency; or touch the XFER
Button to accept the new frequency as the COM3 active frequency and transfer the previously active frequency
to the standby frequency.
Finding and selecting a COM frequency from the CNS Bar:
1) Touch the COM1 STBY Button (CNS Bar) or the COM2 STBY Button (CNS Bar) or the COM3 Frequency Button
to display the COM1/2/3 Standby Screen.
2) Touch the Find Button to display the ‘Find COM Frequency’ Screen.
3) Touch the tab for the desired type of frequency (Recent, Nearest, Dest, Flight Plan, or Favorite).
4) Scroll the list to find the desired frequency.
5) Touch the frequency button to accept the new frequency as the COM1/COM2/COM3 standby frequency.

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 AUDIO AND CNS

Select a
Find tab for the
Button frequency
category
Select the
frequency
button to
tune the
standby
frequency
Selecting
Multiple
accesses
another level
with selectable
frequencies

Figure 4-12 Find COM Frequency Screen

Finding and selecting a COM frequency from the Airport Information Screen:
1) From MFD Home, touch Waypoint Info > Airport to display the Airport Information Screen.
2) If needed, touch the airport button to enter/find the desired airport.
3) Touch the Freqs Tab to display the Airport Frequencies Screen.
4) Scroll the list to find the desired frequency.
5) Touch the frequency button to display the ‘Load Frequency’ Screen.
6) Touch the location button to load the frequency to COM1/2 Active/Standby or Favorites.

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AUDIO AND CNS

Airport
Button

Freqs
Tab
Frequency
Button

Location
Buttons

Touch the Audio & Radios

Button to display the
‘Audio & Radios’ Screen

Figure 4-13 Airport Info Screen Tuning

Finding and selecting a COM frequency from the ‘Nearest Airport’ Screen:
1) From MFD Home, touch Nearest > Airport to display the ‘Nearest Airport’ Screen.
2) Scroll the list to find the desired airport.
3) Touch the airport button to display the ‘Waypoint Options’ Window.
4) Touch the Airport Info Button to display the Airport Information Screen.
5) Touch the Freqs Tab to display the Airport Frequencies Screen.
6) Scroll the list to find the desired frequency.
7) Touch the frequency button to display the ‘Load Frequency’ Screen.
8) Touch the location button to load the frequency to COM1/2 Active/Standby or Favorites.

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 AUDIO AND CNS

Airport
Button

Airport Info
Button

Frequency
Button
Freqs
Tab

Touch the Audio & Radios

Button to display the
‘Audio & Radios’ Screen
Figure 4-14 Nearest Airport Tuning

Finding and selecting a COM frequency from the Nearest Airspace/ARTCC/FSS/Weather Screen:
1) From MFD Home, touch the Nearest > (Airspace or ARTCC or FSS or Weather) to display the Nearest
(Airspace or ARTCC or FSS or Weather) Screen.
2) Scroll the list to find the desired frequency.
3) Touch the frequency button to display the ‘Load Frequency’ Screen.
4) Touch the location button to load the frequency to COM1/2 Active/Standby or Favorites.

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AUDIO AND CNS

Frequency
Button

Touch the Audio & Radios

Button to display the
‘Audio & Radios’ Screen
Figure 4-15 Nearest Airspace/ARTCC/FSS/Weather Tuning

FREQUENCY SPACING
The COM radios can tune either 25-kHz spacing (118.000 to 136.975 MHz) or 8.33-kHz spacing (118.000
to 136.990 MHz) for 760-channel or 3040-channel configuration. When 8.33-kHz channel spacing is selected,
all of the 25-kHz channel spacing frequencies are also available in the complete 3040-channel list.

8.33-kHz Channel Spacing 25-kHz Channel Spacing

Figure 4-16 COM Channel Spacing

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 AUDIO AND CNS

Changing COM frequency channel spacing:

1) From MFD Home, touch Utilities >Setup > Avionics Settings.
Or:
From PFD Home, touch PFD Settings.
2) Scroll the list to show the COM Channel Spacing button.
3) Touch the COM Channel Spacing button to display the choice of 25.0 kHz or 8.33 kHz.
4) Touch the channel spacing button.

Select 8.33-kHz
or 25.0-kHz COM
Frequency Channel
Spacing

Figure 4-17 Changing COM Frequency Channel Spacing

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AUDIO AND CNS

AUTOMATIC SQUELCH
Automatic Squelch quiets unwanted static noise when no audio signal is received, while still providing good
sensitivity to weak COM signals. To disable Automatic Squelch for the selected transceiver, press the middle
knob. When Automatic Squelch is disabled, COM audio reception is always on. Continuous static noise is
heard over the headsets and speaker, if selected. Pressing the middle knob again enables Automatic Squelch.
When Automatic Squelch is disabled, a white SQ appears next to the active COM frequency.
Automatic Squelch Off Indicator

Automatic Squelch Off

Indicator

Middle knob - Push to

disable/enable Automatic
Squelch

Automatic Squelch Off Indicator on

PFD
Figure 4-18 COM Radio Automatic Squelch Disable/Enable

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 AUDIO AND CNS

VOLUME
The selected COM radio volume level can be adjusted from 0 to 100% on the touchscreen controller by
turning the middle knob or by sliding your finger right or left on the COM volume slider. Turning the knob
clockwise increases volume, turning the knob counterclockwise decreases volume. Sliding to the right increases
volume, sliding to the left decreases volume. When adjusting volume, the level is displayed in place of the
active frequency in the CNS Bar, and remains for two seconds after the change. When the ‘Audio & Radios’
Screen is displayed, the volume changes are not shown in the CNS Bar.
The volume can also be adjusted on the PFD using the PFD Controller. With the ‘COM/NAV’ Window
displayed, turn the large right knob to select the Volume field. Turn the small right knob to adjust the volume
(Turning the knob clockwise increases volume, turning the knob counterclockwise decreases volume).
COM1 Volume

Selected COM
Volume

Middle Knob -
Turn to adjust COM
volume

Figure 4-19 COM Volume Level

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AUDIO AND CNS

HF COM TRANSCEIVER SELECTION AND ACTIVATION (OPTIONAL)

The HF COM Frequencies are shown on the ‘Audio & Radios’ Screen. The HF COM transceiver can be
selected for transmitting on the Touchscreen Controller. During transmissions from the HF COM radio, audio
from the other COM radio(s) is muted.
Selecting an HF COM Radio for transmission:
1) Touch the Audio & Radios Button to display the ‘Audio & Radios’ Screen.
2) Touch the desired MIC Button on the ‘Audio & Radios’ Screen to select the HF COM radio for transmission.

Selecting an HF COM Radio for monitoring:

1) Touch the Audio & Radios Button to display the ‘Audio & Radios’ Screen.
2) Touch the HF1 Button or HF2 Button to select the HF COM radio for monitoring.
CNS Bar MIC Button (HF1 selected for transmission)

HF1 Active Frequency

MIC Button (HF1 selected for
transmission)
MIC Button(HF2) HF2 Primary Frequency

‘Audio & Radios’ Screen

Communication Source/Primary Frequency

(HF1 selected for transmission)

Figure 4-20 Selecting an HF COM Radio for Transmission (Simplex Tuning Mode)

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 AUDIO AND CNS

CNS Bar MIC Button (HF2 selected for transmission)

HF1 Primary Frequency

MIC Button (HF1)

MIC Button(HF2 selected for HF2 Active Frequencies

transmission)
‘Audio & Radios’ Screen

Communication Source/Primary Frequency (HF2

selected for transmission)

Figure 4-21 Selecting an HF COM Radio for Transmission (Duplex Tuning Mode)

HF COM TRANSMISSION STATUS INDICATIONS

HF COM transmission status indications are displayed below the HF COM frequency on the ‘Audio &
Radios’ Screen.

Status Indication

Indication Description
TESTING HF COM testing is in progress.
TEST FAIL HF COM testing failed.
TUNING HF COM tuning is in progress.
TUNE FAIL HF COM tuning failed.
TX HF COM transmission is in progress.
Table 4-1 HF COM Transmission Status

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AUDIO AND CNS

HF COM FREQUENCY TUNING

Selecting an HF COM frequency using the Touchscreen Controller:
1) Touch the Audio & Radios Button to display the ‘Audio & Radios’ Screen.
2) Touch the HF1 or HF2 frequency button to display the ‘HF1’ Screen or the ‘HF2’ Screen.
3) Touch the standby frequency button.
4) Use the keypad to select the desired frequency.
5) Touch the Enter Button to accept the new frequency.
6) Touch the XFER Button, the active frequency button, or press and hold the Small Right Knob to accept the new
frequency as the active frequency and transfer the previously active frequency to the standby frequency.

HF1 Frequency HF1

Button Standby
HF2 Frequency Frequency
Button Button

Figure 4-22 Figure 4-23

‘Audio & Radios’ Screen - HF1/HF2 Frequency Tuning HF1/HF2 Screen - HF1/HF2 Frequency Tuning

Find Frequency
Button Transfer
(XFER)
Enter Button
Button
Figure 4-24 Figure 4-25
HF1/HF2 Standby Screen - Frequency Tuning Keypad HF1/HF2 Screen

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 AUDIO AND CNS

Selecting the HF COM Tuning Mode using the Touchscreen Controller:

1) Touch the Audio & Radios Button to display the ‘Audio & Radios’ Screen.
2) Touch the HF1 or HF2 frequency button to display the ‘HF1’ Screen or the ‘HF2’ Screen.
3) Touch the Tuning Mode Button.
4) Touch the Simplex or Duplex Button.

Tuning
Mode
Button

Figure 4-26 Figure 4-27

HF1/HF2 Screen HF1/HF2 Tuning Mode Screen

Selecting the HF COM Emission Mode using the Touchscreen Controller:

1) Touch the Audio & Radios Button to display the ‘Audio & Radios’ Screen.
2) Touch the HF1 or HF2 frequency button to display the ‘HF1’ Screen or the ‘HF2’ Screen.
3) Touch the Emission Mode Button.
4) Touch the Upper Sideband Voice (USB V) , Lower Sideband Voice (LSB V) , or AM Voice (AM) Button.

Emission
Mode
Button

Figure 4-28 Figure 4-29

HF1/HF2 Screen HF1/HF2 Emission Mode Screen

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Finding and selecting a HF COM frequency:

1) Touch the Audio & Radios Button to display the ‘Audio & Radios’ Screen.
2) Touch the HF1 or HF2 frequency button to display the ‘HF1’ Screen or the ‘HF2’ Screen.
3) Touch the Find Button to display the ‘Find HF Channel’ Screen.
4) Scroll the list to find the desired frequency.
5) If needed, touch the Mode Button and touch the Simplex or Duplex Button.
6) Touch the frequency button to accept the new frequency as the HF1/HF2 standby frequency.
7) Touch the XFER Button, the active frequency button, or press and hold the Small Right Knob to accept the new
frequency as the active frequency and transfer the previously active frequency to the standby frequency.

Find
Button

Figure 4-30 Figure 4-31

HF1/HF2 Screen Find HF Channel Screen

HF COM SQUELCH LEVEL

The HF COM squelch level can be adjusted to quiet unwanted static noise when no audio signal is received,
while still providing good sensitivity to weak HF COM signals. The squelch level can be adjusted from the HF1/
HF2 Screen by touching the SQL LVL Button.
A white SQ0, SQ1, SQ2, or SQ3 appears next to the HF COM frequencies on the ‘Audio & Radios’ Screen.

Level Description
SQ0 Open
SQ1 Minimum
SQ2 Medium
SQ3 Maximum
Table 4-2 HF COM Squelch Levels

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Adjusting the HF COM squelch level using the Touchscreen Controller::

1) Touch the Audio & Radios Button to display the ‘Audio & Radios’ Screen.
2) Touch the HF1 or HF2 frequency button to display the ‘HF1’ Screen or the ‘HF2’ Screen.
3) Touch the SQL LVL Button.
4) Touch the SQ0, SQ1, SQ2, or SQ3 Button to select the squelch level.

Squelch Level
(SQL LVL)
Button

Figure 4-32 HF1/HF2 Screen - Squelch Level Adjustment Figure 4-33 HF1/HF2 Squelch Level Screen

HF COM TRANSMIT POWER

Selecting the HF COM Transmit Power using the Touchscreen Controller:
1) Touch the Audio & Radios Button to display the ‘Audio & Radios’ Screen.
2) Touch the HF1 or HF2 frequency button to display the ‘HF1’ Screen or the ‘HF2’ Screen.
3) Touch the XMIT PWR Button.
4) Touch the Low , Medium , or High Button.

Transmit
Power
(XMIT
PWR)
Button

Figure 4-34 Figure 4-35

HF1/HF2 Screen HF1/HF2 Transmit Power Screen

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HF COM VOLUME
The selected HF COM radio volume level can be adjusted from 0 to 100% on the touchscreen controller
by turning the middle knob or by sliding your finger right or left on the COM volume slider. Turning the
knob clockwise increases volume, turning the knob counterclockwise decreases volume. Sliding to the right
increases volume, sliding to the left decreases volume. When adjusting volume, the level is displayed in place of
the active frequency in the CNS Bar, and remains for two seconds after the change. When the ‘Audio & Radios’
Screen is displayed, the volume changes are not shown in the CNS Bar.

Selected HF
COM Volume

Middle Knob -
Turn to adjust COM
volume

Figure 4-36 COM Volume Level

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4.3 NAV OPERATION

NAV RADIO SELECTION AND ACTIVATION

NOTE: If both NAV1 and NAV2 radios have the same source selected, the VOR1 and VOR2 (or LOC1 and
LOC2) will change color from green to amber.
The active NAV frequency selected for navigation is shown on the PFD. Active and Standby NAV frequencies
are shown on the Touchscreen Controller.
A NAV radio is selected for navigation by touching the Nav Source Button located on the PFD Home Screen.
The NAV frequency selected for navigation is displayed in green. Touching the Nav Source Button once selects
NAV1 as the navigation radio. Touching the Nav Source Button a second time selects NAV2 as the navigation
radio. Touching the Nav Source Button a third time activates FMS mode. Touching the Nav Source Button
again cycles back to NAV1.
The three navigation modes that can be cycled through are:
-- VOR1 (or LOC1) – If NAV1 is selected, a green single line CDI (shown) labeled either VOR1 or LOC1 is
displayed on the HSI and the active NAV1 frequency is displayed in green.
-- VOR2 (or LOC2) – If NAV2 is selected, a green double line CDI (not shown) labeled either VOR2 or LOC2
is displayed on the HSI and the active NAV2 frequency is displayed in green.
-- FMS – If FMS Mode is selected, a magenta single line CDI (not shown) appears on the HSI and neither NAV
radio is selected. Both active NAV frequencies are displayed in white on the Touchscreen Controller.
The NAV Radio is selected by pressing
the Nav Source Button on the PFD
Home Screen

NAV1 Active Frequency and ID

Figure 4-37 Selecting a NAV Radio for Navigation

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See the Flight Instruments Section for selecting the DME and Bearing Information windows and using VOR
or ADF as the source for the bearing pointer.
NAV radios are selected for listening by pressing the corresponding buttons on the Touchscreen Controller.
Touching the NAV1 or NAV2 Button selects and deselects the navigation radio source. Selected audio can be heard
over the headset and the speaker (if selected). All radios can be selected individually or simultaneously.

NAV1 Active Frequency/ID

NAV1 Button NAV1 Standby Frequency
(selected for monitoring) NAV2 Active Frequency/ID
NAV2 Button NAV2 Standby Frequency
(not selected)
Figure 4-38 Selecting a NAV Radio for Monitoring

Selecting/deselecting a navigation radio for monitoring:

1) Touch the Audio & Radios Button to display the ‘Audio & Radios’ Screen.
2) Touch the NAV1 or NAV2 Button on the ‘Audio & Radios’ Screen to select/deselect the radio for monitoring.

NAV RECEIVER TUNING

The NAV frequencies are tuned from the Touchscreen Controller and the PFD Controller.

NAV selected for NAV1 Volume Slider

tuning (cyan border)
NAV2 Frequency Button

Knob function labels

Figure 4-39 ‘Audio & Radios’ Screen - NAV Frequency Tuning

Selecting a NAV frequency using the Touchscreen Controller:

1) Touch the Audio & Radios Button to display the ‘Audio & Radios’ Screen.
2) Touch the NAV1/NAV2 frequency button to select NAV1/NAV2 for tuning, and display the NAV1/NAV2 frequency
tuning screen.

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3) Use the keypad to select the desired frequency.

4) Touch the Enter Button to enter the new frequency as the NAV1/NAV2 standby frequency; or touch the XFER
Button to transfer it to the active frequency.

Find Button

XFER Button

Enter Button
Knob function labels

Figure 4-40 NAV Frequency Tuning Window

Or:
1) Touch the Audio & Radios Button to display the ‘Audio & Radios’ Screen.
2) Touch the NAV1/NAV2 volume slider to select NAV1/NAV2 for tuning.
3) Turn the large and small right knobs to tune the frequency (Large knob increases/decreases MHz; Small knob
increases/decreases kHz).
4) Press the small right knob to enter the new frequency as the NAV1/NAV2 standby frequency; or press and hold
the small right knob to transfer the new standby frequency to the active frequency.
Selecting a NAV frequency using the PFD Controller:
1) On the PFD Controller, press the COM/NAV Button to display the COM/NAV Window.
2) Turn the large PFD Knob to move the cursor to the Source field.
3) Turn either PFD Knob to select the desired NAV.
4) Press the ENT Key or the small PFD Knob to accept the selection and move the cursor to the STBY frequency
field.
5) Turn the small PFD Knob one click to activate the editing cursor (flashing).
6) Turn the large and small PFD knobs to tune the frequency (Large knob increases/decreases MHz; Small knob
increases/decreases kHz)
7) Press the ENT Key or the small PFD Knob to accept the selection and move the cursor to the XFER? field.
8) Press the ENT Key or the small PFD Knob to transfer the standby frequency to the active frequency.

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Figure 4-41 Frequency Tuning from the PFD Controller

Finding and selecting a NAV frequency from the Airport Information Screen:
1) From MFD Home, touch Waypoint Info > Airport to display the Airport Information Screen.
2) If needed, touch the airport button to enter/find the desired airport.
3) Touch the Freqs Tab to display the Airport Frequencies Screen.
4) Scroll the list to find the desired frequency.
5) Touch the frequency button to display the ‘Load Frequency’ Screen.
6) Touch the location button to load the frequency to NAV1/2 Active/Standby or Favorites.

Airport
Button
Frequency
Button
Freqs
Tab

Location
buttons

Touch the Audio & Radios Touch the Done Button

Button to display the to return to the ‘Airport
‘Audio & Radios’ Screen Frequencies’ Screen
Figure 4-42 Airport Info Screen Tuning

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Finding and selecting a NAV frequency from the ‘VOR Information’ Screen:
1) From MFD Home, touch Waypoint Info > VOR to display the ‘VOR Information’ Screen.
2) If needed, touch the VOR button to enter/find the desired airport.
3) Touch the frequency button to display the ‘Load Frequency’ Screen.
4) Touch the location button to load the frequency to NAV1/2 Active/Standby or Favorites.

VOR
Button

Frequency
Button

Location
buttons

Touch the Audio & Radios Touch the Done Button

Button to display the to return to the ‘Airport
‘Audio & Radios’ Screen Frequencies’ Screen

Figure 4-43 VOR Info Screen Tuning

Finding and selecting a NAV frequency from the ‘Nearest Airport’ Screen:
1) From MFD Home, touch Nearest > Airport to display the ‘Nearest Airport’ Screen.
2) Scroll the list to find the desired airport.
3) Touch the airport button to display the ‘Waypoint Options’ Window.
4) Touch the Airport Info Button to display the Airport Information Screen.
5) Touch the Freqs Tab to display the Airport Frequencies Screen.
6) Scroll the list to find the desired frequency.
7) Touch the frequency button to display the ‘Load Frequency’ Screen.
8) Touch the location button to load the frequency to NAV1/2 Active/Standby or Favorites.

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Airport
Button

Airport Info
Button

Frequency
Button
Freqs
Tab

Location
buttons

Touch the Audio & Radios Touch the Done Button

Button to display the to return to the ‘Airport
‘Audio & Radios’ Screen Frequencies’ Screen
Figure 4-44 Nearest Airport Tuning

Finding and selecting a NAV frequency from the Nearest VOR/FSS/Weather Screen:
1) From MFD Home, touch the Nearest > (VOR or FSS or Weather) to display the Nearest (Airspace or FSS or
Weather) Screen.
2) Scroll the list to find the desired frequency.
3) Touch the frequency button to display the ‘Load Frequency’ Screen.
4) Touch the location button to load the frequency to NAV1/2 Active/Standby or Favorites.
5) Touch the Done Button to return to the Nearest (Airspace or FSS or Weather) Screen.

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Frequency
Button

Location
Buttons

Touch the Audio & Radios Touch the Done Button

Button to display the to return to the ‘Airport
‘Audio & Radios’ Screen Frequencies’ Screen

Figure 4-45 Nearest VOR/FSS/Weather Tuning

VOR/LOC ID
When the Morse code Identifier audio is on for a NAV radio, a white ID appears to the right of the active
NAV frequency. Pressing the middle knob turns off the Morse code audio only for the selected radio. To turn
off both NAV IDs, select each NAV in turn and press the middle knob to turn the Morse code off.
The decoded Morse code identifier received from the navigation source is displayed on the PFD in the
Active Frequency and ID field, and also on the Touchscreen Controller on the NAV Frequency Button (Figure
4-46). Audio verification of the selected station identifier is still required.

Decoded Station Identifier Decoded Station Identifier Morse Code audio ID is selected On
PFD Touchscreen Controller
Figure 4-46 VOR/LOC ID Locations

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VOLUME
The selected NAV radio volume level can be adjusted from 0 to 100% on the touchscreen controller by
turning the middle knob or by sliding your finger right or left on the NAV volume slider. Turning the
knob clockwise increases volume, turning the knob counterclockwise decreases volume. Sliding to the right
increases volume, sliding to the left decreases volume.

Selected NAV
Volume

Middle knob -
Turn to adjust NAV
volume

Figure 4-47 NAV Volume Level

AUTO-TUNING NAV FREQUENCIES ON APPROACH ACTIVATION

NOTE: The primary NAV frequency is auto-tuned upon loading a VOR or ILS/Localizer approach.

NOTE: When an ILS/LOC approach has been activated in FMS Mode, the system switches to NAV Mode as
the final approach course is intercepted (within 15 nm of the FAF). See the Flight Management Section for
details.
When loading or activating a VOR or ILS/LOC approach, the approach frequency is automatically transferred
to a NAV frequency field as follows:
»» If the current CDI navigation source is FMS, the approach frequency is transferred to the NAV1 active
frequency field. The frequency that was previously in the NAV1 active frequency field is transferred to
standby.
»» If the current CDI navigation source is FMS, and if the approach frequency is already loaded into the NAV1
standby frequency field, the standby frequency is transferred to active.
»» If the current CDI navigation source is NAV1 or NAV2 and the approach is activated, the approach frequency
is transferred to the active frequency fields of the selected CDI NAV radio.
»» If the current CDI navigation source is NAV1 or NAV2 and the approach is loaded, the approach frequency
is transferred to the standby frequency fields of the selected CDI NAV radio.

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MARKER BEACON RECEIVER

NOTE: The marker beacon indicators operate independently of marker beacon audio and cannot be turned
off.
The marker beacon receiver is used as part of the ILS. The marker beacon receiver is always on and detects
any marker beacon signals within the reception range of the aircraft. The receiver detects the three marker tones
– outer, middle, and inner – and provides the marker beacon annunciations located to the left of the Altimeter
on the PFD.

Marker Beacon
Mute Button
(flashing)

Marker Beacon
Volume Slider
Marker Button Marker Beacon
High Sense
Button

Marker Volume
Knob Label
Figure 4-48 Marker Beacon Keys
The Touchscreen Controller provides three different states of marker beacon audio operation; Selected, Muted,
and Deselected. Pressing the Marker Button selects/deselects marker beacon audio. The button annunciator
indicates when marker beacon audio is selected.
During marker beacon audio reception, pressing the flashing Mute Button mutes the audio but does not affect
the marker annunciations (Figure 4-49). The marker tone is silenced, then waits for the next marker tone. The
flashing Mute Button is also removed during audio muting. The audio returns when the next marker beacon
signal is received.
Pressing the High Sense Button switches between high and low marker beacon receiver sensitivity. The High
Sense function (annunciator illuminated) is used to provide an earlier indication when nearing a marker during
an approach. The Low Sense function (annunciator extinguished) results in a narrower marker dwell while
over a station.
The Marker Beacon volume level can be adjusted from 0 to 100% on the touchscreen controller by turning
the middle knob or by sliding your finger right or left on the Marker Beacon Volume Slider. Turning the
knob clockwise increases volume, turning the knob counterclockwise decreases volume. Sliding to the right
increases volume, sliding to the left decreases volume.

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ADF/DME TUNING
See the Flight Instruments Section for displaying the DME and bearing information windows (ADF) and
using the ADF as the source for the bearing pointer.
ADF1 and ADF2 are optional equipment. The system tunes the ADF receiver and DME transceiver. The ADF
is tuned by entering the frequency in the ADF standby frequency field of the ‘Audio & Radios’ Screen on the
Touchscreen Controller.
The UHF DME frequency is tuned by pairing with a VHF NAV frequency. DME frequency pairing is automatic
and only the VHF NAV frequency is shown.
The following ADF/DME information is displayed on the Touchscreen Controller:
-- Active and standby ADF frequencies
-- ADF receiver mode
-- ADF receiver volume
-- DME tuning mode (DME transceiver pairing)
-- DME receiver volume
DME Controls ADF Controls

ADF Button

ADF Control
Button
DME Control
Button ADF Volume
Slider
DME1 Button

DME Volume
Slider

ADF Volume Knob Label

ADF Frequency/Transfer Knob Label

Figure 4-49 ADF/DME Tuning

The selected ADF/DME volume level can be adjusted from 0 to 100% on the touchscreen controller by turning
the middle knob or by sliding your finger right or left on the NAV volume slider. Turning the knob clockwise
increases volume, turning the knob counterclockwise decreases volume. Sliding to the right increases volume,
sliding to the left decreases volume.

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ADF TUNING
ADF frequencies in the 190.0-kHz to 1799.5-kHz range are entered in the standby ADF frequency field.
The system does not tune the ADF emergency frequency, 2182.0‑kHz.
Selecting an ADF frequency:
1) Touch the Audio & Radios Button to display the ‘Audio & Radios’ Screen.
2) Scroll the list to find the ADF.
3) Touch the ADF control button to display the ADF Mode/Tuning Screen.
4) Use the keypad to select the desired frequency.
5) Touch the Enter Button to enter the new frequency as the ADF standby frequency; or touch the XFER Button
to transfer it to the active frequency.

Find Button

XFER Button

Enter Button
Knob function labels

Figure 4-50 ADF Mode/Tuning Screen

Or:
1) Touch the Audio & Radios Button to display the ‘Audio & Radios’ Screen.
2) Scroll the list to find the ADF.
3) Touch the ADF control button to display the ADF Mode/Tuning Screen.
4) Turn the large and small right knobs to tune the frequency (Large knob increases/decreases kHz; Small knob
selects .5 kHz).
5) Press the small right knob to enter the new frequency as the ADF standby frequency; or press and hold the small
right knob to transfer the new standby frequency to the active frequency.
Finding and selecting an ADF frequency:
1) Touch the Audio & Radios Button to display the ‘Audio & Radios’ Screen.
2) Scroll the list to find the ADF.
3) Touch the ADF control button to display the ADF Mode/Tuning Screen.

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4) Touch the Find Button to display the ‘Find ADF Frequency’ Screen.
5) Touch the tab for the desired type of frequency (Recent, Nearest, Dest, Flight Plan, or Favorite).
6) Scroll the list to find the desired frequency.
7) Touch the frequency button to enter the new frequency as the ADF standby frequency.
Select a
Find tab for the
Button frequency
category
Select the
frequency
button to
tune the
standby
frequency

Figure 4-51 Finding an ADF Frequency

Transferring the active and standby ADF frequencies:

1) Touch the Audio & Radios Button to display the ‘Audio & Radios’ Screen.
2) Scroll the list to find the ADF.
3) Touch the ADF volume slider to select the ADF for transfer.
4) Press and hold the small right knob to transfer the frequencies.

ADF Volume slider

ADF Transfer Knob Label

Figure 4-52 ADF Frequency Transfer

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SELECTING ADF RECEIVER MODE

The following modes can be selected: (In all modes NDB audio can be heard by selecting the ADF1 Button
or ADF2 Button on the Touchscreen Controller.)
»» ANT (Antenna) – The ADF bearing pointer parks on the HSI at 90 degrees. Best mode for listening to NDB
audio.
»» ADF (Automatic Direction Finder) – The ADF pointer points to the relative bearing of the NDB station.
»» ADF/BFO (ADF/Beat Frequency Oscillator) – The ADF pointer points to the relative bearing of the NDB
station and an audible tone confirms signal reception. This mode allows identification of the interrupted
carrier beacon stations used in various parts of the world.
»» ANT/BFO (Antenna/Beat Frequency Oscillator) – The ADF bearing pointer parks on the HSI at 90 degrees
while an audible tone is provided when a signal is received. This mode also allows identification of the
interrupted carrier beacon stations and confirms signal reception.
Selecting an ADF receiver mode:
1) Touch the Audio & Radios Button to display the ‘Audio & Radios’ Screen.
2) Scroll the list to find the ADF.
3) Touch the ADF control button to display the ADF Mode/Tuning Screen.
4) Touch the ANT, ADF, ADF/BFO, or ANT/BFO Button to select the ADF mode.

ADF Mode Buttons

Figure 4-53 ADF Mode Selection

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DME TUNING

NOTE: The system remembers the last frequency used for DME tuning and the NAV1, NAV2, or HOLD state
prior to shutdown.
The following DME transceiver pairings can be selected:
»» NAV1 – Pairs the DME frequency from the selected NAV1 frequency.
»» NAV2 – Pairs the DME frequency from the selected NAV2 frequency.
»» HOLD – When in the HOLD position, the DME frequency remains paired with the last selected NAV
frequency.
DME1 Mode
Control
Button

DME1 DME
Audio Select Mode
Button Select
Buttons

Figure 4-54 DME Mode Selection

Selecting DME transceiver pairing:

1) Touch Audio & Radios to display the ‘Audio & Radios’ Screen.
2) Scroll the list to find the DME.
3) Touch the DME mode control button to display the DME Mode Window.
4) Touch the NAV1 or HOLD Button to select the DME1 Mode; touch the NAV2 or HOLD Button to select the
DME2 Mode.

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4.4 MODE S TRANSPONDER

NOTE: The XPDR/TCAS Mode on the ‘Transponder’ Screen always shows the default or pilot selected mode
and does not necessarily correspond with the traffic system if it is in a lower mode due to other constraints.

NOTE: Refer to the Hazard Avoidance section for more information about TCAS II alerts.
The GTX 3000 Mode S Transponder provides Mode A, Mode C, and Mode S interrogation and reply capabilities.
Selective addressing or Mode Select (Mode S) capability includes the following features:
• Level-2 reply data link capability (used to exchange information between aircraft and ATC facilities)
• Surveillance identifier capability
• Flight ID (Flight Identification) reporting – The Mode S Transponder reports aircraft identification as either the
aircraft registration or a unique Flight ID.
• Altitude reporting
• Airborne status determination
• Transponder capability reporting
• Mode S Enhanced Surveillance (EHS) requirements
• Acquisition squitter – Acquisition squitter, or short squitter, is the transponder 24-bit identification address.
The transmission is sent periodically, regardless of the presence of interrogations. The purpose of acquisition
squitter is to enable Mode S ground stations and aircraft equipped with a Traffic Avoidance System (TAS) to
recognize the presence of Mode S-equipped aircraft for selective interrogation.
• Extended squitter – The extended squitter is transmitted periodically and contains information such as altitude
(barometric and GPS), GPS position, and aircraft identification. The purpose of extended squitter is to provide
aircraft position and identification to ADS-B Ground-Based Transceivers (GBTs) and other aircraft.
The Hazard Avoidance Section provides more details on traffic avoidance systems.
TRANSPONDER CONTROLS
Active transponder selection, transponder mode selection, code entry, Flight ID entry, and IDENT activation
are controlled and displayed on the Touchscreen Controller.

Transponder Mode Button

Transponder Code Button

Figure 4-55 Transponder Display and Controls

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TRANSPONDER MODE SELECTION

The active transponder is selected by touching the Active Button. Mode selection can be automatic (Altitude
Reporting modes) or manual (Standby, On, and Altitude Reporting modes). The Mode Selection Buttons can
be accessed by selecting the Transponder Mode Button

NOTE: The operating mode of the TCAS II system is annunciated on the Traffic Map Pane and Traffic Inset
Map.

Selecting a transponder mode:

1) Touch the Transponder Mode Button on the MFD Touchscreen Controller to display the ‘Transponder’ Screen.
2) Touch a Mode Selection Button to activate the transponder mode.

Active Button
- Selects active transponder
Transponder Mode Selection
Buttons

Figure 4-56 Active Transponder and Transponder Mode Selection (TCAS II)

TCAS II TRANSPONDER MODES

NOTE: The XPDR/TCAS Mode on the ‘Transponder’ Screen always shows the default or pilot selected mode
and does not necessarily correspond with the traffic system if it is in a lower mode due to other constraints.

NOTE: Refer to the Hazard Avoidance section for more information about TCAS II alerts.
The following table describes the transponder and traffic system operating modes for each XPDR/TCAS Mode
selection:
XPDR/TCAS Mode Selection Indication (XPDR Mode Button) Transponder Mode Available TCAS II Mode(s)
Auto (default) AUTO Altitude Reporting TA/RA or TA Only
TA Only TA ONLY Altitude Reporting TA Only
Altitude Reporting ALT Altitude Reporting Standby
On ON On Standby
Standby STBY Standby Standby
Table 4-3 Transponder and TCAS II Modes

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AUTO MODE
Auto Mode is the default XPDR/TCAS mode. The pilot can also manually select the mode by touching
the Auto Button on the ‘Transponder’ Screen. While in Auto XPDR/TCAS mode, the transponder is in ALT
mode. When the transponder is operating on the ground, it replies to all selective Mode S interrogations,
including Mode A identity requests and Mode C altitude requests. Replies to ATCRBS/Mode-S All-Call and
Mode-S Only all-call interrogations are inhibited. Auto Mode automatically selects the appropriate mode for
the current conditions, including traffic advisory (TA) and resolution advisory (RA) aural and visual alerts
(if applicable). All transponder replies requesting altitude information are provided with pressure altitude
information.
In Auto Mode, a cyan AUTO indication appears in the Transponder Mode Button.

Auto Mode - Cyan

Figure 4-57 Auto Mode (Cyan)

TA ONLY MODE
The pilot can manually select TA Only Mode by touching the TA Only Button on the ‘Transponder’ Screen.
TA Only mode inhibits resolutions advisory (RA) aural and visual alerts (if applicable). While in TA Only
XPDR/TCAS mode, the transponder is in ALT mode. This mode generates Mode A, Mode C, and Mode S
replies as well as transmissions of acquisition and extended squitters including ADS-B out.
In TA Only Mode, a cyan TA ONLY indication appears in the Transponder Mode Button.

TA Only Mode - Cyan

Figure 4-58 TA Only Mode (Cyan)

ALTITUDE REPORTING MODE

Altitude Reporting Mode is selected manually by touching the Altitude Reporting Button. TCAS II is in
Standby, when the Altitude Reporting XPDR/TCAS Mode is selected. Altitude Mode generates Mode A, Mode
C, and Mode S replies as well as transmissions of acquisition and extended squitters including ADS-B out.
If Altitude Mode is selected, a cyan ALT indication appears in the Transponder Mode Button, and all
transponder replies requesting altitude information are provided with pressure altitude information.
On the ground, the Altitude Reporting Mode generates Mode A replies and to directly addressed Mode S
interrogations, including interrogations for altitude.

Altitude Reporting Mode

(Mode C Altitude Reporting)

Figure 4-59 Altitude Reporting Mode (Green)

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MANUAL ON MODE
ON XPDR/TCAS Mode can be selected at any time by selecting the On Button. ON Mode generates Mode A
and Mode S replies as well as transmission of acquisition and extended squitters, including ADS-B out on the
ground and in the air. Mode C altitude reporting is inhibited. TCAS II is in Standby, when the ON XPDR/
TCAS Mode is selected.
In ON Mode, a cyan ON indication appears in the Transponder Mode Button.

ON Mode (No
Altitude Reporting)

Figure 4-60 On Mode

STANDBY MODE (MANUAL)

NOTE: In Standby Mode, the IDENT function is inoperative.

Standby XPDR/TCAS Mode can be selected at any time by selecting the Standby Button. In Standby XPDR/
TCAS, the transponder does not reply to interrogations or transmit squitters, but new codes can be entered.
TCAS II is also in Standby Mode, when the Standby XPDR/TCAS Mode is selected.
In Standby XPDR/TCAS Mode, a cyan STBY indication appears in the Transponder Mode Button, the
transponder code is displayed in cyan, and a white TRANSPONDER STANDBY CAS message is displayed.

Standby Mode

Figure 4-61 Standby Mode

REPLY STATUS
When the transponder sends replies to interrogations, a white R indication appears momentarily in the
Transponder Code Button.

Reply to Interrogation

Figure 4-62 Altitude Reporting Mode

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ENTERING A TRANSPONDER CODE

Entering a transponder code with the keypad:
1) Touch the Transponder Code Button on the MFD Touchscreen Controller to display the ‘Transponder 1’ Screen
or the ‘Transponder 2’ Screen.
2) Use the keypad to select the desired code.
3) Touch the Enter Button to enter the new code, or wait approximately two seconds for automatic entry.

Transponder Code Entry

VFR Button

Figure 4-63 Transponder Code Entry

Entering a transponder code with the knobs:

1) Touch the Transponder Code Button on the MFD Touchscreen Controller to display the ‘Transponder 1’ Screen
or the ‘Transponder 2’ Screen.
2) Turn the large right knob one click either way to place the editing cursor on the first digit of the existing code.
3) Turn the small right knob to enter the first digit.
4) Turn the large right knob to move the cursor to the next digit.
5) Turn the small right knob to enter the next digit, repeat steps 4 and 5 until complete.
6) Touch the Enter Button, or push the small right knob, to enter the new code.
Pressing the Cancel Button before code entry is complete cancels code entry and restores the previous code.

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VFR CODE
The VFR code can be entered either manually or by selecting the VFR Button. When the VFR Button is
selected, the pre-programmed VFR code is automatically displayed in the Transponder Code Button.
The pre-programmed VFR Code is set at the factory to 1200. If a VFR code change is required, contact a
Garmin-authorized service center for configuration.

IDENT Button VFR Button

Figure 4-64 Transponder IDENT Indication

IDENT FUNCTION

NOTE: In Standby Mode, the IDENT Button is inoperative.

Selecting the IDENT Button on the ‘Transponder 1’ Screen or the ‘Transponder 2’ Screen sends a distinct
identity indication to Air Traffic Control (ATC). The indication distinguishes the identing transponder from all
the others on the air traffic controller’s screen. When the IDENT Button is selected, the word IDENT appears
in the Transponder Code Button and pulsates for the duration of the identity indication.

Transponder IDENT Active

Figure 4-65 Transponder IDENT Indication

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FLIGHT ID REPORTING
When the Flight ID must be entered before flight operation, the identifier is placed on the ‘Transponder’
Screen on the Touchscreen Controller. The Flight ID field can hold up to eight characters.
Entering a Flight ID:
1) Touch the Transponder Mode Button on the MFD Touchscreen Controller to display the ‘Transponder’ Screen.
2) Touch the Flight ID Button to display the keypad.
3) Use the keypad to select the desired flight ID.
4) Touch the Enter Button to enter the new flight ID.

Flight ID Button

Figure 4-66 Flight ID Entry

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4.5 ATN CONTROLLER PILOT DATA LINK COMMUNICATIONS (CPDLC)

The GDR 66 VHF Data Link Transceiver provides the link from the G5000 Integrated Avionics System to
the Controller Pilot Data Link Communications system (CPDLC). The CPDLC system provides data link
communication between the aircraft and an Air Traffic Control facility. Communication is normally in the form
of text message elements that resemble phraseology used in voice communications with ATC.
The CPDLC system is intended for use in Europe with the Link 2000+ DLS (Data Link System) and will
communicate with the ATN (Aeronautical Telecommunications Network) only. Eurocontrol is responsible for the
technical coordination of the integration of the airborne and ground based components of the Link 2000+ DLS.
Eurocontrol has termed this project the Link 2000+ Programme.
CPDLC SESSION OVERVIEW
The system will manage a CPDLC session with an ATC end system. Once a successful logon has been
completed the system will go into a CPDLC waiting state. In this state the system is waiting for a CPDLC session
to be initiated by the ATC end system. When an ATC end system sends a CPDLC session start command the
flight crew will have the ability to send CPDLC downlink messages. CPDLC downlink messages are messages
initiated by the flight crew to ATC. CPDLC uplink messages are messages initiated by ATC to the flight crew.
The ground system manages handoffs between ATC end systems. When the aircraft is nearing the coverage
boundary of the CDA (Current Data Authority) or current facility, the system will be assigned a NDA (Next
Data Authority) or next facility. The NDA is the ATC end system that is waiting to take control of the aircraft.
Upon crossing the boundary between the two ATC end systems, a transfer instruction will be sent to the system
making the NDA the new CDA.
In the event the CPDLC session is lost and the logon is still active, the system will accept future CPDLC start
commands from ATC.
ENABLING THE CPDLC SYSTEM
The Data Link Transceiver must be in data mode in order to use the CPDLC system. If the ‘ATC Datalink’
Screen is accessed with the Data Link Transceiver in voice mode, a prompt screen will ask if you want to switch
to data mode. Press OK to switch to data mode.

Figure 4-67 Data Mode Switch Prompt

The Data Link Transceiver can be set to data mode prior to accessing the ‘ATC Datalink’ Screen.

NOTE: Datalink and COM3 voice communication cannot be simultaneously enabled.

Enabling the Datalink from the ‘Audio & Radios’ Screen:

1) Touch the Audio & Radios Button to display the ‘Audio & Radios’ Screen.

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2) If the COM3 Frequency is enabled, touch the COM3 Frequency Button.

3) Touch the Datalink Button.

CPDLC SYSTEM STATUS

NOTE: If the system is equipped with both ATN CPDLC and FANS 1/A+ CPDLC, the CPDLC System Status
messages that appear on the ‘ATC Datalink’ Screen will be contingent on the current ATC Datalink Connection;
FANS or ATN.
The system will reflect the connection status at all times in the Status Tab on the ‘ATC Datalink’ Screen. The
following is a list of possible system states:

CPDLC Connection Displayed Description

Status Connection Status

The system has initialized the router but does not have an air-ground
Waiting for Link
connection.

Establishing ATN The system has detected a viable ground station and is attempting to
Link establish an air-ground connection.

The system has established a connection capable of supporting ATN

ATN Link Available (Aeronautical Telecommunications Network) traffic. This state indicates that a
network logon can be attempted to establish CPDLC communications.

Connecting The system has initiated a network logon with an ATC facility.

The system has successfully completed the network logon procedure. During
this state the system is waiting for an ATC facility to initiate a CPDLC session.
Waiting for CPDLC
This state will exist during initial connection or if a CPDLC session has been
closed and the network logon is still valid.

The system has successfully established a CPDLC session with a ground

CPDLC Active
facility. CPDLC messages can be exchanged in this state.

Logon Failed The system was unable to establish a network logon.

The system has disconnected from a CPDLC connection. If the network

CPDLC Inactive logon is still valid, the system will accept another CPDLC session from an ATC
facility.
The system has established both an ACARS connection and a VHF Data Link
DUAL Link Mode connection that supports ATN traffic. It also indicates that an AFN
Available network logon can be attempted by the system to establish FANS 1/A+ DLS
or ATN CPDLC communications.
Table 4-4 CPDLC Connection Status

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Connection Status

Current ATC Facility

Next ATC Facility

Figure 4-68 CPDLC Status

CPDLC MESSAGE TAB

The CPDLC Messages Tab on the ‘ATC Datalink’ Screen contains a combination of status icons and text to
indicate the current status of each message.

NOTE: Messages may not always display in order if the message has not been Acknowledged by the
ground network.

Figure 4-69 Message Dialog List

The CPDLC Message Tab displays the number of pending messages in parenthesis. A message is considered
pending if it has not been opened or if the message requires pilot action that is not complete.

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CPDLC Message Tab

Figure 4-70 CPDLC Message Tab

CPDLC MESSAGE STATUS ICONS

Icon Text Description

Sent Message sent to ATC.
‘Standby’ message response sent to ATC. The exclamation point notifies the flight crew
Standby
that an action is needed to close the message.
Send Failed /
Message failed to send or the message timed out.
Expired
Closed Message sent to ATC and message thread closed.

Table 4-5 Downlink CPDLC Status Icons

Icon Text Description

Standby
Unopened ‘Standby’ message response sent by ATC.
(message not opened)
Standby
Opened ‘Standby’ message response sent by ATC.
(message opened)
Need Response
Unopened message that requires a response to ATC.
(message not opened)
Need Response
Opened message that requires a response to ATC.
(message opened)
Expired
Unopened expired message sent by ATC.
(message not opened)
Expired
Opened expired message sent by ATC.
(message opened)
Closed
Unopened message that closed the message thread.
(message not opened)
Closed
Opened message that closed the message thread.
(message opened)
Table 4-6 Uplink CPDLC Status Icons

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CONNECTING TO THE CPDLC SYSTEM

A flight plan must be filed prior to logging on to the CPDLC system. The information entered in the CPDLC
Log-On display must match the filed flight plan. After entering flight plan information in the required fields
and successfully logging on to the system, messages may be sent and received.
The following parameters are used to log on to the system:
ƒƒ Facility
ƒƒ Flight ID or Aircraft Registration as filed (populated from the transponder screen)
ƒƒ Destination Airport (populated from the active flight plan)
ƒƒ Filed Departure Airport (populated from the active flight plan)
ƒƒ Filed Departure Time (Optional)
Log-on Setup:
1) From Home, touch ATC Datalink.
2) If necessary, touch the Status Tab to display the Logon Setup buttons as shown on Figure 4-71.

Figure 4-71 CPDLC Log-On Display Figure 4-72 ATC Facility List

Touch the Recent or

Region Tabs to display the
appropriate Facilities

Figure 4-73 ATN and FANS Facility List

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3) Touch the Facility Button. The ATC Facility Lookup entry screen is displayed.
4) Enter the desired facility and touch the Enter Button as shown in Figure 4-72.
Or:
Touch the Find Button to display the ‘Find Facility’ Screen as shown in Figure 4-73. A list of available ATN and
FANS (if equipped) facilities are displayed. Touch the desired facility and touch the Enter Button.
In this case, EDYY will be selected. The selected facility is now displayed in the Facility field.

Figure 4-74 CPDLC Log-On Facility Set Figure 4-75 Entering Flight ID (Tail Number Shown)

5) Touch the Flight ID Button. The Flight ID entry screen is displayed as in Figure 4-75. Enter the Flight ID or
aircraft registration number, whichever is appropriate for the filed flight plan.
6) Touch the Enter button. The Flight ID number is displayed in the Flight ID field as shown in Figure 4-76.

Figure 4-76 CPDLC Log-On Flight ID Set Figure 4-77 Entering Destination Airport

7) Touch the Destination Airport Button. The Destination Airport entry screen is displayed as in Figure 4-77.
Enter the airport identifier for the destination airport used in the filed flight plan.
8) Touch the Enter Button. The airport identifier is displayed in the Destination Airport field as shown in Figure
4-78.

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Figure 4-78 CPDLC Log-On Destination Airport Set Figure 4-79 Entering Departure Time

9) The Filed Departure Airport field is populated with the airport identifier corresponding to the current aircraft
location, in this case KLAX. If the flight plan was filed using a different airport identifier, touch the Filed Dep
Airport Button and enter the appropriate airport identifier. Touch Enter.
10) Touch the Filed Dep Time Button. The entry screen is displayed as in Figure 4-79. Enter the departure time
used in filing the flight plan.
11) Touch the Enter Button. The confirmation screen is displayed as shown in Figure 4-80.

Figure 4-80 Confirming Departure Time Figure 4-81 Departure Time Set

12) Touch the OK Button. The departure time is displayed in the Filed Dep Time field as shown in Figure 4-81.
Performing the system log-on:

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1) After performing the previous Logon Setup procedure, verify the link status display indicates a link with a ground
station is available. An available link is indicated by a green line between the aircraft symbol and the ground
station antenna symbol, as seen in Figure 4-81.
2) Touch the Logon Button. The link status display indicates ‘Connecting’ with an animated dashed green line
between the ground station antenna symbol and the ATC facility symbol, as seen in Figure 4-82. Touching
the Cancel Button will terminate the log-on process. When connection is complete, the display indicates
‘Connected’ with a solid green line between the ground station antenna symbol and the ATC facility symbol, as
seen in Figure 4-83. The ‘Next Facility’ field will be automatically populated by the Current Data Authority at a
later time.

Figure 4-82 CPDLC Connecting to ATC Facility Figure 4-83 System is Connected and Active

RECEIVING A CPDLC MESSAGE

An incoming CPDLC message(s) will be accompanied by an aural alert. In addition, the System Message
button on the GTC Button Bar will change to a flashing CPDLC Icon Button and a flashing CPDLC icon will
appear in the top left corner of the PFD as shown on Figure 4-84. The PFD icon will flash five times and will
then remain on the PFD until the message(s) has been viewed and a downlink response has been provided for
any message that requires a response. A CPDLC message takes priority over a System Message. If a CPDLC
message is received, the button on the GTC button bar will remain “CPDLC” until the CPDLC message(s) has
been viewed and a downlink response has been provided for any message that requires a response. The aural
alert and the PFD icon are inhibited during critical phases of flight.

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Incoming CPDLC
message icons

Touchscreen Cotroller Button Bar

PFD
Figure 4-84 Incoming CPDLC Message Icons

When an uplink CPDLC message that requires a response from the flight crew is received, a 100 second
timer is started. If the timer expires and no response has been received by ATC, the message icon will indicate
the message has expired. In this case, the avionics will automatically send a CPDLC Error message to ATC
indicating the message has expired on the flight deck and ATC will consider the message dialogue closed. The
uplink message dialog can now be deleted.
INITIATING/RESPONDING TO A CPDLC MESSAGE
Initiating or responding to an ATC message consists of choosing from a pre-determined list of initiation or
response messages, and then sending the message.
When a downlink CPDLC message that requires a response from ATC is sent from the flight crew, a 270
second timer is started. If the timer expires and no response is received from ATC, the message icon will
indicate the message has expired. An expired message does not necessarily indicate the dialog between the
flight crew and ATC has ended. Operational procedures dictate that ATC should not respond to an expired
downlink message but technical provisions do not prevent it. As a result, the expired message dialog cannot be
deleted while the CPDLC session remains active.
CREATING A MESSAGE
Creating a message consists of choosing from a pre-determined list of requests, entering the required
information, and sending the request.
Creating a CPDLC Message from a pre-determined list of requests:
1) From Home, touch ATC Datalink.
2) Touch the Create Message Button. A list of requests is presented for selection as shown in Figure 4-85.

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3) For discussion purposes, ‘Request Level’ is selected in this example by touching the Request Level Button. A
window is displayed for entering further information as shown in Figure 4-86.

Figure 4-85 List of New Message Types Figure 4-86 Select Altitude Entry

4) Touch the Request Level Button. The Altitude Entry display is shown as in Figure 4-87.

Figure 4-87 Altitude Entry Figure 4-88 Reason for Request

5) Select the desired altitude mode by touching the Flight Level or FT (feet) Button. A green annunciator
indicates the selected mode.
6) Using the number keys, enter the altitude to be requested.
7) Touch the Enter Button. The requested altitude is displayed as in Figure 4-88.
8) Touch the Reason Button. A list of pertinent reasons is presented as in Figure 4-89.

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Figure 4-89 List of New Message Types Figure 4-90 Enter Requested Altitude

9) In this example, the flight level change request is initiated due to decreased aircraft performance. Touch the
Due to Aircraft Performance Button. The selected reason is displayed as in Figure 4-90.
10) Touch the Send Button.

VIEWING CPDLC MESSAGE DIALOGS

The status of a string of messages and responses, or dialog, may be checked and past message dialogs viewed.
When the system power is cycled, the list of message dialogs is deleted.
When sending downlink messages, network latency can delay when the ground station receives the message.
The ATC facility identifier will be displayed at the bottom of the message in the CPDLC tab once the avionics
receive the acknowledgement the message was received by the ground network.”
Viewing messages:
1) From Home, touch ATC Datalink.
2) If necessary, touch the CPDLC Tab. A list of message dialogs is displayed as seen in Figure 4-91.

Figure 4-91 Message Dialog List Figure 4-92 Message Dialog Thread

3) Touch a message dialog box to display the message thread, as seen in Figure 4-92.

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Or:
1) Touch the CPDLC Button on the Button Bar.
2) If necessary, touch the CPDLC Messages Tab. A list of message dialogs is displayed.

Figure 4-93 CPDLC Button on the Button Bar

DELETING MESSAGE DIALOGS

While the system deletes the list of message dialogs when power is turned off, individual message dialogs may
also be deleted manually. Message dialogs considered closed may also be deleted.
Deleting a single message dialog:
1) From Home, touch the ATC Datalink Button.
2) If necessary, touch the CPDLC Tab.
3) Touch the message dialog to be deleted.
4) Touch the Delete Button. A confirmation window is displayed.
5) Touch the OK Button to delete the message dialog.

Deleting all closed message dialogs:

1) From Home, touch ATC Datalink
2) Touch the Option Button to display the ‘CPDLC Options’ Screen.
3) Touch the Delete Closed Messages Button. A confirmation window is displayed.
4) Touch the OK Button. All closed message dialogs are deleted.

DISCONNECTING FROM THE CPDLC SYSTEM

The Logoff Button on the Status Tab of the ‘ATC Datalink’ Screen is used to disconnect the CPDLC session
from the ATC end system.
Disconnecting from the CPDLC System:
1) From Home, touch ATC Datalink.
2) If necessary, touch the Status Tab.
3) Touch the Logoff Button to disconnect the system.

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CPDLC TEST MODE

The CPDLC test mode is a maintenance function and is not applicable to the operation of the system. Test
Mode should not be activated for normal flight operations.
The CPDLC test mode is accessible using the following procedure:
Activating/Deactivating CPDLC Test mode:
1) From MFD Home, touch Utilities.
2) Touch the Setup button.
3) Touch the ATC Settings Button.
4) Touch the CPDLC Test Mode Button to activate/deactivate the CPDLC Test Mode. When activating the CPDLC
Test Mode, a prompt screen will ask if you want to enter CPDLC test mode. Press the OK Button.

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4.6 FANS 1/A+ DLS SYSTEM

The GDR 66 VHF Data Link Transceiver and GSR 56 #1 Iridium Satellite Transceiver provide the link from
the G5000 Integrated Avionics System to ground systems. The Future Air Navigation System (FANS1/A+ DLS)
provides data link communication between the aircraft and Aircraft Communications Addressing and Reporting
System (ACARS) Data Link Service Providers (DSP) that interconnect to Air Traffic Control (ATC) facilities.
The FANS1/A+ DLS communicates uplink and downlink Controller Pilot Data Link Communications (CPDLC)
messages. The communication is normally in the form of text message elements that resemble phraseology used
in voice communications with ATC.
FANS1/A+DLS also establishes Automatic Dependent Surveillance – Contract (ADS-C) connections and sends
(ADS-C) automated reports and recieves and displays ADS-C contracts from ATC end systems.
The FANS1/A+DLS system is intended for use in oceanic and remote airspaces, including the North Atlantic
Tracks System (NATS). Additionally, FANS1/A+DLS can be used in the Continental United States (CONUS) for
departure services.
Refer to the latest edition of the International Civil Aviation Organization’s (ICAO) Global Operational Data
Link Document (GOLD) for guidance and information concerning data link operations. This information may
include which facilities to use, when to perform an AFN logon, what altitudes support CPDLC and other region
specific information. The ICAO GOLD document also contains operational guidance and requirements for using
FANS 1/A+.
CPDLC SESSION OVERVIEW
The system will manage a CPDLC session with an ATC end system. Once a successful logon has been
completed the system will go into a CPDLC waiting state. In this state the system is waiting for a CPDLC session
to be initiated by the ATC end system. When an ATC end system sends a CPDLC session start command the
flight crew will have the ability to send CPDLC downlink messages. CPDLC downlink messages are messages
initiated by the flight crew to ATC. CPDLC uplink messages are messages initiated by ATC to the flight crew.
The ground system manages handoffs between ATC end systems. When the aircraft is nearing the coverage
boundary of the CDA (Current Data Authority) or current facility, the system will be assigned a NDA (Next
Data Authority) or next facility. The NDA is the ATC end system that is waiting to take control of the aircraft.
Upon crossing the boundary between the two ATC end systems, a transfer instruction will be sent to the system
making the NDA the new CDA.
In the event the CPDLC session is lost and the logon is still active, the system will accept future CPDLC start
commands from ATC.
ENABLING THE FANS SYSTEM
For the FANS1/A+ DLS system to use the VHF Data Link Transceiver, it must be in data mode. If the ‘ATC
Datalink’ Screen is accessed with the Data Link Transceiver in voice mode, a prompt screen will ask if you want
to switch to data mode as shown. Press OK to switch to data mode.
When the VHF Data Link is not available, the FANS1/A+ DLS system will use the Iridium Satellite Transceiver
if it is available. If ACARS Enable is turned off, FANS is also disabled.

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Figure 4-94 Data Mode Switch Prompt

NOTE: Datalink and COM3 voice communication cannot be simultaneously enabled.

The Data Link Transceiver can be set to data mode prior to accessing the ‘ATC Datalink’ Screen.
Enabling the Datalink from the ‘Audio & Radios’ Screen:
1) Touch the Audio & Radios Button to display the ‘Audio & Radios’ Screen.
2) If the COM3 Frequency is enabled, touch the COM3 Frequency Button.
3) Touch the Datalink Button.

CPDLC SYSTEM STATUS

The system will reflect the connection status at all times in the Status Tab on the ‘ATC Datalink’ Screen. The
following is a list of possible system states:

NOTE: If the system is equipped with both ATN CPDLC and FANS 1/A+ CPDLC, the CPDLC System Status
messages that appear on the ‘ATC Datalink’ Screen will be contingent on the current ATC Datalink Connection;
FANS or ATN.

CPDLC Connection Displayed Description

Status Connection Status

The system is waiting for an ACARS connection or has initialized the VHF Data
Waiting for Link
Link router but does not have an air-ground connection.

The system has established a connection capable of supporting ATN

FANS Link
(Aeronautical Telecommunications Network) traffic. This state indicates that a
Available
network logon can be attempted to establish CPDLC communications.

Connecting The system has initiated a network logon with an ATC facility.

The system has successfully completed the network logon procedure. During
this state the system is waiting for an ATC facility to initiate a CPDLC session.
Waiting for CPDLC
This state will exist during initial connection or if a CPDLC session has been
closed and the network logon is still valid.

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CPDLC Connection Displayed Description

Status Connection Status

The system has successfully established a CPDLC session with a ground

CPDLC Active
facility. CPDLC messages can be exchanged in this state.

Logon Failed The system was unable to establish a network logon..

The system has disconnected from a CPDLC connection. If the network

CPDLC Inactive logon is still valid, the system will accept another CPDLC session from an ATC
facility.
The system has established both an ACARS connection and a
VHF Data Link Mode connection that supports ATN traffic. It
DUAL Link
also indicates that an AFN network logon can be attempted
Available
by the system to establish FANS 1/A+ DLS or ATN CPDLC
communications.
Table 4-7 CPDLC Connection Status

Connection Status

Current ATC Facility

Next ATC Facility

Figure 4-95 CPDLC Status

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CPDLC MESSAGE TAB

The CPDLC Tab on the ‘ATC Datalink’ Screen contains a combination of status icons and text to indicate the
current status of each message.

NOTE: Messages may not always display in order if the message has not been Acknowledged by the
ground network.

Message Status Icon

Figure 4-96 Message Dialog List

The CPDLC Tab displays the number of pending messages in parenthesis. A message is considered pending
if it has not been opened or if the message requires pilot action that is not complete.

CPDLC Message Tab

Figure 4-97 CPDLC Message Tab

CPDLC MESSAGE STATUS ICONS

Icon Text Description

Sent Message sent to ATC.
‘Standby’ message response sent to ATC. The exclamation point notifies the flight crew
Standby
that an action is needed to close the message.
Send Failed Message failed to send.

Closed Message sent to ATC and message thread closed.

Table 4-8 Downlink CPDLC Status Icons

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Icon Text Description

Standby
(message not Unopened ‘Standby’ message response sent by ATC.
opened)
Standby
Opened ‘Standby’ message response sent by ATC.
(message opened)
Need Response
(message not Unopened message that requires a response to ATC.
opened)
Need Response
Opened message that requires a response to ATC.
(message opened)
Closed
(message not Unopened message that closed the message thread.
opened)
Closed
Opened message that closed the message thread.
(message opened)
Table 4-9 Uplink CPDLC Status Icons

CONNECTING TO THE CPDLC SYSTEM

A flight plan must be filed prior to logging on to the CPDLC system. The information entered in the CPDLC
Log-On display must match the filed flight plan. After entering flight plan information in the required fields
and successfully logging on to the system, messages may be sent and received.
The following parameters are used to log on to the system:
ƒƒ Facility
ƒƒ Flight ID or Aircraft Registration as filed (populated from the transponder screen)
ƒƒ Destination Airport (populated from the active flight plan)
ƒƒ Filed Departure Airport (populated from the active flight plan)
ƒƒ Filed Departure Time (Optional)
Setting up Log-on:
1) From Home, touch ATC Datalink.
2) If necessary, touch the Status Tab to display the Logon Setup buttons as shown in Figure 4-98.

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Figure 4-98 FANS Log-On Display Figure 4-99 FANS and ATN Facility List

Touch the Recent or

Region Tabs to display the
appropriate Facilities

Figure 4-100 FANS and ATN Facility List

3) Touch the Facility Button. The ATC Facility Lookup entry screen is displayed.
4) Enter the desired facility and touch the Enter Button.
Or:
Touch the Find Button to display the ‘Find Facility’ Screen as shown in Figure 4-100. A list of available FANS
and ATN (if equipped) facilities are displayed. Touch the desired facility.
In this case, BIRD will be selected. The selected facility is now displayed in the Facility field.

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Figure 4-101 CPDLC Log-On Facility Set Figure 4-102 Entering Flight ID (Tail Number Shown)

5) Touch the Flight ID Button. The Flight ID entry screen is displayed. Enter the Flight ID or aircraft registration
number, whichever is appropriate for the filed flight plan.
6) Touch the Enter Button. The Flight ID number is displayed in the Flight ID field as shown in Figure 4-102.

Figure 4-103 CPDLC Log-On Flight ID Set Figure 4-104 Entering Destination Airport

7) Touch the Destination Airport Button. The Destination Airport entry screen is displayed. Enter the airport
identifier for the destination airport used in the filed flight plan.
8) Touch the Enter Button. The airport identifier is displayed in the Destination Airport field as shown in Figure
4-105.

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Figure 4-105 CPDLC Log-On Destination Airport Set Figure 4-106 Entering Departure Time

9) The Filed Departure Airport field is populated with the airport identifier corresponding to the current aircraft
location, in this case KOJC. If the flight plan was filed using a different airport identifier, touch the Filed Dep
Airport Button and enter the appropriate airport identifier. Touch Enter.
10) Touch the Filed Dep Time Button. The entry screen is displayed. Enter the departure time used in filing the
flight plan.
11) Touch the Enter Button. The confirmation screen is displayed.

Figure 4-107 Confirming Departure Time Figure 4-108 Departure Time Set

12) Touch the OK Button. The departure time is displayed in the Filed Dep Time field as shown in Figure 4-108.
Performing the system log-on:
1) After performing the previous Log-on Setup procedure, verify the link status display indicates a link with a
ground station is available. An available link is indicated by a green line between the aircraft symbol and the
ground station antenna symbol, as shown Figure 4-109.
2) Touch the Logon Button. The link status display indicates ‘Connecting’ with an animated dashed green line
between the ground station antenna symbol and the ATC facility symbol, as shown. Touching the Cancel
Button will terminate the log-on process. When connection is complete, the display indicates ‘CPDLC Active’

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with a solid green line between the ground station antenna symbol and the ATC facility symbol, as shown in
Figure 4-110. The ‘Next Facility’ field will be automatically populated by the Current Data Authority at a later
time.

Figure 4-109 CPDLC Connecting to ATC Facility Figure 4-110 System is Connected and Active

Logon Button State Conditions

All essential parameters* for an AFN logon have been entered, there is a GPS connection, but there
is no ACARS connection.

All essential parameters for an AFN Logon have been entered, but there is no ACARS connection and
no GPS connection.

An ACARS connection exists, there is a GPS connection, and all essential parameters for an AFN
Logon have been entered.

An ACARS connection is present as well as a GPS connection but the essential parameters for an
AFN logon have not been entered.

All essential parameters have been entered, there is an ACARS connection, a GPS connection, and
an AFN Logon has been sent to the ATC facility and no acknowledgement of the logon has been
received by the aircraft.
Or:
The system has been Armed and is waiting for an ACARS connection.

The AFN logon has been acknowledged by the ATC facility.

* Note: Essential parameters for AFN Logon are Facility, Flight ID, Destination Airport, and Filed Departure Airport
Table 4-10 Logon Button Conditions

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RECEIVING A CPDLC MESSAGE

An incoming CPDLC message(s) will be accompanied by an aural alert. In addition, the System Message button on the
GTC Button Bar will change to a flashing CPDLC Icon Button and a flashing CPDLC icon will appear in the top left corner of
the PFD as shown in Figure 4-111. The PFD icon will flash five times and will then remain on the PFD until the message(s)
has been viewed and a downlink response has been provided for any message that requires a response. A CPDLC message
takes priority over a System Message. If a CPDLC message is received, the button on the GTC button bar will remain
“CPDLC” until the CPDLC message(s) has been viewed and a downlink response has been provided for any message that
requires a response. The aural alert and the PFD icon are inhibited during critical phases of flight.
Incoming CPDLC
message icons

Touchscreen Controller Button Bar

PFD
Figure 4-111 Incoming CPDLC Message Icons

INITIATING/RESPONDING TO A CPDLC MESSAGE

Initiating or responding to an ATC message consists of choosing from a pre-determined list of initiation or
response messages, and then sending the message.

NOTE: Any message threads closed by a means other than a WILCO response that have importable message
elements should not be imported.

CREATING A MESSAGE
Creating a message consists of choosing from a pre-determined list of requests or using a free text format,
entering the required information, and sending the request.
Creating a Message from a pre-determined lists of requests:
1) From Home, touch ATC Datalink.
2) Touch the Create Message Button. The ‘Select Message Group’ Screen is shown. A list of groups of requests
is presented for selection as shown in Figure 4-112.

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Figure 4-112 List of New Message Groups

3) For discussion purposes, the Vertical Requests Button is selected.

4) Next, the Request Level Button is selected (Figure 4-113). The ‘New CPDLC Message’ Screen is shown in
Figure 4-114.

Figure 4-113 List of New Message Types Figure 4-114 Select Altitude Entry

5) Touch the Request Level Button. The ‘Altitude Entry’ Screen is shown as in Figure 4-115.
6) Select the desired altitude mode by touching the Flight Level, MSL (mean sea level) or AGL (above ground
level) Button. A green annunciator indicates the selected mode.
7) Using the number keys, enter the altitude to be requested.
8) Touch the Enter Button. The requested altitude is displayed as in Figure 4-116.

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Figure 4-115 Altitude Entry Figure 4-116 Reason for Request

9) Touch the Reason Button. A list of pertinent reasons is presented.

10) In this example, the flight level change request is initiated due to decreased aircraft performance. Touch the
Due to Aircraft Performance Button. The selected reason displayed as in Figure 4-118.

Figure 4-117 List of New Message Types Figure 4-118 Enter Requested Altitude

11) Touch the Send Button.

Creating a Message using the free text format:

1) From Home, touch ATC Datalink.
2) Touch the Create Message Button. The ‘Select Message Group’ Screen is shown. A list of groups of requests
is presented for selection as shown in Figure 4-119.

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Figure 4-119 List of New Message Groups

3) Scroll the list to find and touch the Additional Messages Button to display the ‘Select Message’ Screen as
shown in Figure 4-120.
4) Touch the Free Text - Normal or Free Text - Distress Button to display the ‘New CPDLC Message’ Screen as
shown in Figure 4-121.

Figure 4-120 List of New Message Types Figure 4-121 New CPDLC Message

5) Touch the Free Text Message Button. The message entry screen is displayed as shown in Figure 4-122. Enter
the desired text message.
6) Touch the Enter Button. The ‘New CPDLC Message’ Screen is displayed as shown in Figure 4-123.

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Figure 4-122 Message Entry Screen Figure 4-123 Free Text Message Displayed

7) Touch the Send Button.

ARMED MESSAGE REPORTS

Some message reports that are required by ATC can be armed to automatically send when the appropriate
conditions are met. A report that can be armed must be based on an event during the flight that is measurable
and able to be monitored. The system automatically designates responses that can be armed. If a response
can be armed, the Arm Report Button will appear at the bottom of the ‘CPDLC Thread’ Screen as shown in the
following figure.

Arm Report Button

Displayed

Figure 4-124 Report is able to be Armed and the Arm Report Button is Displayed

Arming a message report to send automatically:

1) From Home, touch ATC Datalink.
2) If necessary, touch the CPDLC Tab. A list of message dialogs displayed as in Figure 4-125
3) Touch the appropriate message dialog box to display the message thread.

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Figure 4-125 Message Dialog List Figure 4-126 Message Thread With Armable Response

4) Touch the Arm Report Button. A “Report Arm?” Confimation Prompt will appear as shown in Figure 4-127.
The “Report Arm?” Confirmation Prompt will contain the conditions that will trigger the message to send.

Figure 4-127 “Report Arm?” Confirmation Prompt

5) Touch the OK Button to arm the report. The message report will be automatically sent once the specified
conditions are met.

RECEIVING A DEPARTURE CLEARANCE

When a departure clearance is received, a CPDLC message will be generated.
Responding to a departure clearance:
1) From Home, touch the ATC Datalink Button.
2) If necessary, touch the CPDLC Tab.
3) Touch the message dialog to view the departure message thread.

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Figure 4-128 CPDLC Departure Message Received Figure 4-129 CPDLC Departure Message Thread

4) Touch the Standby Button to send the Standby message to ATC.

Or:
Touch the Preview Button to view the preview flight plan screen with the included clearance waypoints.
Touch the Show on Map Button to preview the clearance waypoints on the map.
Or:
Touch the Copy to Standby Button to accept the preview flight plan and copy it to the standby flight plan.
Or:
a) Touch the Send Button to respond to the clearance. A negative response, such as ‘Unable’ or ‘Unable due
to weather’ or ‘Unable due to aircraft performance’, will send the negative response to ATC. If the response
is positive, such as ‘WILCO’, a prompt window will be shown.

Figure 4-130 Initiating Flight Plan Modification

b) Touch the Yes Button to choose the individual elements of the DCL to import. Touch the No Button to
return to the ‘CPDLC Thread’ Screen with no change.

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Figure 4-131 Import Data Selection

VIEWING CPDLC MESSAGE DIALOGS

The status of a string of messages and responses, or dialog, may be checked and past message dialogs viewed.
When the system power is cycled, the list of message dialogs is deleted.
When sending downlink messages, network latency can delay when the ground station receives the message.
The ATC facility identifier will be displayed at the bottom of the message in the CPDLC tab once the avionics
receive the acknowledgement the message was received by the ground network.”
Viewing messages:
1) From Home, touch ATC Datalink.
2) If necessary, touch the CPDLC Tab. A list of message dialogs displayed as in Figure 4-132.

Figure 4-132 Message Dialog List Figure 4-133 Message Dialog Thread

3) Touch a message dialog box to display the message thread.

Or:
1) Touch the CPDLC Button on the Button Bar to view the message on the ‘Notifications’ Screen.
2) Touch a message dialog box to display the message thread.

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Figure 4-134 CPDLC Button on the Button Bar

DELETING MESSAGE DIALOGS

While the system deletes the list of message dialogs when power is turned off, individual message dialogs may
also be deleted manually. Message dialogs considered closed may also be deleted.
Deleting a single message dialog:
1) From Home, touch ATC Datalink.
2) If necessary, touch the CPDLC Tab.
3) Touch the message dialog to be deleted.
4) Touch the Delete Button. A confirmation window is displayed.
5) Touch the OK Button to delete the message dialog.

Deleting all closed message dialogs:

1) From Home, touch ATC Datalink
2) Touch the Options Button to display the ‘CPDLC Options’ Screen.
3) Touch the Delete Closed Messages Button. A confirmation window is displayed.
4) Touch the OK Button. All closed message dialogs are deleted.

DISCONNECTING FROM THE CPDLC SYSTEM

The Logoff Button on the Status Tab of the ‘ATC Datalink’ Screen is used to disconnect the CPDLC session
from the ATC end system.
1) From Home, touch ATC Datalink.
2) If necessary, touch the Status Tab.
3) Touch the Logoff Button to disconnect the system.

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CPDLC TEST MODE

The CPDLC test mode is a maintenance function and is not applicable to the operation of the system. Test
Mode should not be activated for normal flight operations.
The CPDLC test mode is accessible using the following procedure:
Activating/Deactivating CPDLC Test mode:
1) From MFD Home, touch Utilities.
2) Touch the Setup button.
3) Touch the ATC Settings Button.
4) Touch the CPDLC Test Mode Button to activate/deactivate the CPDLC Test Mode. When activating the CPDLC
Test Mode, a prompt screen will ask if you want to enter CPDLC test mode. Press the OK Button.

ADDITIONAL CPDLC OPTIONS

LATENCY TIMER
A CPDLC message latency timer is available under the CPDLC Options menu.
Setting Latency Timer:
1) From Home, touch ATC Datalink
2) Touch the Options Button to display the ‘CPDLC Options’ Screen.
3) Touch the Latency Timer Button to display the keypad.
4) Enter the desired time for message latency and touch the Enter Button. Touch the Clear Button to reset the
time value to zero.

Figure 4-135 Latency Timer

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ARMED MESSAGE STATUS

The armed message feature allows the crew to create a message that will be sent at a future time. The armed
Message button will allow the crew to view and cancel messages that have been armed.
Viewing Armed Messages:
1) From Home, touch ATC Datalink.
2) Touch the Options Button to display the ‘CPDLC Options’ Screen
3) Touch Armed Message Status to display the ‘Armed Message Status’ Screen.

List of Armed
Messages

Figure 4-136 Armed Message Status

Cancelling Armed Messages:

1) From Home, touch ATC Datalink.
2) Touch the Options Button to display the ‘CPDLC Options’ Screen.
3) Touch Armed Message Status to display messages that are currently armed.
4) Touch the Cancel Button on the message that is to be cancelled. A confirmation window is displayed.
5) Touch Ok to cancel the armed message.

Figure 4-137 Cancel an Armed Message Prompt

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ADS-C SESSION OVERVIEW

After performing a system log-on, the system will manage ADS-C contracts established with ATC end
systems. An ADS-C connection is established when the first ADS-C contract request from an ATC end system
is received. Up to sixteen facilities can receive a sent ADS-C report for each ADS-C connection. The system
supports up to four simultaneous ADS-C connections. ATC controls all ADS-C contracts and the crew should
have no action.
A connection will only be cancelled if the pilot or copilot disables ADS-C, no valid contracts have been
established for sixteen minutes, or the ATC end system cancels the connection.
The three types of contracts are periodic, event and demand. The periodic contract requests the transmission
of a report at a specific time interval defined when the contract is established. An event contract requests the
transmission of a report when a defined event occurs. A demand contract requests a report as soon as the
contract is received and is only sent once.
Enabling ADS-C connections:
1) From Home, touch ATC Datalink.
2) Touch the ADS-C Tab to display the ADS-C connections screen.
3) If necessary, touch the ADS-C Enabled Button to enable ADS-C connections.

ADS-C Enabled Emergency Mode Available Only

When ADS-C Enabled

Figure 4-138 ADS-C Enabled With No Connections

Up to four simultaneous ADS-C connections can be shown.

Figure 4-139 ADS-C Connections

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Details of each ADS-C connection with ATC end systems can be viewed by selecting any of the Connection
buttons. At the top of the ‘Connection Details’ Screen either Normal Mode or Emergency Mode is displayed.
The next section of the ‘Connection Details’ Screen shows which facilities are receiving the reports for this
ADS-C Connection instance. The other sections that follow display the types of contracts established with the
aircraft and other associated details depending on the types of contracts. This page is scrollable for viewing
all the details associated with the ADS-C Connection.
Viewing ADS-C connection details:
1) In this example, the Connection with BIRD Button is selected.
2) The ‘Connection Details’ Screen is shown in Figure 4-140.

Figure 4-140 ADS-C Connection Details

ADS-C EMERGENCY MODE

The system provides a control to enable or disable an emergency mode. In the emergency mode, each
connection is modified to contain a default emergency periodic contract. A default emergency periodic
contract is defined as a periodic contract containing the basic data group and the flight identification and
earth reference groups included with every fifth report, beginning with the first report.
The Emergency mode will automatically be enabled if the flight crew sends the CPDLC message “MAYDAY
MAYDAY MAYDAY”. Conversely, the emergency mode will be automatically disabled if the flight crew sends
the CPDLC message “CANCEL EMERGENCY”.
Initiaing the ADS-C Emergency Mode:
1) From Home, touch ATC Datalink.
2) Touch the ADS-C Tab to display the ADS-C connections screen.
3) Touch the Emergency Mode Button.
4) An “Initiate ADS-C Emergency Mode” Prompt will appear. Press the OK Button to initiate the ADS-C Emergency
Mode.

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Figure 4-141 ADS-C Connections Figure 4-142 Initiate ADS-C Emergency Mode

DISABLING ADS-C
The crew may choose to disable ADS-C connections.
Disabling ADS-C connections:
1) From Home, touch ATC Datalink.
2) Touch the ADS-C Tab to display the ADS-C connections screen.
3) Touch the ADS-C Enabled Button to disable ADS-C connections.
4) A “Terminate all ADS-C connections and contracts” Prompt will appear. Press the OK Button to disableable
ADS-C connections.

Figure 4-143 Disable ADS-C Connection Prompt

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4.7 ADDITIONAL AUDIO FUNCTIONS

MONO/STEREO HEADSETS
Stereo headsets are recommended for use in this aircraft.
Using a monaural headset in a stereo jack shorts the right headset channel output to ground. While this does
not damage the Audio Controller, a person listening on a monaural headset hears only the left channel in both
ears.
SPEAKER
All of the radios can be heard over the cabin speaker. Pressing the Speaker Button selects and deselects the
cabin speaker. Speaker audio is muted when the PTT is pressed.
The speaker volume level can be adjusted from 0 to 100% on the touchscreen controller by turning the
middle knob or by sliding your finger right or left using the Speaker volume slider. Turning the knob clockwise
increases volume, turning the knob counterclockwise decreases volume. Sliding to the right increases volume,
sliding to the left decreases volume.

Speaker Volume Slider

Speaker Button

Figure 4-144 Speaker Audio Selection

INTERCOM
The Audio Panel includes an eight-mode intercom system (ICS) for the pilot and copilot. The intercom
allows for isolation of audio for the Pilot and Copilot. The intercom link between the Pilot and Copilot is
selected/deselected by touching the arrow.

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Intercom Button

Pilot/Copilot Link Arrow

Pilot Volume Button Copilot Volume Button

Figure 4-145 Intercom Controls

Touch the Link Arrow to enable (green) or disable (gray) the link. When the arrow connecting the two
positions is green, the audio between the Pilot and Copilot is open. When the arrow is gray, the audio is isolated
to each position.

Figure 4-146 ‘ Intercom’ Screen

INTERCOM VOLUME AND VOX MIC

The Touchscreen Controller controls the volume and VOX Mic for the pilot and copilot independently. VOX
Mic is similar to squelch except that VOX Mic is muted while the pilot is not speaking, and automatically
unmutes when the pilot speaks.
The selected intercom volume and VOX Mic, or squelch level can be adjusted from 0 to 100% on the
touchscreen controller by turning the middle knob or by sliding your finger right or left on the slider. Turning
the knob clockwise increases volume, turning the knob counterclockwise decreases volume. Sliding to the
right increases volume, sliding to the left decreases volume. (See Figure 4-147)
Adjusting the intercom volume:
1) Touch the Intercom Button to display the ‘Intercom’ Screen.
2) Touch the Pilot Volume or Copilot Volume button to display the Pilot or Copilot Intercom Settings ‘.
3) Adjust the volume by using the middle knob or by sliding your finger on the volume slider.

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Adjusting the intercom VOX Mic for the Pilot and Copilot:
1) Touch the Intercom Button to display the ‘Intercom’ Screen.
2) Touch the Pilot Volume or Copilot Volume button to display the Pilot or Copilot Intercom Settings Screen.
3) Touch the Manual VOX Mic button.
4) Adjust the VOX Mic by using the middle knob or by sliding your finger on the squelch slider.

Setting the intercom VOX Mic to Auto for the Pilot and Copilot:
1) Touch the Intercom Button to display the Intercom Screen.
2) Touch the Pilot Volume or Copilot Volume button to display the ‘Pilot Intercom Settings’ Screen or the
‘Copilot Intercom Settings’ Screen.
3) Touch the Auto VOX Mic button.

Intercom Button

Pilot Volume Button Copilot Volume Button

Volume
Slider

Manual VOX
Mic Button
VOX Mic
Squelch Slider

Volume
Knob Label
Figure 4-147 Intercom Volume/VOX Mic/Squelch Controls

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PASSENGER ADDRESS (PA) SYSTEM

NOTE: When selecting the Passenger Address (PA) System, COM monitoring is retained only when the COM
is manually monitored.
A passenger address system is available for delivering voice messages over the cabin speaker. When the PA
Button is selected on the Touchscreen Controller, the MIC Annunciator is replaced with a green PA, and the
active COM frequency changes to white, indicating that there is no COM selected. The active COM frequency
on the PFD is replaced by a white PA annunciation. A Push-to-Talk (PTT) must be pressed to deliver PA
announcements. The PA Annunciator flashes about once per second while the PTT is depressed.

PFD PA Annunciation COM Frequencies

Audio & Radios Button PA Annunciator

PA Button

PA Volume Knob Label

Figure 4-148 PA Controls

Selecting the PA system for transmission:

1) Touch the Audio & Radios Button to display the ‘Audio & Radios’ Screen.
2) Scroll the list to find the PA.
3) Touch the PA Button on the ‘Audio & Radios’ Screen to select the PA for transmission.

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CLEARANCE RECORDER AND PLAYER

The Audio Controller contains a digital clearance recorder that records up to 2.5 minutes of the selected COM
radio signal. Recorded COM audio is stored in separate memory blocks. Once 2.5 minutes of recording time
have been reached, the recorder begins recording over the stored memory blocks, starting from the oldest block.
Touching the Playback (Play) Button plays the latest recorded memory block. The Playback (Stop) Button
is displayed while the audio is playing. When the present memory block has finished playing the Playback
(Play) Button is displayed again.
Touching the Playback (Stop) Button during play of a memory block stops play. If a COM input signal is
detected during play of a recorded memory block, play is halted.
Touching the Play Previous Button begins playing the previously recorded memory block. Each subsequent
press of the Play Previous Button selects the previously recorded memory block, if any more exist. Touching
the Play Next Button begins playing the next recorded memory block. Each subsequent press of the Play Next
Button selects the next recorded memory block, if any more exist.
Powering down the system automatically clears all recorded blocks.

Audio & Radios Button

Recorder Volume Slider

Audio Playback Controls

Playback Button Play Next Button
Stop Play
Play Previous Button

Recorder Volume Knob Label

Figure 4-149 Recorder Controls

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SIMULTANEOUS COM OPERATION

Both the pilot and the copilot can transmit and receive simultaneously over separate COM radios. The
selected COM MIC Annunciator flashes when either pilot’s microphone PTT is pressed.
If both pilots select the same COM radio, the pilot has priority on COM1 and the copilot has priority on
COM2.

NOTE: During transmission on the active COM frequency, attenuation may occur affecting reception of the
second COM audio (if monitored).

COM2 Active
Frequency

MIC Button (COM1 selected for

transmission by pilot)

MIC Button (COM1 selected for COM1 Active Frequency

transmission by pilot) (selected by pilot for transmission)

MIC Button (COM2 selected for

transmission by copilot)

MIC Button (COM2 selected for COM2 Active Frequency

transmission by copilot) (selected by copilot for transmission)

Figure 4-150 Simultaneous COM Operation

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SELCAL (SELECTIVE CALLING)

SELCAL (Selective Calling) allows a crew to enter a previously assigned 4 character code, which when received
by the SELCAL decoder, will provide the crew with an annunciation of an incoming call. Incoming calls will be
accompanied by an aural alert and a visual annunciation. This feature allows the crew to stop monitoring the
radio until the decoder indicates a call is incoming. This feature is generally used on lengthy flights or oceanic
flights.
The SELCAL code is a 4 character code within the range of A through S. The characters ‘I’, ‘N’, and ‘O’ are
excluded and no letters may be repeated. A specific code will be assigned to any aircraft particpating in the
SELCAL system. If an invalid SECAL code is entered, a pop up window will notify the flight crew of the error
and the code will be rejected. SELCAL detection can be used for COM1, COM2, COM3, HF1, and HF2.
Entering the SELCAL Code:
1) Touch the Audio & Radios Button to display the ‘Audio & Radios’ Screen.
2) Touch the available Pilot or Copilot Tab.
3) Scroll the list to find SELCAL.
4) Touch the SELCAL ID Button.
5) Enter the assigned 4 character SELCAL code and touch the ENTER Button. The ‘Update SELCAL code?
confirmation window appears.
6) Touch the OK Button to confirm.

Enter Button

Figure 4-151 ‘SELCAL Code’ Screen

Selecting/deselecting SELCAL:
1) Touch the Audio & Radios Button to display the ‘Audio & Radios’ Screen.
2) Touch the available Pilot or Copilot Tab.
3) Scroll the list to find SELCAL.
4) Touch the SELCAL Button.

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SELCAL Button SELCAL ID Button

Figure 4-152 SELCAL on ‘Audio & Radios’ Screen

RECEIVING AND ACKNOWLEDGING SELCAL TRANSMISSIONS

Incoming SELCAL transmissions are accompanied by an aural alert and a visual annunciation. If SELCAL
visual annunciations are not acknowledged, subsequent aural alerts for incoming SELCAL transmissions will
be inhibited. If a SELCAL transmission is received while not viewing the ‘Audio & Radios’ Screen, a flashing
SELCAL button will display over the Audio & Radios button on the CNS bar (Figure 4-153).
SELCAL button

Figure 4-153 SELCAL Button on the CNS Bar

Pressing the SELCAL button on the CNS bar will open the ‘Audio & Radios’ Screen. If a SELCAL
transmission is received while already viewing the ‘Audio & Radios’ Screen, there will be no SECAL button
displayed over the Audio & Radios button on the CNS bar.
Once the ‘Audio & Radios’ Screen is displayed a SELCAL ACK Annuciation/Button will display over the
SECAL ID Button of the associated radio (COM1, COM2, COM3, HF1, or HF2) (Figure 4-154).

SELCAL Acknowledge
Annunciation/Button

Figure 4-154 SELCAL Acknowledge Annuciation

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AUDIO AND CNS

If multiple SELCAL transmissions are received at the same time, the SELCAL ID Button will display a
SELCAL ACK ALL Annunciation/Button (Figure 4-155). Touch the SELCAL ACK ALL Annunciation/
Button to simultaneously acknowledge all incoming SELCAL transmissions.

SELCAL Acknowledge All

Annunciation/Button

Figure 4-155 SELCAL Acknowledge All Annuciation/Button

Touching the SELCAL ACK or SELCAL ACK ALL Annunciations/Buttons will clear the annunciations for
the applicable incoming SELCAL transmissions.
Receiving and Acknowledging a SELCAL transmission:
1) If necessary, touch the SELCAL Button to display the ‘Audio & Radios’ Screen.
2) Touch the available Pilot or Copilot Tab.
3) Scroll the list to find the SELCAL ACK or SELCAL ACK ALL annunciations/buttons.
4) Touch the SELCAL ACK or SELCAL ACK ALL Button.
5) Touch the appropriate Radio Button (COM1, COM2, COM3, HF1, or HF2) to transmit and receive on that
radio.

TELEPHONE
The pilot and copilot headset can be used for telephone communication. Pressing the Telephone Button
selects and deselects the telephone for use with the corresponding headset. Active radios can still be monitored
on the headset while it is being used for telephone communication. Telephone communication is muted when
the PTT is pressed.
The telephone volume level can be adjusted from 0 to 100% on the touchscreen controller by turning the
middle knob or by sliding your finger right or left using the Telephone volume slider. Turning the knob
clockwise increases volume, turning the knob counterclockwise decreases volume. Sliding to the right increases
volume, sliding to the left decreases volume.

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Telephone Volume Slider

Telephone Button

Figure 4-156 Speaker Audio Selection

ENTERTAINMENT INPUTS
The Audio Controller provides two stereo auxiliary entertainment inputs. This input is compatible with
popular portable entertainment devices such as MP3 players and tablets. Two 3.5-mm stereo phone jacks are
installed adjacent to the pilot/copilot headphone jacks. The headphone output of the entertainment device can
be plugged into the AUX jack.

L AUDIO IN Volume Slider

L AUDIO IN Button Mute Settings Button

AUX Volume Knob label

Figure 4-157 Entertainment Audio Control

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AUDIO AND CNS

AUXILIARY AUDIO
Selecting/Deselecting the Auxiliary Audio Input:
1) Touch the Audio & Radios Button to display the ‘Audio & Radios’ Screen.
2) Touch the available Pilot or Copilot Tab.
3) Scroll the list to find L AUDIO IN or R AUDIO IN.
4) Touch the L AUDIO IN or R AUDIO IN Button to select/deselect the auxiliary input for the selected position
(pilot, or copilot).
The audio volume can be adjusted from 0 to 100% on the touchscreen controller by turning the middle
knob or by sliding your finger right or left on the volume slider.
AUXILIARY AUDIO MUTING
Auxiliary audio muting occurs when the configured activity (intercom or radio inputs) is heard. Auxiliary
audio is always soft muted when an interruption occurs from these sources. Soft muting is the gradual
return of auxilary audio to its original volume level. The time required for Auxiliary audio volume to return
to normal is between one-half and four seconds.
Configuring Auxiliary Audio Mute Settings:
1) Touch the Audio & Radios Button to display the ‘Audio & Radios’ Screen.
2) Touch the available Pilot or Copilot Tab.
3) Scroll the list to find L AUDIO IN or R AUDIO IN.
4) Touch the Mute Settings Button to display the L AUDIO IN or R AUDIO IN Mute Settings Window.
5) Select the Intercom and/or the Radio Inputs Button to select which items will mute auxiliary audio.

Intercom Button Radio Inputs Button

Figure 4-158 L AUDIO IN Mute Settings Screen

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SATELLITE MUSIC
SiriusXM Radio Entertainment
Refer to the Additional Features Section for more details on SiriusXM Radio Audio from the Data Link
Receiver.
Selecting/Deselecting SiriusXM Audio:
1) Touch the Audio & Radios Button to display the ‘Audio & Radios’ Screen.
2) Touch the available Pilot or Copilot Tab.
3) Scroll the list to find the SAT Music Button.
4) Touch the SAT Music Button to select/deselect the SiriusXM Radio input for the selected position (pilot or
copilot).
The SiriusXM audio volume can be adjusted from 0 to 100% on the touchscreen controller by turning the
middle knob or by sliding your finger right or left on the volume slider.
SiriusXM Audio Muting
SiriusXM audio  muting occurs when the configured activity (intercom or radio inputs) is heard. SiriusXM
audio is always soft muted when an interruption occurs from these sources. Soft muting is the gradual
return of SiriusXM audio to its original volume level. The time required for SiriusXM audio volume to
return to normal is between one-half and four seconds.
Configuring SiriusXM audio Mute Settings:
1) Touch the Audio & Radios Button to display the ‘Audio & Radios’ Screen.
2) Touch the available Pilot or Copilot Tab.
3) Scroll the list to find SAT Music.
4) Touch the Mute Settings Button to display the Music Mute Settings Window.
5) Select the Intercom and/or the Radio Inputs Button to select which items will mute SiriusXM audio.

AUDIO FEEDBACK (CLICKS)

Pilot or Copilot interaction with the Touchscreen Controller will produce audible feedback in the form of
clicks. Incorrect touch commands or invalid interaction with the Touchscreen Controller will produce an error
tone. The audible feedback can be configured to suit the preference of the user.
Configuring audio feedback:
1) Touch the Audio & Radios Button to display the ‘Audio & Radios’ Screen.
2) Touch the available Pilot or Copilot Tab.
3) Scroll the list to find Clicks.
4) Touch the Clicks button to display the Audio Feedback Settings.
5) Touch the desired audio feedback setting.

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Setting Description
Off No feedback is audible for the selected position.
Only error tones will be audible. Only error tones originating from the selected Touchscreen
Errors Only (Onside)
Controller position will be audible to that position.
Only error tones will be audible. Error tones from both the pilot and copilot Touchscreen
Errors Only (All)
Controller positions will be audible to the selected position.
All audio feedback originating from the selected Touchscreen Controller position will be audible
On (Onside)
to that position.
All audio feedback from the pilot or copilot Touchscreen Controller positions will be audible to
On (All)
the selected position.
Table 4-10 Audio Feedback Settings
The audio feedback (clicks) volume can be adjusted from 0 to 100% on the touchscreen controller by turning
the middle knob or by sliding your finger right or left on the volume slider.

Clicks Volume Slider

Clicks Button

Figure 4-159 Speaker Audio Selection

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4.8 ABNORMAL OPERATION

Abnormal operation of the G5000 includes equipment failures of the system components and failure of
associated equipment, including switches and external devices.
STUCK MICROPHONE
If the push-to-talk (PTT) Key becomes stuck, the COM transmitter stops transmitting after 35 seconds of
continuous operation. An alert appears on the Touchscreen Controller to advise the pilot of a stuck microphone.

Figure 4-160 Stuck Microphone Alert

COM TUNING FAILURE

In case of a COM system tuning failure, the radio will remain tuned to the active frequency. The emergency
frequency (121.500 MHz) can be tuned by selecting either the COM 1 TUNE or COM 2 TUNE switch on the
instrument panel. Depending on the failure mode, a amber X may appear on the frequency display.

Emergency Channel
Loaded

Figure 4-161 COM Tuning Failure

AUDIO CONTROLLER FAIL-SAFE OPERATION

If there is a failure of the Audio Controller, a fail-safe circuit connects the pilot’s headset and microphone
directly to the COM1 transceiver. Audio will not be available on the speaker, the intercom continues to work.
GTC FAILURE
In case of a GTC failure, the operational GTC will control the pilot and co-pilot audio and radios.
AMBER COM FREQUENCY DIGITS
A discrepancy between the active COM frequency on the GTC, and the actual tuned frequency reported by
the controlling GIA, causes the active COM frequency digits on the GTC and PFD to turn amber.

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CPDLC UNAVAILABLE
An amber X over the link status field of the ‘ATC Datalink’ Screen, or an amber X over the Connection field
of the ‘ATC Datalink’ Screen, indicates the air-ground connection and/or the CPDLC system is not available for
use.

ATN FANS 1/A+ DLS

Figure 4-162 CPDLC Unavailable

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SECTION 5 FLIGHT MANAGEMENT

5.1 INTRODUCTION
The system is an integrated flight, engine, communication, navigation and surveillance system. This section of
the Pilot’s Guide explains FMS navigation using the system.
The most prominent parts of the system are the Primary Flight Displays (PFDs), the Multi Function Display
(MFD), and the Touchscreen Controllers. The information to successfully navigate the aircraft using the GPS
sensors is displayed on these units. A brief description of the GPS navigation data on the PFD and MFD follows.
Navigation mode indicates which sensor is providing the course data (e.g., FMS, VOR), and the active approach
service level (OCN, TERM, ENR, LNAV, LNAV+V, L/VNAV, LP, LP+V, or LPV).
The Inset Map is a small version of the Navigation Map and can be displayed in the lower left corner of the
PFD. However, the inset map cannot be displayed when the PFD is in Split Mode display or when the system is
in Reversionary mode. The Inset Map is displayed by touching the PFD Map Settings Button on the PFD Home
Screen, touching the Layout Button, then touching the Inset Map Button. Touching the Off Button removes
the Inset Map.
The HSI Map is also a small version of the Navigation Map and is displayed in the center of the HSI. The HSI
Map is displayed by touching the PFD Map Settings Button on the PFD Home Screen, touching the Layout
Button, then touching the HSI Map Button. Touching the Off Button removes the HSI Map.
Hereafter, references to the “PFD Map” implies either the Inset Map or the HSI Map.
The Navigation Map displays aviation data (e.g., airports, VORs, airways, airspaces), geographic data (e.g.,
cities, lakes, highways, borders), absolute terrain data (map shading indicating elevation), and hazard data (e.g.,
traffic, terrain, weather). The amount of displayed data can be reduced by touching the Map Detail Button on
the PFD for the PFD Map, and by the Map Detail Slider on the Touchscreen Controller for navigation maps. The
Navigation Map can be oriented three different ways: North Up (NORTH UP), Track Up (TRK UP), or Heading
Up (HDG UP).
An aircraft icon is placed on the Navigation Map at the location corresponding to the calculated present position.
The aircraft position and the flight plan legs are accurately based on GPS calculations. The basemap upon which
these are placed are from a source with less resolution, therefore the relative position of the aircraft to map features
is not exact. The leg of the active flight plan currently being flown is shown as a magenta line on the navigation
map. The other legs are shown in white.
There are 28 different map ranges available, from 250 feet to 1000 nm. Range is indicated in the upper left
quadrant of the range ring shown around the aircraft icon. This indicated range is the range from the aircraft icon
to the range ring, and roughly half the range to the top edge of the displayed map. To change the map range on
any map, turn the Joystick counter-clockwise to decrease the range, clockwise to increase the range, or touch two
fingers on the Touchpad and move them apart to decrease range, or pinch using two fingers to increase range. To
change the Inset Map range turn the Joystick on the PFD Controller or the PFD GTC.

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Navigation Mode and

RNP value
Inset Map
Navigation Status Box

Figure 5-1 GPS Navigation Information on the PFD Inset Map

Navigation Mode
and RNP value

HSI Map
Navigation Status Box

Figure 5-2 GPS Navigation Information on the PFD HSI Map

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MFD Data Bar

Map Orientation
Pane Title

Navigation Map
- Aviation Data
- Geographic Data
- Absolute Terrain Data Map Range
- Hazard Data

Flight Plan Leg

Active Flight Plan Leg

Aircraft Icon
at Present Position

Figure 5-3 GPS Navigation Information on the MFD Navigation Map Display

NAVIGATION STATUS BOX

The PFD Navigation Status Box located below the HSI contains three fields displaying the following
information:

Figure 5-4 PFD Navigation Status Box

-- Active flight plan leg (e.g., ‘D-> KICT’ or ‘KIXD -> KCOS’) or flight plan annunciations (e.g., ‘Turn right to
021˚ in 8 seconds’)
-- Distance (DIS) and Estimated Time Enroute (ETE) to the next waypoint or flight plan annunciations (e.g.,
‘TOD within 1 minute’)
The symbols used in the PFD Navigation Status Box are:

Symbol Description Symbol Description

Active Leg Right Holding Pattern

Direct-to Left Holding Pattern

Right Procedure Turn Right DME Arc / Radius to Fix Leg

Left Procedure Turn Left DME Arc / Radius to Fix Leg

Vector to Final

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MFD NAVIGATION DATA BAR

The MFD Data Bar located at the top of the MFD contains eight data fields, each displaying one of the
following items:
-- BRG (Bearing) -- FOB (Fuel On Board)
-- DEST (Destination Airport Identifier) -- FOD (Fuel Over Destination)
-- DIS (Distance) -- GS (Ground Speed)
-- DTG (Distance to Destination) -- ISA (Int'l Standard Atmosphere)
-- DTK (Desired Track) -- LDG (ETA at Final Destination)
-- END (Endurance) -- MSA (Minimum Safe Altitude)
-- ENR (ETE to Final Destination) -- TAS (True Airspeed)
-- ESA (Enroute Safe Altitude) -- TKE (Track Angle Error)
-- ETA (Estimated Time of Arrival) -- TRK (Track)
-- ETE (Estimated Time Enroute) -- VSR (Vertical Speed Required)
-- FL T (Flight Timer) -- XTK (Cross-Track Error

Figure 5-5 MFD Navigation Data Bar

The navigation information displayed in the eight data fields can be selected on the Touchscreen Controller.
The default selections (in order left to right) are GS, DTK, TRK, ETE, BRG, DIS, MSA, and ETA.
Changing a field in the MFD Navigation Data Bar:
1) From Home, touch Utilities > Setup > Avionics Settings to display the 'Avionics Settings' Screen.
2) Touch the MFD Fields Tab to display the MFD Data Bar Field selection list.
3) If necessary, scroll through the data field list to find the desired field.
4) Touch the MFD Data Bar Field Button to display the data options list.
5) If necessary, scroll through the data options list to find the desired option.
6) Touch the desired data option button.
7) Repeat steps 3 - 6 as necessary.

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5.2 USING MAP DISPLAYS

Map displays are used extensively to provide situational awareness in flight. Most maps can display the following
information:

• Airports, NAVAIDs, airspaces, airways, • Map Pointer information (distance and

land data (highways, cities, lakes, rivers, bearing to pointer, location of pointer,
borders, etc.) with names name, and other pertinent information)
• Map range • Fuel range ring
• Wind direction and speed • Flight plan legs
• Map orientation • User waypoints
• Icons for enabled map features • Track vector
• Aircraft icon (representing present position) • Terrain
• Obstacle data
The information in this section applies to any displays that show the navigation map.
MAP SETTINGS SYNCHRONIZATION
Map settings can be synchronized with the settings of any display, and will keep them synchronized when
changes are made to the settings. The synchronization can be for the onside or offside independently, or for all
displays.
Enabling/disabling map settings synchronization:
1) From Home, touch Map > Map Selection > Map Settings > Map Sync.
2) Choose where to synchronize from:
Touch the Off Button to disable synchronization.
Or:
a) Touch the Onside Button or the All Button.
b) Touch the PFD1, MFD Left, PFD2, or MFD Right Button to initially synchronize the onside map settings
or all map settings with the selected display.

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MAP ORIENTATION
Maps are shown in one of three different orientation options, allowing flexibility in determining aircraft
position relative to other items on the map (north up) or for determining where map items are relative to where
the aircraft is going (track up or heading up). The map orientation is shown in the upper left corner of the map.

Figure 5-6 Map Orientation

-- North up (NORTH UP) aligns the top of the map display to north.
-- Track up (TRK UP) aligns the top of the map display to the current ground track.
-- Heading up (HDG UP) aligns the top of the map display to the current aircraft heading (default setting).

NOTE: Map orientation changes for the navigation map only affect the map being controlled. The orientation
of the Inset Map on the PFD is always Heading Up.

Changing the Navigation Map orientation:

1) From Home, touch Map > Map Selection > Map Settings.
2) Touch the Orientation Button.
3) Touch the Heading Up, Track Up, or North Up Button to select the navigation map orientation.

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Orientation
Button

Heading Up Button

Track Up Button

North Up Button

Heading Lubber Line Current Track Tick Mark

Selected Heading
Bug & Reference
Line

Heading Up Orientation Track Up Orientation North Up Orientation

Figure 5-7 Map Orientation Selection
The range arcs include tick marks indicating compass directions. Track Up indicates current track with a
tick mark on the outside of the arc. Heading Up indicates current heading with a heading lubber line, and the
selected heading with a heading bug and reference line. The heading bug and reference line are displayed while
the heading is being adjusted, and remain displayed for three seconds after the last adjustment.

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MAP RANGE
There are 28 different map ranges available, from 250 feet to 1000 nm. Range is indicated in the upper left
quadrant of the range ring shown around the aircraft icon. This indicated range is the range from the aircraft
icon to the range ring, and roughly half the range to the top edge of the displayed map. To change the map
range on any MFD map: (1) turn the corresponding Joystick counter-clockwise to decrease the range, or
clockwise to increase the range; or (2) touch two fingers on the Touchpad and move them apart to decrease
range, or pinch using two fingers to increase range. To change the Inset Map range, turn the Joystick on the
PFD controller or the PFD GTC.

Auto Zoom On

Auto Zoom Off

Figure 5-8 Map Range

Push Touchscreen left knob to activate

Touchpad (Nav Maps and Datalink
Weather Maps only)
Touchpad - Pinch to increase range
- Move fingers apart to decrease range
Zoom Gesture

Figure 5-9 Touchpad Map Range Control

AUTO ZOOM
Auto zoom allows the system to change the map display range to the smallest range clearly showing the
active waypoint. Auto zoom can be overridden by adjusting the range with the Joystick or the Touchpad,
and remains until the active waypoint changes, a terrain or traffic alert occurs, the aircraft takes off, or the
manual override times out (timer set on the Touchscreen Controller, 'Map Settings' Screen). Auto zoom is
suspended while the map pointer is active.
If a terrain caution or warning occurs, all navigation maps automatically adjust to the smallest map range
clearly showing the potential impact areas. If a new traffic advisory alert occurs, any map capable of displaying
traffic advisory alerts automatically adjusts to the smallest map range clearly showing the traffic advisory.
When terrain or traffic alerts clear, the navigation maps return to the previous auto zoom range based on the
active waypoint.

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The auto zoom function can be turned on or off. Control of the ranges at which the auto zoom occurs is
done by setting the minimum and maximum ‘look forward’ times (set on the Touchscreen Controller, 'Map
Settings' Screen). These settings determine the minimum and maximum distance to display based upon the
aircraft’s ground speed.
»» Waypoints that are long distances apart cause the map range to increase to a point where many details on
the map are decluttered. If this is not acceptable, lower the maximum look ahead time to a value that limits
the auto zoom to an acceptable range.
»» Waypoints that are very short distances apart cause the map range to decrease to a point where situational
awareness may not be what is desired. Increase the minimum look ahead time to a value that limits the
auto zoom to a minimum range that provides acceptable situational awareness.
»» Flight plans that have a combination of long and short legs cause the range to increase and decrease as
waypoints sequence. To avoid this, auto zoom can be disabled or the maximum/minimum times can be
adjusted.
»» The "Auto Zoom Time Out" time determines how long auto zoom is overridden by a manual adjustment
of the range knob. At the expiration of this time, the auto zoom range is restored. Setting the "Auto Zoom
Time Out" value to zero causes the manual override to never time out.
»» When the maximum ‘look forward’ time is set to zero, the upper limit becomes the maximum range
available (1000 nm).
»» When the minimum ‘look forward’ time is set to zero, the lower limit becomes 0.75 nm.
Configuring automatic zoom:
1) From Home, touch Map > Map Selection > Map Settings.
2) If necessary, touch the Other Tab to display the options list.
3) Touch the Auto Zoom Button to enable/disable auto zoom.
4) Touch the Auto Zoom Settings Button to display the 'Auto Zoom Settings' Window.
5) Touch the Auto Zoom Max Look Fwd Button to display the numeric keyboard.
6) Use the keypad to enter the maximum look forward time and touch Enter. Times are from zero to 999 minutes.
7) Repeat steps 5 and 6 for the ‘Auto Zoom Min Look Fwd’ (zero to 99 minutes) and the ‘Auto Zoom Time Out’
(zero to 99 minutes) functions using the corresponding button names.

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Auto Zoom Button

Auto Zoom Settings Button

Auto Zoom Max Look Fwd Button

Auto Zoom Time Out Button Auto Zoom Min Look Fwd Button

Figure 5-10 Auto Zoom Setup

MAP PANNING
The Map Pointer allows the pilot to:
-- View parts of the map outside the displayed range without adjusting the map range by panning the map
-- Highlight and select locations on the map
-- Graphically create user waypoints
-- Review information for a selected airport, NAVAID, or user waypoint
-- Graphically initiate a Direct To a selected airport
-- Designate locations for use in flight planning
-- Review airspace, obstacle and airway information
-- Measure the bearing and distance from the aircraft present position to any location on the navigation map, or
between any two points on the navigation map
When the Map Pointer function is selected by pushing the Joystick, the Map Pointer flashes on the map
display, and the 'Map Pointer Control' Screen is displayed on the Touchscreen Controller. A window also
appears at the upper left of the map display showing the latitude/longitude of the pointer, the bearing and
distance to the pointer from the aircraft’s present position, and the elevation of the land at the position of the
pointer.

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Map Pointer Options Buttons

Touchpad Push Touchscreen left knob to activate

Touchpad (Nav Maps and Datalink
Weather Maps only)
Pan Gesture - Slide finger to move the pointer.

Figure 5-11 Touchpad Map Pointer Control

Map Pointer
Information

Map Pointer
flashing black
and white

Figure 5-12 Navigation Map - Map Pointer Activated

Panning the map:

1) Push the Joystick to display the Map Pointer.
2) Move the Joystick, or slide your finger on the Touchpad, to move the Map Pointer on the map. The map will
pan when the pointer approaches the edge of the map.
3) Push the Joystick to remove the Map Pointer and recenter the map on the aircraft’s current position.
Or:
Touch the Back Button on the Touchscreen Controller to remove the Map Pointer and recenter the map on the
aircraft’s current position.

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When the Map Pointer is placed on a waypoint (airport, intersection, NAVAID, VRP, or user waypoint) or
airspace, the name is highlighted (even if the name was not originally displayed on the map). When placed on
an airspace, the name, class, ceiling and floor are shown in feet MSL. When highlighted on the map display,
pertinent information is available by touching the Info Button on the Touchscreen Controller.
Map Pointer
Information

Map Pointer
on Waypoint

Info Tab
Info Button

Waypoint
(Airport)
Information

Figure 5-13 Navigation Map - Map Pointer on Airport

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Airspace
Information

Figure 5-14 Navigation Map - Map Pointer on Airspace

Reviewing information for a waypoint or airspace:

1) Place the Map Pointer on an airport, intersection, NAVAID, VRP, user waypoint, or airspace.
2) Touch the Info Button on the Touchscreen Controller to display the respective information screen.
3) Touch the Back Button on the Touchscreen Controller to return to the 'Map Pointer Control' Screen without
removing the Map Pointer from the Navigation Map.
Or:
Push the Joystick to exit the information screen, remove the Map Pointer from the Navigation Map, and
recenter the map on the aircraft’s current position.

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MEASURING BEARING AND DISTANCE

Distance and bearing can be measured on a navigation map or on a data link weather map may be calculated
using the Joystick or the Touchpad. Measurement can be from the aircraft’s present position to any point,
or between any two points The bearing and distance tool displays a dashed Measurement Line and a Measure
Pointer to aid in graphically identifying the points to measure. Latitude/Longitude, distance, bearing and
elevation data of the Measure Pointer is provided in a window at the top left of the map.
Measuring bearing and distance between the aircraft present position and any other point:
1) Push the Joystick (with a navigation map or data link weather map displayed).
2) Touch the BRG / DIS Button. A Measure Pointer is displayed on the map at the aircraft’s present position.
3) Move the pointer using the Joystick or the Touchpad to the desired location. A dashed Measurement Line is
drawn from the aircraft present position to the location of the Measure Pointer. The latitude/longitude, distance,
bearing and elevation data of the Measure Pointer are displayed at the top left of the map. Move the pointer
again to measure to any other point.
4) To exit the Measure Bearing/Distance function, push the Joystick or touch the Back Button.

Measure Pointer
Information Map Pointer

Measurement
Line

Reference Point at
Aircraft Present
Position

BRG/DIS
Button

Figure 5-15 Navigation Map - Measuring Bearing/Distance from Aircraft Present Position

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Measuring bearing and distance between any two points:

1) Push the Joystick (with a navigation map or data link weather map displayed).
2) Touch the BRG / DIS Button. A Measure Pointer is displayed on the map at the aircraft’s present position.
3) Move the pointer using the Joystick or the Touchpad to the desired reference location. A dashed Measurement
Line is drawn from the aircraft present position to the location of the Measure Pointer. The latitude/longitude,
distance, bearing and elevation data of the Measure Pointer are displayed at the top left of the map.
4) Touch the Select Ref Button to set the Measure Pointer location as the new reference point for measurement.
The dashed Measurement Line is erased.
5) Move the pointer using the Joystick or the Touchpad to the desired location. A dashed Measurement Line is
drawn from the reference point to the location of the Measure Pointer. The latitude/longitude, distance, bearing
and elevation data of the Measure Pointer are displayed at the top left of the map.
6) Repeat steps 3 through 5 to measure between other points.
7) To exit the Measure Bearing/Distance function, push the Joystick or touch the Back Button.

Measure Pointer
Information
Reference
Point

Measurement
Line

Measure Pointer

BRG/DIS Select Ref

Button Button

Figure 5-16 Navigation Map - Measuring Bearing/Distance between Two Points

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ABSOLUTE TERRAIN
All navigation maps can display various shades of absolute terrain colors representing land elevation, similar
to aviation sectional charts. Absolute terrain data can be displayed or removed as described in the following
procedures.

Navigation Map
Absolute Terrain
Data

Navigation Map
Black Background

Absolute Terrain Off Absolute Terrain On

Figure 5-17 Navigation Map - Absolute Terrain Data On/Off

Displaying/removing absolute terrain data on navigation maps:

1) From Home, touch Map > Map Selection > Map Settings.
2) Touch the Sensor Tab, if necessary.
3) Touch the Terrain Button to display the 'Map Terrain Displayed' Window.
4) Touch the Absolute Button to display absolute terrain data on the navigation map, or touch the Off Button to
remove absolute terrain data from the navigation map.
Relative terrain is discussed in the Hazard Avoidance Section.
Terrain Off Absolute Terrain On

Figure 5-18 Inset Map

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Terrain Off Absolute Terrain On

Figure 5-19 HSI Map

Displaying/removing absolute terrain data from the PFD Map:

1) From PFD Home, touch PFD Map Settings.
2) Touch the Layout Button to choose between the Inset Map or HSI Map layout.
Touch the Inset Map Button
Or:
Touch the HSI Map Button
3) Touch the Terrain Button to display the 'Inset Map Terrain Displayed' Screen.
4) Touch the Absolute Button to display absolute terrain data on the PFD Map, or touch the Off Button to remove
absolute terrain data from the PFD Map.
The absolute terrain data range is the maximum map range on which absolute terrain data is displayed.
Selecting an absolute terrain data range on navigation map displays:
1) From Home, touch Map > Map Selection > Map Settings.
2) Touch the Sensor Tab, if needed.
3) Touch the Terrain Settings Button to display the 'TAWS Settings' Screen.
4) Touch the Map Settings Button to display the 'Terrain Settings' Screen.
5) Touch the Terrain Button to display the 'Map Terrain Range' Screen.
6) Scroll the list if needed to find the desired range, and touch the range button.
In addition, the Navigation Map can display an absolute terrain scale (located in the lower right hand side of
the map) showing a scale of the terrain elevation.

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Figure 5-20 Navigation Map - Absolute Terrain Scale

Displaying/removing the absolute terrain scale on navigation map displays:

1) From Home, touch Map > Map Selection > Map Settings.
2) Touch the Sensor Tab, if necessary.
3) Touch the Terrain Settings Button to display the 'TAWS Settings' Window.
4) Touch the Map Settings Button to display the 'Terrain Settings' Window.
5) Touch the Absolute Terrain Scale Button to display/remove the absolute terrain scale.

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MAP SYMBOLS
This section discusses the types of land and aviation symbols that can be displayed. Each listed type of
symbol can be turned on or off, and the maximum range to display each symbol can be set. The decluttering
of the symbols from the Inset Map using the Map Detail Button and the decluttering of the symbols from the
MFD navigation map using the Map Detail Slider are also discussed.
LAND SYMBOLS
The following items are configured on the land menu:

Maximum
Land Symbols Symbol
Range (nm)
Point Obstacle (See Hazard Avoidance Section) 25

Highways and Roads

Interstate Highway (Freeway) 100

International Highway (Freeway) 100

US Highway (National Highway) 100

State Highway (Local Highway) 50

Local Road (Local Road) N/A 25

Railroads 25

Large City (> 200,000) 1000

Medium City (> 50,000) 150
Small City (> 5,000) 100
State/Province 1000

River/Lake 100

Table 5-1 Land Symbol Information

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AVIATION SYMBOLS
The following items are configured on the aviation menu:

Maximum
Aviation Symbols Symbol
Range (nm)

Low Altitude Airways 50

High Altitude Airways 75

Class B/Terminal Manoeuvring Area**

150
and Airways surrounding TMA** (CL B/TMA/AWY)
Class C Airspace/Control Area
100
(CL C/CTA)
Class A Airspace and Class D Airspace
100
(CL A/D)
Restricted and Prohibited Areas
100
(Restricted)
Military Operations Areas
250
(MOA (Military))
ADIZ, Alert, Danger, and Warning
(see below)
(Other)

ADIZ
250
Alert

Danger/Warning

TFR 1000

Class B Airspace Altitude Label (ceiling/floor) *

Class C Airspace Altitude Label (ceiling/floor) *

Class D Airspace Altitude Label (ceiling) *

Large Airport (Longest Runway ≥ 8100 ft) 250
Medium Airport (8100 ft > Longest Runway ≥ 5000 ft, or
100
Longest Runway < 5000 ft with control tower)
Small Airport (Longest Runway < 5000 ft without a control
50
tower)

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Maximum
Aviation Symbols Symbol
Range (nm)
VOR 250
Intersection (INT) Waypoint 25
Non-directional Beacon (NDB) Waypoint 50
User Waypoint 250
Visual Reporting Point (VRP) Waypoint 40

Runway Extension 50

Missed Approach Preview On/Off

Altitude/Speed Constraints On/Off 1000

* Label placement and range is determined by the system for best display and minimal clutter.
** Applies to European airspace only.
Table 5-2 Aviation Symbol Information
SYMBOL SETUP
All navigation maps can display aviation and land symbols. Aviation and land symbol types (e.g. runway
extensions, railroads) can be removed individually. Runway Extensions, when enabled, will be depicted
under the following conditions:
»» The enroute waypoint after the active leg is an airport.
»» The off-route ¯ waypoint is an airport.
»» An approach or arrival has been loaded or activated
If a loaded arrival or loaded/activated approach is subsequently removed from the active flight plan, the
system removes the runway extensions from the map.
Displaying/removing a navigation or land symbol type:
1) From Home, touch Map > Map Selection > Map Settings.
2) Touch the Aviation Tab or Land Tab, if necessary.
3) Scroll the list to find the desired item.
4) Touch the annunciator button to display/remove the symbol type from navigation maps.
The range button sets the maximum range at which these items will be displayed on the navigation map.
Selecting an Aviation or Land item maximum range:
1) From Home, touch Map > Map Selection > Map Settings.
2) Touch the Aviation Tab or Land Tab, if necessary.

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3) Scroll the list to find the desired item.

4) If necessary, touch the Settings Button to display the range buttons.
5) Touch the range button to display the range choices.
6) Touch a range selection button to select the maximum range.
7) Repeat steps 3-6 as necessary.

Range
Button

Settings
Button

Medium
Airport
Range
Button

Range
Selection
Button
Figure 5-21 Map Settings - Aviation Data Setup

Range
Button

Range
Selection
Button

Figure 5-22 Map Settings - Land Data Setup

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Displaying/removing the VOR compass rose:

1) From Home, touch Map > Map Selection > Map Settings.
2) Touch the Aviation Tab, if necessary.
3) Scroll the list to find the VOR buttons.
4) Touch the VOR Settings Button to display the 'VOR Settings' Screen.
5) Touch the Compass Rose Button to display/remove the VOR compass rose.

MAP DETAIL
The declutter feature allows the pilot to progressively step through three levels of map detail. The navigation
map detail level is displayed on the 'Map Settings' Screen on the Touchscreen Controller and on the navigation
map. The PFD Inset Map detail level is shown on the Inset Map and the Map Detail Button.

Map Detail
Slider
Detail Indicator

Figure 5-23 Navigation Map - Map Detail

Detail Indicator

Figure 5-24 PFD Map Detail

Adjusting the navigation map detail:
1) From Home, touch Map > Map Selection > Map Settings > Map Detail.
2) Slide up or down on the Map Detail Slider to adjust the navigation map detail.

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Adjusting the PFD Map detail:

1) From PFD Home, touch PFD Map Settings > Map Detail.
2) Slide up or down on the Map Detail Slider to adjust the navigation map detail.
The following table lists the items that are decluttered at each map detail level. The ‘X’ represents map items
decluttered for each level of detail.

Item DCLTR 1 DCLTR 2 Least

Data Link Radar Precipitation X
Data Link Lightning X
Graphical METARs X
Airports X
Runway Labels X
TFRs X
Restricted X
MOA (Military) X
NDBs X X
VORs X X
VRPs X X
User Waypoints X X
Latitude/Longitude Grid X X
NAVAIDs (does not declutter if used to define airway) X X
Intersections (does not declutter if used to define airway) X X
Class B Airspaces/TMA X X
Class C Airspaces/CTA X X
Class D Airspaces X X
Other Airspaces/ADIZ X X
Obstacles X X
Cities X X X
Roads X X X
Railroads X X X
State/Province Boundaries X X X

Table 5-3 Navigation Map Items Decluttered for each Detail Level

AIRWAYS
This airways discussion is based upon the North American airway structure. The airway structure in places
other than North America vary by location, etc. and are not discussed in this book. Low Altitude Airways
(Victor Airways or T-Routes) start 1,200 feet above ground level (AGL) and extend up to 18,000 feet mean sea
level (MSL). Low Altitude Airways are designated with a “V” or a "T" before the airway number.

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High Altitude Airways (Jet Routes or Q-Routes) start at 18,000 feet MSL and extend upward to 45,000 feet
MSL. High Altitude Airways are designated with a “J” or a "Q" before the airway number.
Low Altitude Airways are drawn in gray (the same shade used for roads). High Altitude Airways are drawn
in green. When both types of airways are displayed, High Altitude Airways are drawn on top of Low Altitude
Airways.
When airways are selected for display on the map, the airway waypoints (VORs, NDBs and Intersections) are
also displayed.

High Altitude
Airway
Low Altitude (Jet Route)
Airway
(Victor Airway)

Low Altitude
Airway
(T-Route)
High Altitude
Airway
(Q-Route)
Figure 5-25 Airways on MFD Navigation Map

Airways may be displayed on the map at the pilot’s discretion using the Touchscreen Controller. The airway
range can also be programmed to only display airways on the navigation map when the map range is at or below
a specific value.
Displaying/removing airways:
1) From Home, touch Map > Map Selection > Map Settings.
2) Touch the Aviation Tab, if needed.
3) Touch the Low Altitude Airways Button to display/remove the low altitude airways.
4) Touch the High Altitude Airways Button to display/remove the high altitude airways.
The airway range is the maximum map range at which the airways will be displayed on the navigation map.
Selecting an airway range:
1) From Home, touch Map > Map Selection > Map Settings.
2) Touch the Aviation Tab, if needed.
3) Touch the Low Altitude Airways or High Altitude Airways range Button to display the range selection buttons.
4) Touch a range selection button to select the maximum map display range.

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Highlighted Airway Maximum

Airway Type Airway Symbol/Line
Information Box Range (nm)

Low Altitude Airways

100
(V Routes and T Routes)

High Altitude Airways

100
(J Routes and Q Routes)
Table 5-4 Airway Range Information

ADDITIONAL NAVIGATION MAP ITEMS

The Navigation Map can display additional map items. Track Vector, Wind Vector, Fuel Range Ring, Selected
Altitude Range Arc, Field of View, and Latitude/Longitude Lines can be displayed or removed.
Displaying/removing Additional Navigation Map Items:
1) From Home, touch Map > Map Selection > Map Settings.
2) Touch the Other Tab, if needed.
3) Scroll as required and touch the desired button to display/remove Map Items:

TRACK VECTOR
The Navigation Map can display a track vector that is useful in minimizing track angle error. The track
vector is a solid cyan line segment extended to a predicted location. The track vector look-ahead time is
selectable (30 sec, 60 sec (default), 2 min, 5 min, 10 min, 20 min) and determines the length of the track
vector. The track vector shows up to 90 degrees of a turn for the 30 and 60 second time settings. It is always
a straight line for the 2 min, 5 min, 10 min and 20 min settings.

Track Vector

Figure 5-26 Navigation Map - Track Vector

Selecting track vector look-ahead time:

1) From Home, touch Map > Map Selection > Map Settings.
2) Touch the Other Tab, if needed.
3) Touch the Track Vector time Button to display the time selection buttons in the 'Map Track Vector Time' Screen.
4) Scroll the list, if needed, and touch a time selection button to select the look-ahead time.

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WIND VECTOR ON THE MFD

The navigation map displays a wind vector arrow in the upper right-hand portion of the screen. Wind
vector information is displayed as a white arrow pointing in the direction in which the wind is moving for
wind speeds greater than or equal to 1 kt.

Wind Vector

Figure 5-27 Navigation Map - Wind Vector

NOTE: The wind vector is not displayed until the aircraft is moving.

FUEL RANGE RING

The map can display a fuel range ring which shows an estimate of the remaining flight distance. A dashed
green circle indicates the selected range to reserve fuel. A solid green circle indicates the total endurance
range. If only reserve fuel remains, the range is indicated by a solid amber circle. Calculations are based on
current fuel flow and ground speed.

NOTE: If fuel reserves are set to zero, the Range to Reserve Fuel Ring may not completely overlay the Total
Endurance Range Ring.

Total Endurance Range

Time to Reserve Fuel

Range to Reserve Fuel

Figure 5-28 Navigation Map - Fuel Range Ring

Selecting fuel reserve time:

1) From Home, touch Map > Map Selection > Map Settings.
2) Touch the Other Tab, if needed.
3) Touch the Fuel Rng (Rsv) time Button to display the keypad.
4) Use the keypad to enter the fuel reserve time, and touch the Enter Button.

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SELECTED ALTITUDE RANGE ARC

The map can display the location along the current track where the aircraft will intercept the selected
altitude. The location will be shown as a cyan arc when the aircraft is actually climbing or descending.

Range to
Altitude Arc

Figure 5-29 Navigation Map - Range to Altitude Arc

FIELD OF VIEW
The map can display the boundaries of the PFD Synthetic Vision Technology (SVT) lateral field of view.
The field of view is shown as two dashed lines forming a V shape in front of the aircraft symbol on the map.

Lines
Depict PFD
Field of
View

Field of View on the Navigation Map

Figure 5-30 Navigation Map - Field of View

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LATITUDE/LONGITUDE LINES
The navigation map can display the latitude and longitude lines. They are shown as cyan dashed lines.
The range button sets the maximum range at which the lines will be displayed on the navigation map.

Longitude Line Latitude Line

Figure 5-31 Navigation Map - Latitude/Longitude Lines

Selecting the lat/lon line maximum range:

1) From Home, touch Map > Map Selection > Map Settings.
2) Touch the Other Tab, if necessary.
3) Touch the Lat/Lon lines range Button to display the range selection buttons.
4) Touch a range selection button to select the maximum map display range.

OBSTACLES
The navigation map can display the location of obstacles (e.g. towers). The obstacles are shown as red,
yellow, or white, depending on the height relative to the aircraft AGL altitude. See the Hazard Avoidance
Section for more details on symbol and color usage.

Obstacle

Obstacle Data Displayed

when selected by the
Pointer

Figure 5-32 Navigation Map - Obstacles

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The range button sets the maximum range at which the obstacles will be displayed on the navigation map.
Displaying/removing obstacles:
1) From Home, touch Map > Map Selection > Map Settings.
2) Touch the Land Tab, if necessary.
3) Touch the Point Obstacle Button to display/remove the obstacles.
The range button sets the maximum range at which the obstacles will be displayed on the navigation map.
Selecting the obstacle data range:
1) From Home, touch Map > Map Selection > Map Settings.
2) Touch the Land Tab, if necessary.
3) Touch the Point Obstacle range Button to display the range selection buttons.
4) Touch a range selection button to select the maximum map display range.

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5.3 WAYPOINTS
Waypoints are predetermined geographical positions (internal database) or pilot-entered positions, and are
used for all phases of flight planning and navigation.
Communication and navigation frequencies can be found and tuned from waypoint data. Refer to the Audio
and CNS section for details.
Waypoints can be selected by entering the ICAO identifier, entering the name of the facility, or by entering the
city name. See the System Overview section for detailed instructions on entering data in the system.

Figure 5-33 'Waypoint Info' Screen

If duplicate entries exist for an identifier, a 'Waypoint Duplicates' Screen is displayed when the Enter Button is
touched or the small right knob is pushed.
Duplicates
Found
Message
Waypoint
Selection
Button

Figure 5-34 Waypoint Duplicates

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AIRPORTS
AIRPORT INFORMATION

NOTE: ‘North Up’ orientation on the 'Airport Information' Pane cannot be changed; the pilot needs to be
aware of proper orientation if the Navigation Map orientation is different from the 'Airport Information''
Pane.
The 'Airport Information' Pane displays a map of the currently selected airport and surrounding area, and
the 'Airport Information' Screen on the Touchscreen Controller allows the pilot to view airport information,
load frequencies, review runways, and review instrument procedures that may be involved in the flight plan.
For airports with multiple runways, information for each runway is available. See the Audio and CNS
Section for more information on finding and tuning frequencies. After avionics power is applied, the 'Airport
Information' Pane defaults to the airport where the aircraft is located. After a flight plan has been loaded, it
defaults to the destination airport. On a flight plan with multiple airports, it defaults to the airport which is
the current active waypoint.

Navigation Map
Showing Selected
Airport

Airport/Runway
Diagram

Figure 5-35 'Airport Information' Pane - MFD Full Mode display

Selected Airport Button Waypoint Options Button

(Identifier, Name, Symbol) Direct-To, Insert in Flight Plan, and
Show On Map
Info Tab Airport City, Region

Airport Bearing, Distance, &

Latitude/Longitude
Airport Elevation,
UTC Offset
Fuel Available, Airport Usage Type

Figure 5-36 Airport Information

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The following descriptions and abbreviations are used on the 'Airport Information' Screen:
Usage type: PUBLIC, MILITARY, PRIVATE, or HELIPORT
Fuel Available: AVGAS, JET

Selected Airport Button

Availability
Freqs Tab

Frequency Identifier Frequency Button

Touch to view more information Tune COM Active Frequency
Tune COM Standby Frequency
Add to Favorites

Figure 5-37 Airport Frequencies

The following descriptions and abbreviations are used on the 'Airport Frequencies' Screen:
COM Availability: TX (transmit only), RX (receive only), PT (part time), i (additional information available)
COM Frequencies: Approach*, Arrival*, ASOS, ATIS, AWOS, Center, Class B*, Class C*, Clearance, Control, CTA*,
Departure*, FSS, Gate, Ground, Helicopter, Multicom, Other, Pre-Taxi, Radar, Ramp, Terminal*, TMA*, Tower, TRSA*, Unicom
* May include Additional Information
NAV Frequencies: ILS, LOC

Selected Airport Button

Airport Directory Tab

Airport Directory Information

Figure 5-38 Airport Directory Info

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The following types of airport directory information are shown (if available):
• Airport: Identifier, Type, Name, • Control Tower: Full/Part-time • Attendance: Annual, weekly,
City, State, Map Hours, Days Open daily, hours
• Facility Lighting and Beacon: • Noise Abatement: Flying • Pattern Altitudes: Aircraft
Hours operating, Type and Location, Procedures Class/Altitude
CTAF, beacon colors
• Runways: Headings, Length, • FBO: Name/Type, Frequencies, • Aircraft Businesses/Clubs:
Width, Facility Obstructions, Surface, Services, Fees, Fuel, Credit Cards, Name, Type (sales, training,
Condition, Clearance Slope Phone/Fax, Hours Internet, Courtesy servicing), Frequencies/Phone/Fax,
Car Credit Cards, Internet, Services
• Frequencies: Type/Frequency • Weather Contacts: Service Type • Obstructions: General Airport
and Frequencies/Phone (AWOS/ Obstructions
ASOS)
• Flight Service Station (FSS): • Approaches: Types • General Information and/or
FSS Name, Phone Numbers Notes: Fees, Airport Notes, local
area information
• Special Operations at Airport: • Restaurants: On the Field and • Transportation: Taxi Services,
Helicopters, etc. Nearby Car Rentals, Type and Availability
(public, shuttle, limo, etc.)
• Attractions: Hotels, Museums, • NAVAIDS: Type, Identifier, • Charts: VFR Sectional
Raceways, Golfing, etc. Frequency, Radial, Distance
• Elevation: Airfield Elev (ft) • Mag Var: Airfield Mag Var • Airport Manager: Phone
(degrees)

Selected Airport Button

Runway Information Button

Designation
Length/Width
Surface
Lighting Available Runways Tab

Figure 5-39 Airport Runways

The Runways Tab brings up the 'Airport Runways' Screen with a Runway Information Button for each
runway at the selected airport. The Runway Information Button contains information about each runway,
and selects the runway, which scales the 'Airport Information' Pane to focus on the selected runway.
The following descriptions and abbreviations are used on the 'Airport Runways' Screen:
Runway surface type: Hard, Turf, Sealed, Gravel, Dirt, Soft, Unknown, or Water
Runway lighting type: No Lights, Part Time, Full Time, Unknown, or PCL (for pilot-controlled lighting)

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Additional Tabs (Chart NOTAMs, Proc, ACARS D-ATIS, and ACARS TWIP) are displayed when
touching the More Button.
See the Hazard Avoidance Section for the description of the information shown on the METAR/TAF, Metro
Weather, ACARS D-ATIS, and ACARS TWIP Tabs. See the Procedures discussion later in this section for
loading procedures from the Proc Tab. Refer to the Additional Features Section for the description of the
information shown on the Charts and the Chart NOTAMs Tabs.
Selecting an airport for review by identifier:
1) From Home, touch Waypoint Info > Airport.
2) Touch the Info Tab, if necessary.
3) Touch the selected airport button to display the keypad.
4) Use the keypad to enter the airport identifier.
5) Touch the Enter Button to accept the identifier and display the airport information on the Touchscreen Controller.
6) Touch the Waypoint Options Button, then the Show on Map Button to display the 'Airport Information'
Pane, if necessary.
Finding and selecting an airport for review by facility name or city name:
1) From Home, touch Waypoint Info > Airport.
2) Touch the Info Tab, if necessary.
3) Touch the selected airport button to display the keypad.
4) Touch the Find Button to display the 'Find Waypoint' Screen.
5) Touch the Search Tab to display the Search By Button.
6) If necessary, touch the Search By Button to choose Search by City or Search by Facility.
7) Touch the Facility Name Button or the City Name Button to display the keypad.
8) Use the keypad to enter the name.
9) Touch the Enter Button to accept the entry and display the search results.
10) Scroll if necessary and touch an airport selection button to display the airport information on the Touchscreen
Controller.
11) Touch the Waypoint Options Button, then the Show on Map Button to display the 'Airport Information'
Pane, if necessary.
Finding and selecting an airport for review by category (Recent, Nearest, Flight Plan, or Favorites):
1) From Home, touch Waypoint Info > Airport.
2) Touch the Info Tab, if necessary.
3) Touch the selected airport button to display the keypad.
4) Touch the Find Button to display the 'Find Waypoint' Screen.
5) Touch the Recent, Nearest, Flight Plan, or Favorites Tab to display a list of airports in the selected category.

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6) Touch an airport selection button to display the airport information on the Touchscreen Controller.
7) Touch the Waypoint Options Button, then the Show on Map Button to display the 'Airport Information'
Pane, if necessary.
Selecting a runway:
1) From Home, touch Waypoint Info > Airport.
2) Touch the Runways Tab to display the runway information buttons.
3) Touch a runway information button to select the runway.
4) Touch the Waypoint Options Button, then the Show on Map Button to view the runway on the navigation
map, if necessary.
NEAREST AIRPORT
The 'Nearest Airport' Pane shows a map of the nearest airport and surrounding area, and the 'Nearest
Airport' Screen on the Touchscreen Controller allows the pilot to view airport information, load frequencies,
review runways, and review instrument procedures that may be involved in the flight plan. For airports
with multiple runways, information for each runway is available. See the Audio and CNS Section for more
information on finding and tuning frequencies.
The 'Nearest Airports' Screen displays a list of up to 25 nearest airports (five entries can be displayed at
one time). If there are more than five, they are displayed in a scrollable list. If there are no airports within
200NM, “No Results Found” is displayed.
A dashed white line is drawn on the 'Nearest Airport' Pane from the aircraft position to the selected nearest
airport.

Navigation Map
Showing Nearest
Airport

Nearest Airport

Figure 5-40 Nearest Airport - MFD Full Display Mode

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Nearest Airport Information

Bearing
Distance
Type of Approach
Length of Runway
Nearest Airport Buttons
(Identifier, Name, Symbol)

Figure 5-41 Nearest Airport

Viewing information for a nearest airport:

1) From Home, touch Nearest > Airport.
2) Touch a nearest airport button to display the 'Waypoint Options' Window. If necessary, touch the Show On
Map Button to highlight the airport on the 'Nearest Airport' Pane.
3) Touch the Airport Info Button to display the 'Airport Information' Screen.
4) Touch a Tab to display the desired information on the Touchscreen Controller.
See the Audio and CNS Section for frequency selection and the Procedures section for approaches.
The minimum runway length and surface type used when determining the 25 nearest airports to display
on the 'Nearest Airports' Screen are set on the 'Avionics Settings' Screen under the System Tab. A minimum
runway length and/or surface type can be entered to prevent airports with small runways or runways that are
not appropriately surfaced from being displayed. Default settings are 3000 feet (or meters) for runway length
and “Hard Only” for runway surface type.
Selecting nearest airport surface matching criteria:
1) From Home, touch Utilities > Setup > Avionics Settings.
2) Touch the System Tab, if necessary.
3) Scroll the list to display the Nearest Airport Runway Surface Button.
4) Touch the Nearest Airport Runway Surface Button to display the surface choices.
5) Touch a surface selection button to set the surface criteria.

Selecting nearest airport minimum runway length matching criteria:

1) From Home, touch Utilities > Setup > Avionics Settings.
2) Touch the System Tab, if necessary.
3) Scroll the list to display the Nearest Airport Min Rwy Length Button.
4) Touch the Nearest Airport Min Rwy Length Button to display the keypad.
5) Use the keypad to enter the minimum length.
6) Touch the Enter Button to accept the length criteria.

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NON-AIRPORT WAYPOINTS
WAYPOINT INFORMATION
Non-Airport Waypoints are considered to be Intersections, VORs, NDBs, VRPs, and User Waypoints. For
each of these waypoints, their respective Information Pane shows a map of the currently selected waypoint
and surrounding area and the Touchscreen Controller shows waypoint information.
The 'VOR Information' Screen can be used to view information about VOR and ILS signals (ILS signals can
be received on a NAV receiver), or to quickly tune a VOR or ILS frequency. If a VOR station is combined with
a TACAN station, it is listed as a VOR-TACAN on the 'VOR Information' Screen. If a VOR station includes
only DME, it is displayed as VOR-DME.

Waypoint Options Button

Selected Intersection Button Direct-To, Insert in Flight Plan,
(Identifier, Symbol) Show On Map
Region

Intersection Latitude/Longitude,
Bearing & Distance

Nearest VOR Identifier

Nearest VOR Radial Nearest VOR Distance

Figure 5-42 'Intersection Information' Screen

Selected NAVAID Button

(Identifier, Name, Symbol)

City, Region

Lat/Lon, Bearing Distance, Class,

Type, Mag Var

Nearest Airport
-Identifier, Symbol, and Bearing/Distance
Frequency Button
-Tune, Active/Standby, Add to Favorites

Figure 5-43 VOR and NDB Information Screens

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Selected VRP Button

(Identifier, Name, Symbol)
Selected User Waypoint Button
(Name, Comment, Symbol)

User Waypoint Definition

Location Type: LAT/LON
RAD/DIS, or RAD/RAD

Waypoint Options Button

Direct To, Insert in Flight Plan, Edit,
Delete, Delete All, Show On Map

Figure 5-44 VRP and User Waypoint Information

Navigation Map
Example: Selected Selected Waypoint:
Intersection -Intersection
-NDB,
-VOR,
-VRP, or
-User Waypoint

Figure 5-45 Intersection Information

Selecting an Intersection, VOR, NDB, or VRP:
1) From Home, touch Waypoint Info
2) Select the INT, VOR, NDB, or VRP Button.
3) Touch the selected waypoint button to display the keypad.
4) Use the keypad to enter the waypoint identifier or name.
5) Touch the Enter Button to accept the identifier and display the waypoint's information on the Touchscreen
Controller.
6) To display the '<waypoint> Information' Pane, touch the Waypoint Options Button then the Show on Map
Button on the Touchscreen controller.

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Selecting a User Waypoint:

1) From Home, touch Waypoint Info > User Waypoint
2) Choose the desired User Waypoint:
a) Touch the user waypoint button to display the keypad.
b) Use the keypad to enter the waypoint identifier or name.
c) Touch the Enter Button to accept the identifier and display the waypoint's information on the Touchscreen
Controller.
Or:
a) Touch the WPT List Tab
b) Touch the desired user waypoint button.

3) To display the 'User WPT Information' Pane, touch the Waypoint Options Button, then the Show on Map
Button on the Touchscreen Controller.

Finding and selecting an Intersection, VOR, NDB, VRP, or User Waypoint by category (Recent, Nearest,
Flight Plan, or Favorites):
1) From Home, touch Waypoint Info.
2) Touch the desired non-airport waypoint button.
3) Touch the selected waypoint button to display the keypad.
4) Touch the Find Button to display the 'Find Waypoint' Screen.
5) Touch the Recent, Nearest, Flight Plan, or Favorites Tab to display a list of waypoints in the selected
category.
6) Touch a Waypoint Selection Button to display that waypoint's information on the Touchscreen Controller.
7) Touch the Waypoint Options Button, then the Show on Map Button on the Touchscreen Controller to
display the '<waypoint> Information' Pane, if needed.

NOTE: The VOR displayed on the 'Intersection Information' Screen is the nearest VOR, not necessarily the
VOR used to define the intersection.

Finding and selecting a VOR, NDB, or VRP for review by facility name or city name:
1) From Home, touch Waypoint Info.
2) Touch the desired non-airport waypoint button.
3) Touch the desired waypoint button to display the keypad.
4) Touch the Find Button to display the 'Find Waypoint' Screen.
5) Touch the Search Tab to display the Search By Button.
6) If needed, touch the Search By Button to choose 'Search by City' or 'Search by Facility'.
7) Touch the Facility Name Button or the City Name Button to display the keypad.

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8) Use the keypad to enter the name.

9) Touch the Enter Button to accept the entry and display the search results.
10) Touch a Waypoint Selection Button to display the waypoint information on the Touchscreen Controller.
11) Touch the Waypoint Options Button, then the Show on Map Button on the Touchscreen Controller to
display the '<Waypoint> Information' Pane, if needed.
NEAREST NON-AIRPORT WAYPOINTS
The 'Nearest (Intersection/VOR/NDB/VRP/User)' Pane shows a map of the nearest waypoint selected and
surrounding area, and the Touchscreen Controller shows the selected waypoint information, plus an ability
to initiate a direct-to or insert the waypoint into the flight plan.
The 'Nearest (Intersection/VOR/NDB/VRP/User)' Screen shows a list of up to 25 waypoints (five entries
can be displayed at one time). If there are more than five, they are displayed in a scrollable list. If there
are no waypoints (of the selected type) within 200NM “No Results Found” is displayed. When shown on a
map, a dashed white line is drawn from the aircraft position to the selected nearest waypoint on the 'Nearest
(Intersection/VOR/NDB/VRP/User)' Pane.

NOTE: Each list only includes waypoints of the selected type that are within 200 nm.

Navigation Map
Example: Nearest VOR
Nearest non-Airport
Waypoint:
-Intersection
-NDB
-VOR
-VRP, or
-User Waypoint

Figure 5-46 Nearest VOR

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NDB or VOR Frequency Button

- Tune Active/Standby Frequency
Nearest NDB or VOR Buttons - Add to Favorites
(Identifier, Name, Symbol)

Figure 5-47 Nearest VOR/NDB Screen Layouts (Example: NDB)

Nearest Bearing/Distance Information

Nearest Intersection Buttons
(Identifier, Symbol)
or
Nearest VRP Buttons
(Identifier, Name, Symbol)
or
Nearest User Waypoint Buttons
(Name, Comment, Symbol)

Figure 5-48 Nearest Intersection/VRP/User Layouts (Example: Intersection)

Viewing information for nearest Intersection, VOR, NDB, VRP, or User Waypoint:
1) From Home, touch Nearest.
2) Touch the desired non-airport waypoint button.
3) Touch a nearest waypoint button to display the 'Waypoint Options' Window.
4) Touch the Show on Map Button to display the 'Nearest (Intersection/NDB/VOR/VRP/User)' Pane, if needed.
5) Touch the Intersection, VOR, NDB, VRP, or User Waypoint Info Button to display the selected waypoint's
information screen.
CREATING USER WAYPOINTS
The system can create and store up to 1,000 user-defined waypoints. User waypoints can be created from
any map display (except Trip Planning Map or Procedure Map) by selecting a position on the map using the
knobs on the Touchscreen Controller or the Touchpad, or from the 'Create User Waypoint' Screen. Once
a waypoint has been created, it can be renamed, deleted, or moved. Temporary user waypoints are erased
upon system shut down.
User waypoints can be one of the four types as shown on the Type Button in the figure below: Present
Position, Radial/Distance, Radial/Radial, or Latitude/Longitude.

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User Waypoint Name

Temporary Button
- Annunciator bar is green when
'Temporary' setting is enabled
Type Button
- RAD/DIS
- RAD/RAD
- LAT/LON
- P.POS

Waypoint data/input buttons

- Touch button to edit

Radial and Distance Radial to Radial

LAT/LON Type

Waypoint data/Input button

- Touch button to edit

P. POS Type
LAT/LON based on P. POS -
may not be edited

Comment Button
- Touch to edit

Latitude/Longitude Present Position

Figure 5-49 'Create User Waypoint' Screen - Type Options

Creating user waypoints from the 'Create User Waypoint' Screen:

1) From Home, touch Waypoint Info > Create Waypoint. The current aircraft position is the default location
of the new waypoint.
2) Touch the user waypoint name button to display the keypad.
3) Use the keypad and the Enter Button to create a user waypoint name (up to six characters).
4) If desired, define the type and location of the waypoint in one of the following ways:
a) Touch the Type Button to display the 'Select User Waypoint Type' Window.
b) Touch the RAD/DIS Button to select the bearing/distance from a waypoint type.
c) Touch the REF Button to display the keypad.
d) Use the keypad to enter the identifier and touch the Enter Button, or the Find function, to select the
waypoint.
e) Touch the RAD Button to display the keypad.
f) Use the keypad and the Enter Button to select the radial.

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g) Touch the DIS Button to display the keypad.

h) Use the keypad and the Enter Button to select the distance.
Or:
a) Touch the Type Button to display the 'Select User Waypoint Type' Window.
b) Touch the RAD/RAD Button to select the bearings from two waypoints type.
c) Touch the REF1 Button to display the keypad.
d) Use the keypad and the Enter Button, or the Find function, to select the waypoint.
e) Touch the RAD1 Button to display the keypad.
f) Use the keypad and the Enter Button to select the radial.
g) Repeat steps c – f for the second reference waypoint and radial.
Or:
a) Touch the Type Button to display the 'Select User Waypoint Type' Window.
b) Touch the LAT/LON Button to select the latitude/longitude type.
c) Touch the LAT/LON Button to display the keypad.
d) Use the keypad and the Enter Button to select the latitude and longitude.
Or:
a) Touch the Type Button to display the 'Select User Waypoint Type' Window.
b) Touch the P. POS Button to retain the aircraft present position as defined by latitude/longitude values.
5) If desired, change the waypoint comment.
a) Touch the Comment Button to display the keypad.
b) Use the keypad and the Enter Button to select the comment.
6) If desired, touch the Temporary Button to change the waypoint storage method. When the annunciator on
the button is green, the waypoint is only stored until the next power cycle. When the annunciator is gray, the
waypoint is stored until manually erased.
7) Touch the Create Button to accept the new user waypoint. If RAD/RAD was used to define the waypoint, and
the radials do not intersect, a message ‘The radials entered do not intersect’ will be displayed. Touch the OK
Button to return to the 'Create User Waypoint' Screen.
Creating user waypoints from a map:
1) Push the Joystick to activate the panning function and display the 'Map Pointer Control' Screen on the
Touchscreen Controller.
2) Use the Joystick or the Touchpad to pan to the map location of the desired user waypoint.
3) Touch the Create WPT Button. The 'Create User Waypoint' Screen is displayed with the captured position.
4) Touch the user waypoint name button to display the keypad.
5) Use the keypad and the Enter Button to select a user waypoint name (up to six characters).

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6) If desired, change the waypoint comment. The comment defaults to the abbreviated latitude/longitude of the
user waypoint.
a) Touch the Comment Button to display the keypad.
b) Use the keypad and the Enter Button to select the comment.
7) Touch the Create Button to create the new waypoint.
8) Push the Joystick to deactivate the panning function and return to the previous screen on the Touchscreen
Controller.
EDITING USER WAYPOINTS
Editing a user waypoint comment or name:
1) From Home, touch Waypoint Info > User Waypoint.
2) If necessary, touch the WPT List Tab to display the list of user waypoints, and touch the desired user Waypoint
Selection Button.
3) Touch the Waypoint Options Button to display the 'Waypoint Options' Window.
4) Touch the Edit Button to display the 'Edit User Waypoint' Screen.
5) Touch the Comment Button to display the keypad.
6) Use the keypad and the Enter Button to select a user waypoint comment (up to 25 characters).
7) Touch the Save Button to accept the new comment.
8) Touch the OK Button in response to the question “Are you sure you want to modify this waypoint?”.

Editing a user waypoint type and location:

1) From Home, touch Waypoint Info > User Waypoint.
2) If necessary, touch the WPT List Tab to display the list of user waypoints, and touch the desired user Waypoint
Selection Button.
3) Touch the Waypoint Options Button to display the 'Waypoint Options' Window.
4) Touch the Edit Button to display the 'Edit User Waypoint' Screen.
5) Touch the Type Button to display the 'Select User Waypoint Type' Window.
6) Touch the P. POS Button, RAD/DIS Button, the RAD/RAD Button, or the LAT/LON Button to select the
waypoint type.
7) Touch the REF Button, the RAD Button, the DIS Button, or the LAT/LON Button, as required, to bring up the
keypad.
8) Use the keypad and the Enter Button to select the user waypoint location.
9) Touch the Save Button to accept the new type and location.
10) Touch the OK Button in response to the question “Are you sure you want to modify this waypoint?”.

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DELETING USER WAYPOINTS

Deleting a single user waypoint:
1) From Home, touch Waypoint Info > User Waypoint.
2) If necessary, touch the WPT List Tab to display the list of user waypoints, and touch the desired user Waypoint
Selection Button.
3) Touch the Waypoint Options Button to display the 'Waypoint Options' Window.
4) Touch the Delete Button.
5) Touch the OK Button in response to the question “Would you like to delete the user waypoint XXXXXX?”.

Deleting all user waypoints:

1) From Home, touch Waypoint Info > User Waypoint.
2) If necessary, touch the WPT List Tab to display the list of user waypoints, and touch the desired user Waypoint
Selection Button.
3) Touch the Waypoint Options Button to display the 'Waypoint Options' Window.
4) Touch the Delete All Button.
5) Touch the OK Button in response to the question “Would you like to delete all user waypoints?”.

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5.4 AIRSPACES
The system can display the following types of airspaces: Class B/TMA/Awy, Class C/CTA, Class D, Restricted/
Prohibited, MOA (Military), Air Defense Interdiction Zone (ADIZ), and other airspace provided by the navigation
database. Some examples of typical airspaces are depicted below. See Table 5-2 for the maximum ranges for each
type of airspace and the symbol used to define the airspace area. Temporary Flight Restrictions (TFRs) are discussed
in the Hazard Avoidance Section.

MOA (Military)

Restricted Area Class B Airspace

Airspace Altitude Label

Class D Airspace

Class C Airspace
Alert Area

ADIZ

Warning Area

Figure 5-50 Airspaces

Displaying and removing airspace altitude labels:

1) From Home, touch Map > Map Selection > Map Settings.
2) Touch the Aviation Tab.
3) Touch the Airspaces Settings Button to display the 'Airspace Settings' Screen.
4) Touch the Airspace Altitude Labels Button to display/remove the labels from the navigation map.

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NEAREST AIRSPACE
SETTING AIRSPACE ALERTS
The Alerts Tab on the 'Avionics Settings' Screen allows the pilot to turn the controlled/special-use airspace
alerts on or off. This does not affect the airspaces listed on the 'Nearest Airspace' Screen or the airspace
boundaries depicted on the 'Navigation Map' Pane. It simply turns on/off the alert provided when the aircraft
is approaching or near an airspace. Alerts for the following airspaces can be enabled/disabled.

Airspace Alert Alt Buffer Button

Class B or TMA and Airways

surrounding TMA
Class C or CTA

Class A and Class D airspaces

Restricted and Prohibited

Military Operating Areas

Other: Training, Special Rules, Alert,

Caution, Danger, ADIZ, Parachute Area,
Warning, and Unknown Areas
Figure 5-51 Alerts Tab - Airspace/Arrival Alerts

An altitude buffer is also provided which “expands” the vertical range above or below an airspace. For
example, if the buffer is set at 500 feet, and the aircraft is more than 500 feet above/below an airspace, an
alert message is not generated, but if the aircraft is less than 500 feet above/below an airspace and projected
to enter it, the pilot is notified with an alert message. The default setting for the altitude buffer is 200 feet.
Setting the altitude buffer distance:
1) From Home, touch Utilities > Setup > Avionics Settings.
2) Touch the Alerts Tab.
3) Touch the Airspace Alert Alt Buffer altitude Button (displays current selection in cyan).
4) Enter the desired altitude buffer using the numeric keypad or the large and small right knobs, then touch the
Enter Button or push the right knob.

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Enabling/disabling an airspace alert:

1) From Home, touch Utilities > Setup > Avionics Settings.
2) Touch the Alerts Tab.
3) Scroll as needed and touch any of the of the following buttons to enable/disable the corresponding alert: CL
B/TMA/AWY, CL C/CTA, CL A/D, Restricted, MOA (Military), Other. The button annunciator bar is green
when alert is enabled, gray when disabled.
VIEWING NEAREST AIRSPACE INFORMATION
The 'Nearest Airspace' Screen and the 'Nearest Airspace' Pane can be used to quickly find airspaces close to
the flight path. The 'Nearest Airspace' Pane shows a map of airspace boundaries and surrounding area. The
'Nearest Airspace' Screen displays airspace information. In addition, a selected frequency associated with the
airspace can be loaded from the 'Nearest Airspace' Screen.

Airspace 3

Airspace 2 Nearest Airspace

information displayed
when Show on Map is
Airspace 1 selected

Figure 5-52 Nearest Airspace - MFD Full Display Mode

Airspace Info Controlling

Button Agency

Airspace Vertical Limits

Name - Ceiling
Type - Floor
Frequencies
Airspace - Type
Status - Avail/Info (TX/RX)
* Proximity
** Time till Frequency
Intercept Tuning Button

Figure 5-53 Nearest Airspace

*Proximity: Ahead, Inside, Ahead < 2nm, Within 2 nm

**Time till Intercept: Only if Ahead or Ahead < 2 nm

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Viewing information for the Nearest Airspace:

1) From Home, touch Nearest > Airspace.
2) Touch a Nearest Airspace Button to display the 'Airspace Options' Window. If no airspace is projected, the
'Nearest Airspace' Screen will read "No Results Found".
3) Touch the Show on Map Button to display the selected airspace, if needed.
4) Touch the Details Button to display the selected 'Nearest Airspace' Window for more information and
frequencies.
When an airspace alert occurs, the MSG Button on the Touchscreen Controller begins flashing. Touch the
flashing button to view the list of alerts. The following airspace alerts are displayed in the message window:

Message Comments
INSIDE ARSPC – Inside airspace. The aircraft is inside the airspace.
ARSPC AHEAD – Airspace Special use airspace is ahead of aircraft. The aircraft current groundtrack penetrates the
ahead – less than 10 minutes. airspace within 10 minutes.
ARSPC NEAR – Airspace near
Special use airspace is near and ahead of the aircraft current groundtrack.
and ahead.
ARSPC NEAR – Airspace near –
Special use airspace is within 2 nm of the aircraft curent groundtrack.
less than 2 nm.
Table 5-5 Airspace Alert Messages

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SMART AIRSPACE
The Smart Airspace function de-emphasizes airspaces above or below the current aircraft altitude. The function
does not require the aircraft present position or flight path to enter the lateral boundaries of the airspace. If the
current aircraft altitude is within 1500 feet of the vertical boundaries of the airspace, the airspace boundary is
shown normally. If the current aircraft altitude is not within 1500 feet of the vertical boundaries of the airspace,
the airspace boundary is shown subdued.

Smart Airspace Off Smart Airspace On

Figure 5-54 Smart Airspace

Enabling/disabling the Smart Airspace function:

1) From Home, touch Map > Map Selection > Map Settings.
2) Touch the Aviation Tab, if needed.
3) Scroll the list to find the Airspaces Button.
4) Touch the Airspaces Settings Button to display the 'Airspace Settings' Window.
5) Touch the Smart Airspace Button to enable/disable the Smart Airspace function. The annunciator bar is green
when Smart Airspace is enabled, gray when disabled.

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5.5 DIRECT-TO NAVIGATION

The Direct-to method of navigation, initiated by touching the ¯ Button on the Touchscreen Controller or PFD
Controller, is quicker to use than a flight plan when needing to navigate to a single point such as a nearby airport.
Once a direct-to is activated, the system establishes a course from the present position to the selected direct-to
destination, with initial turn as needed. Course guidance is provided until the direct-to is cancelled, replaced with
a new direct-to, or a new flight plan leg or sequence is activated.
A vertical navigation (VNAV) direct-to creates a descent path (and provides guidance to stay on the path) from
the current altitude to a selected altitude at the direct-to waypoint. Vertical navigation direct-to is not available for
a climb.
The 'Direct To' Window on the PFD and the 'Direct To' Screen on the Touchscreen Controller allow selection and
activation of direct-to navigation, and display selected direct-to waypoint data on the PFD and the Touchscreen
Controller. Any waypoint can be entered as a direct-to destination.
Waypoint Selection Button
- Identifier/Symbol/City
Waypoint Tab
Direct-to Point Info
- City/Region
Flight Plan Tab - Bearing/Distance

Nearest Tab VNAV Offset Button

VNAV Altitude Button
Recent Tab Hold Button
Course Button Activate ¯ Button
Cancel ¯ Button Activate and Insert in Flight Plan
Button

Select Waypoint Button

- No flight plan waypoints available

Figure 5-55 'Direct To' Screen

Selecting a waypoint as the direct-to destination by identifier, facility, or city name:
1) From Home, touch ¯.
2) Touch the Waypoint Selection Button to display the keypad (available waypoints in flight plan).
Or:
Touch the Select Waypoint Button to display the keypad.
3) Select a waypoint as a direct-to destination.
Input the waypoint identifier using the keypad and touch the Enter Button to accept the identifier, and return
to the 'Direct To' Screen.
Or:
a) Touch the Find Button to display the 'Find Waypoint' Screen.
b) Touch the Search Tab to display the Search By Button.
c) If needed, touch the Search By Button to choose Search by City or Search by Facility.
d) Touch the Facility Name Button or the City Name Button to display the keypad.

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e) Use the keypad to select the name.

f) Touch the Enter Button to accept the entry and display the search results.
g) Touch a Waypoint Selection Button to choose the waypoint as the direct-to destination, and return to the
'Direct To' Screen.
4) Touch the Activate ¯ Button to activate the direct-to.
Or:
a) Touch the Activate and Insert in Flight Plan Button (only available if the selected waypoint is not in
the flight plan) to display the 'Insert and Activate ¯ <waypoint> Before?' Window.
b) Touch the Waypoint Selection Button to select the flight plan location to insert the direct to waypoint, and
to activate the direct-to.
Selecting a waypoint as the direct-to destination by identifier using the PFD Controller:
1) On the PFD Controller, press the ¯ Key to display the 'Direct To' Window.
2) Turn the large PFD Knob to move the cursor to the identifier field, if necessary.
3) Turn the small PFD Knob one click to activate the editing cursor (flashing).
4) Turn the large and small PFD knobs to select the identifier (large knob moves the cursor; small knob selects the
character).
5) Press the ENT Key or the small PFD Knob to accept the selection and move the cursor to the Activate? Field.
6) Press the ENT Key or the small PFD Knob to activate the direct-to.

Selecting a waypoint as the direct-to destination by facility name or city name using the PFD
Controller:
1) On the PFD Controller, press the ¯ Key to display the 'Direct To' Window.
2) Turn the large PFD Knob to move the cursor to the facility name or city name field.
3) Turn the small PFD Knob one click to activate the editing cursor (flashing).
4) Turn the large and small PFD knobs to enter the name (large knob moves the cursor; small knob selects the
character). As the small PFD Knob is turned, the system displays a waypoint matching the characters entered.
5) Press the ENT Key or the small PFD Knob to accept the selection and move the cursor to the Activate? Field.
6) Press the ENT Key or the small PFD Knob to activate the direct-to.

Selecting a waypoint as the direct-to destination by category (Nearest or Recent):

1) From Home, touch ¯.
2) Touch the Nearest Tab or the Recent Tab, as necessary.
3) Touch a Waypoint Selection Button to choose the waypoint as the direct-to destination, and return to the 'Direct
To' Screen.
4) Touch the Activate ¯ Button to activate the direct-to.
Or:

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a) Touch the Activate and Insert in Flight Plan Button (only available if the selected waypoint is not in
the flight plan) to display the 'Insert and Activate ¯ <waypoint> Before?' Window.
b) Touch the Waypoint Selection Button to select the flight plan location to insert the direct to waypoint, and
to activate the direct-to.
Selecting an FPL, Recent, or User waypoint or NRST airport as a direct-to destination using the PFD
Controller:
1) On the PFD Controller, press the ¯ Key. The 'Direct To' Window is displayed (with the active flight plan
destination as the default selection or a blank destination if no flight plan is active).
2) Turn the small PFD Knob counter-clockwise one click to display a list of flight plan waypoints (the FPL list is
populated only when navigating a flight plan).
3) If necessary, turn the small PFD Knob clockwise to display the 'Nearest', 'Recent', or 'User' list.
4) Turn the large PFD Knob clockwise to select the desired item.
5) Press the ENT Key or the small PFD Knob. The cursor is now displayed on ‘Activate?’.
6) Press the ENT Key or the small PFD Knob again to activate the direct-to.

Selecting the active flight plan waypoint as the direct-to destination:

1) From Home, touch Flight Plan.
2) Touch a Waypoint Selection Button to display the 'Waypoint Options' Window.
3) Touch the ¯ Button to choose the waypoint as the direct-to destination and display the 'Direct To' Screen.
4) Touch the Activate ¯ Button to activate the direct-to.
Or:
1) From Home, touch ¯.
2) Touch the Flight Plan Tab.
3) Touch a Waypoint Selection Button to choose the waypoint as the direct-to destination, and return to the
Waypoint Tab of the 'Direct To' Screen.
4) Touch the Activate ¯ Button to activate the direct-to.
Or:
1) From Home, touch the ¯ Button to display the 'Direct To' Screen with the active flight plan waypoint selected
as the direct-to destination.
2) Touch the Activate ¯ Button to activate the direct-to.
Or:
1) From Home, touch Flight Plan.
2) Touch the ¯ Button to display the 'Direct To' Screen with the active flight plan waypoint selected the direct-
to destination.
3) Touch the Activate ¯ Button to activate the direct-to.

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Selecting the active flight plan waypoint as the direct-to destination using the PFD Controller:
1) On the PFD Controller, press the ¯ Key to display the 'Direct To' Window.
2) Press the ENT Key or the small PFD Knob to accept the selection and move the cursor to the Activate? Field.
3) Press the ENT Key or the small PFD Knob to activate the direct-to.

The direct-to function can be accessed from any waypoint information screen (Airport Information, Intersection
Information, VOR Information, NDB Information, VRP Information or User Waypoint Information), and from
some of the nearest waypoint screens (Nearest Airport, Nearest Intersection, Nearest VOR, Nearest NDB, Nearest
User, or Nearest Weather). If the direct-to is initiated from the 'Active Flight Plan' Screen when no waypoint
has been selected, the default waypoint is either the active flight plan waypoint (if a flight plan is active) or no
waypoint (Select Waypoint Button is active). Direct-to requests on waypoint information screens or nearest
waypoint screens default to the displayed waypoint.
Selecting any waypoint as a direct-to destination:
1) Select the screen containing the desired waypoint type and select the desired waypoint.
2) Touch the Waypoint Options Button.
3) Touch the ¯ Button to choose the waypoint as the direct-to destination, and display the 'Direct To' Screen.
4) Touch the Activate ¯ Button to activate the direct-to.
Or:
a) Touch the Activate and Insert in Flight Plan Button (only available if the selected waypoint is not in
the flight plan) to display the 'Insert and Activate ¯ <waypoint> Before?' Window.
b) Touch the Waypoint Selection Button to select the flight plan location to insert the direct to waypoint, and
to activate the direct-to.
Selecting a nearby airport as a direct-to destination:
1) From Home, touch Nearest > Airport.
2) Touch a nearest airport button to display the 'Waypoint Options' Window. If desired, highlight the airport on
the navigation map by touching the Show On Map Button.
3) Touch the ¯ Button to choose the waypoint as the direct-to destination, and display the 'Direct To' Screen.
4) Touch the Activate ¯ Button to activate the direct-to.
Or:
a) Touch the Activate and Insert in Flight Plan Button (only available if the selected waypoint is not in
the flight plan) to display the 'Insert and Activate ¯ <waypoint> Before?' Window.
b) Touch the Waypoint Selection Button to select the flight plan location to insert the direct to waypoint, and
to activate the direct-to.

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Direct-to destinations may also be selected by using the map pointer on the navigation map.
Selecting a waypoint as a direct-to destination using the pointer:
1) From the navigation map display, push the Joystick to display the pointer.
2) Use the Joystick or the Touchpad to place the pointer at the desired destination location.
3) If the pointer is placed on an existing airport, NAVAID, or user waypoint, the waypoint ID is highlighted, and the
¯ Button is activated.
4) Touch the ¯ Button to display the 'Direct To' Screen with the selected point entered as the direct-to
destination.
5) Touch the Activate ¯ Button to activate the direct-to.
Or:
a) Touch the Activate and Insert in Flight Plan Button (only available if the selected waypoint is not in
the flight plan) to display the 'Insert and Activate ¯ <waypoint> Before?' Window.
b) Touch the Waypoint Selection Button to select the flight plan location to insert the direct to waypoint, and
to activate the direct-to.
Cancelling a Direct To:
1) From Home, touch ¯.
2) Touch the Cancel ¯ Button.
3) Touch the OK Button in response to the question "Cancel ¯ XXXXXX".
Or:
1) On the PFD Controller, press the ¯ Key to display the 'Direct To' Window.
2) Turn the large PFD Knob to move the cursor to the Cancel ¯ Field.
3) Press the ENT Key or the small PFD Knob to cancel the direct-to.
When navigating a direct-to, the system sets a direct great circle course to the selected destination. The course
to a destination can also be manually selected.
Selecting a manual direct-to course:
1) From Home, touch ¯.
2) Touch the Course Button to display the keypad.
3) Use the keypad to select the course.
4) Touch the Enter Button to accept the course, and return to the 'Direct To' Screen.
5) Touch the Activate ¯ Button to activate the direct-to using the manually selected course.
Or:

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1) On the PFD Controller, press the ¯ Key to display the 'Direct To' Window.
2) Turn the large PFD Knob to move the cursor to the CRS Field.
3) Turn the small PFD Knob one click to activate the editing cursor (flashing).
4) Turn the large and small PFD knobs to select the course (large knob moves the cursor; small knob selects the
character)
5) Press the ENT Key or the small PFD Knob to accept the selection and move the cursor to the Activate? Field.
6) Press the ENT Key or the small PFD Knob to activate the direct-to using the manually selected course.

Course
Selection

Figure 5-56 Direct To - Selecting a Manual Course

Reselecting the direct course from the current position:

1) From Home, touch ¯.
2) Touch the Activate ¯ Button to activate the direct-to using the direct course.
Or:
1) On the PFD Controller, press the ¯ Key to display the 'Direct To' Window.
2) Press the ENT Key or the small PFD Knob to accept the selection and move the cursor to the Activate? Field.
3) Press the ENT Key or the small PFD Knob to activate the direct-to using the direct course.
A direct-to with an altitude constraint ('VNAV Altitude') creates a vertical path (and provides guidance to stay
on the path) from the aircraft’s current altitude to the altitude of the direct-to waypoint. The altitude is reached
at the waypoint, or at the specified distance along the flight path if an offset distance ('VNAV Offset') has been
entered. Direct-to vertical navigation is discussed in the Vertical Navigation portion of Flight Management. Offset
distances (along track offsets) are discussed in the Flight Planning portion of Flight Management.

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5.6 FLIGHT PLANNING

INTRODUCTION
Flight planning consists of building a flight plan by entering waypoints one at a time, adding waypoints along
airways, and inserting departures, airways, arrivals, or approaches as needed. The system allows flight planning
information to be entered using the Touchscreen Controller. The flight plan is displayed on maps using different
line widths, colors, and types, based on the type of leg and the segment (departure, enroute, arrival, approach, or
missed approach) of the flight plan currently being flown.
The system displays a calculated turn anticipation arc, and provides guidance to follow the arc. When the aircraft
reaches the beginning of the arc, the guidance will prompt a turn, and the course pointer and desired track will
indicate the course for the next flight plan leg. The CDI will indicate the cross track error relative to the arc for the
duration of the turn. The flight plan leg will sequence to the next leg at the apex of the arc, indicated by the To/
From Indicator momentarily switching to From, and the displayed FMS information updating to the new active leg.

Flight Plan Leg Type Symbol

Active Course Leg*

Active Heading Leg*

Active Roll Steering Path*†

Course Leg in the current flight segment

Course Leg not in the current flight segment

Heading Leg

Roll Steering Path †

Future Roll Steering Path ‡

Turn Anticipation Arc

* The active leg or path is the one currently being flown, and is shown in magenta.
† A Roll Steering Path is displayed for: transitions between two disconnected legs (i.e. holding), some procedure
turn segments, parallel track segments, or transitions after some fly-over waypoints (discussed later in this section).
‡ A Roll Steering Path that is beyond the next leg will appear as a Future Roll Steering Path. When a Future Roll
Steering Path becomes the next leg, it appears as a Roll Steering Path.
Table 5-6 Flight Plan Leg Symbols

After power is applied, the previously active flight plan is retained and automatically repopulated if the
aircraft position is at the origin airport and the aircraft is on the ground. If, however, the aircraft is not at the
origin, on the ground, or if more than 12 hours have passed since the last active flight plan modification, the
previously active flight plan is not retained. One flight plan can be activated at a time and becomes the active
flight plan. The active flight plan is overwritten when another flight plan is activated.

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Up to 99 flight plans with up to 100 waypoints each can be created and stored in memory. One flight plan
can be activated at a time and becomes the active flight plan. A standby flight plan can be created by copying
the active flight plan or by manual entry. The standby flight plan can be activated. When storing flight plans
with an approach, departure, or arrival, the system uses the waypoint information from the current database
to define the waypoints. If the database is changed or updated, the system automatically updates the stored
procedure information as long as the stored procedure has not been modified by the flight crew. If an approach,
departure, or arrival procedure is no longer available, the procedure is deleted from the affected stored flight
plan(s), and an alert is displayed (see Miscellaneous Messages in Appendix A) advising that one or more stored
flight plans need to be edited.
When the database is updated, stored flight plan airways may need to be reloaded also. Each airway segment
is reloaded from the database given the entry waypoint, the airway identifier and the exit waypoint. This
reloads the sequence of waypoints between the entry and exit waypoints (the sequence may change when
the database is updated). The update of a flight plan airway can fail during this process. If that happens, the
airway waypoints are changed to regular (non-airway) flight plan waypoints, and an alert is displayed (see
Miscellaneous Messages in Appendix A).
The following could cause the airway update to fail:
-- Airway identifier, entry waypoint or exit waypoint not found in the new database.
-- Airway entry/exit waypoint is not an acceptable waypoint for the airway – either the waypoint is no longer on
the airway, or there is a new directional restriction that prevents it being used.
-- Loading the new airway sequence would exceed the capacity of the flight plan.
There are four places to create, modify, or view a flight plan:
-- 'Active Flight Plan' Inset on the 'Navigation Map' Pane (view the active flight plan)
-- 'Active Flight Plan' Screen on the Touchscreen Controller (create/modify the active flight plan)
-- 'Standby Flight Plan' Screen on the Touchscreen Controller (create/modify the standby flight plan)
-- 'Flight Plan Catalog' Screen on the Touchscreen Controller (create/modify a stored flight plan)
Flight Plan Name
Direct To (¯) Button

PROC Button Waypoint Options Button

Standby Flight Plan Button

Flight Path Angle/Speed Button
PERF VNAV Button
VNAV Altitude Button
Active Flight Plan Leg
Flight Plan Options Button

Figure 5-57 'Active Flight Plan' Screen

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Activate Standby Button

Active Flight Plan Button

Figure 5-58 'Standby Flight Plan' Screen

Number of Flight Plans Stored Number of Available Storage Spots

Stored Flight Plan Options Button

Departure Airport Identifier/Symbol Cumulative Flight Plan Distance

Destination Airport Identifier/Symbol

Create New Catalog Flight Plan

Button

Figure 5-59 'Flight Plan Catalog' Screen

Active Flight Plan Leg

Current VNAV Profile

Active Flight Plan Info - Active VNAV WPT ID/Alt
- Time to TOD, BOD, TOC,
Active Flight Plan Leg or BOC
- Flight Path Angle
- Vertical Speed Target
- Vertical Speed Required
- Vertical Deviation
Figure 5-60 Active Flight Plan - Inset displayed on Navigation Map

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Waypoint Selection Button

Prev Button

Next Button

Figure 5-61 'Waypoint Options' Window - Previous/Next Waypoint Buttons

NOTE: The system supports AFCS lateral guidance for all leg types (using NAV or FMS APPR mode). The
system does not support course deviation for any heading leg types (VA, VD, VI, VM, or VR).
Auto-designation will determine the most likely airport of origin and auto-populate the active flight plan.
Once determined, the airfield identifier automatically appears in the 'Origin' Field and the line immediately
below ‘Origin’ while keeping the runway (‘RW’) field empty. The line below the origin line serves as the first
point in the flight plan.
Auto-designation occurs between 15 and 60 seconds after power is applied to the display under the following
conditions:
-- Aircraft position is known
-- Aircraft is on the ground
-- Nearest airport is within 200NM
-- Flight plan is empty
If the pilot manually enters the origin, or any other leg of the flight plan before auto-designation occurs, the
system will not attempt to auto-designate. The automatic insertion logic only runs once, so the pilot can edit
the origin if the nearest airport is not the desired origin.
If the pilot enters a different airport into the first point of the flight plan, the origin will change to this entry,
and the pilot will be prompted to enter the departure runway.
Both the origin airport/runway and the first point of the flight plan will be the same unless a departure is
entered and a manual leg is inserted at the beginning of the loaded departure. Loading a departure locks in the
origin information.
An active, standby or stored flight plan can be previewed on the navigation map by selecting the 'Show on
Map' option. When a waypoint in a flight plan is selected, the 'Waypoint Options' Window is displayed, and
the scroll up/down buttons are replaced by the previous/next waypoint buttons. This allows easier previewing
of the flight plan on the navigation map.
Displaying/removing the flight plan preview on the navigation map:
1) For the active flight plan: From Home, touch Flight Plan > Flight Plan Options.
Or:
For the standby flight plan: From Home, touch Flight Plan > Standby Flight Plan > Flight Plan Options.

2) Touch the Show on Map Button. A preview of the flight plan is shown on the 'Navigation Map' Pane.

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3) To view a flight plan segment:

a) Touch the Back Button.
b) Scroll as needed, and touch the selection button corresponding to the desired segment of the flight plan.
c) Touch the Back Button to return to the flight plan preview.
4) Touch the Show on Map Button again to remove the preview from the display.

Displaying/removing 'Active Flight Plan' or 'Flight Plan Progress' Inset on the navigation map:
1) From Home, touch Map > Map Selection > Map Settings.
2) Touch the Inset Window Tab.
3) Touch the Flight Plan Text Button to display the 'Active Flight Plan' Inset; or touch the Flight Plan Progress
Button to display the 'Flight Plan Progress' Inset. The inset is enabled and displayed on the 'Navigation Map'
Pane when the button annunciator bar is green.
4) If necessary, select the CUM Button or Leg-Leg Button for waypoint distances to be shown as leg to leg
distances or cumulative distance on the 'Active Flight Plan' Inset.

CREATING A FLIGHT PLAN

The active flight plan is the flight plan to which the system is currently providing guidance, and is shown on
the navigation maps. The standby flight plan may be used as a means to create a flight plan for future use. Once
an active or standby flight plan is created, it can be stored to the Flight Plan Catalog. The standby flight plan
and each stored flight plan is available for activation (becomes the active flight plan).
The following procedure is intended to provide an overview of basic flight plan creation. It will create a flight
plan from the origin runway to the destination runway, and includes enroute waypoint selection. The following
procedure does not include airways or terminal procedures. For instructions on how to add airways to a flight
plan, see the Flight Plan Waypoint and Airway Modifications discussion later in this Flight Planning Section.
For information on departures, arrivals, approaches, and missed approaches see the Procedures Section.
Creating an active, standby or stored flight plan:
1) For an active flight plan, from Home > Flight Plan.
Or:
For a standby flight plan, from Home > Flight Plan > Standby Flight Plan.

Or:
 For a stored flight plan.
a) From Home, touch Flight Plan > Flight Plan Options.
b) Touch the Flight Plan Catalog Button to display the 'Flight Plan Catalog' Screen.
c) Touch the Create New Catalog Flight Plan Button to display the 'Edit Stored Flight Plan' Screen.

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2) If the system correctly auto-designated (populated) the Origin, proceed to Step 4.

Or:
If the system incorrectly auto-designated (populated) the Origin, touch the Origin Button; or if displayed, touch

the Add Origin Button.
3) Use the right knobs or the keypad to enter the origin waypoint.
Or:
 Touch the Find Button to display the 'Find Waypoint' Screen. Then, touch the Nearest, Recent, Flight Plan,
or Favorites Tab and select the waypoint from the list of waypoints.
Or:
a) Touch the Find Button to display the 'Find Waypoint' Screen. Then, touch the Search Tab to display the
Search By Button.
b) If necessary, touch the Search By Button to choose Search by City or Search by Facility.
c) Touch the Facility Name Button or the City Name Button to display the keypad.
d) Use the keypad to select the name, and the Enter Button to accept the entry and display the search results.
e) Touch a Waypoint Selection Button to choose the waypoint.
4) If needed, touch the Origin Button to display the 'Select Runway' Screen. Touch a runway selection button to
select the departure runway and return to the flight plan.
5) Touch the Add Destination Button to display the keypad.
6) Select the identifier of the destination waypoint using one of the step 3 procedures.
7) If needed, touch the Destination Button to display the 'Destination Options' Window. Touch the Select
Arrival Runway Button to display the 'Select Runway' Screen. Touch a runway selection button to select the
destination runway and return to the flight plan.
8) Touch the Add Enroute Waypoint Button to display the keypad.
9) Select enroute waypoints using one of the methods from step 3 of this procedure.
10) Repeat step numbers 8 through 10 until the flight plan is complete.
11) If you are finished adding enroute waypoints, touch the Done Button to remove the Add Enroute Waypoint
Button and the Done Button (This step is only necessary if creating a flight plan on the 'Active Flight Plan' Screen).
12) If needed, touch the Origin Button to display the 'Origin Options' Window to select a new origin airport,
departure runway, departure procedure or to remove the origin airport.
13) If needed, touch the Destination Button to display the 'Destination Options' Window to select a new destination
airport, arrival runway, arrival procedure, approach procedure, or to remove the destination airport.

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Add Origin Button

Add Waypoint or Route Button
Done Button
Add Destination Button

Figure 5-62 Active Flight Plan - Empty

Origin Button Runway

Selection
Button

Destination
Button

Origin and Destination Loaded Origin Runway Selection

Figure 5-63 Active Flight Plan - Origin and Destination Loaded

Origin Options
Button

Destination
Options
Button

Origin Options Destination Options

Figure 5-64 Active Flight Plan - Origin and Destination Options

NOTE: The origin and destination airports cannot be entered or modified using the PFD Controller. The
following procedure can be used to enter the origin and destination airports as waypoints. If desired, loading
a procedure at the origin or destination waypoint will place the correct airport in the Origin/Destination field
in the active flight plan shown on the Touchscreen Controller.

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Creating an active flight plan using the PFD Controller:

1) Press the FPL Key.
2) Turn the small PFD Knob to display the 'Waypoint Information' Window. (Turning it clockwise displays a blank
'Waypoint Information' Window, turning it counter-clockwise displays the 'Waypoint Information' Window
with a waypoint selection submenu allowing selection of active flight plan waypoints, recent waypoints, user
waypoints, or nearest airports).
3) Enter the identifier, city name, or facility name of the departure waypoint (as the small PFD Knob is turned,
the system displays a waypoint matching the characters entered), or select a waypoint from the submenu of
waypoints and press the ENT Key or the small PFD Knob. The active flight plan is modified as each waypoint is
entered.
4) Repeat step numbers 2 and 3 to enter the destination waypoint and each additional flight plan waypoint.
5) When all waypoints have been entered, press the FPL Key or the CLR Key to remove the 'Waypoint Information'
Window.
FLIGHT PLAN WAYPOINT AND AIRWAY MODIFICATIONS
Active, standby, and stored flight plans can be edited at any time. Waypoints and airways can be added,
modified, or removed from any flight plan. Edits made to an active flight plan affect navigation as soon as
they are entered. Modifications to flight planned departures, arrivals, approaches, and missed approaches are
discussed later in the Procedures portion of Flight Management.
WAYPOINT MODIFICATIONS
Adding Flight Plan Waypoints
Flight plans are limited to 100 waypoints (including waypoints within airways and procedures). If the
number of waypoints in the flight plan exceeds 100, the message “Flight plan is full. Remove unnecessary
waypoints.” appears and the new waypoint(s) are not added to the flight plan. A waypoint or a series of
waypoints can be added to the active flight plan, the standby flight plan, and the stored flight plan using
the following procedures.
Adding a waypoint to an active or standby flight plan:
1) For an active flight plan, from Home > Flight Plan.
Or:
For a standby flight plan, from Home > Flight Plan > Standby Flight Plan.

Or:
 For a stored flight plan.
a) From Home, touch Flight Plan > Flight Plan Options.
b) Touch the Flight Plan Catalog Button to display the 'Flight Plan Catalog' Screen.
c) Touch the Create New Catalog Flight Plan Button to display the 'Edit Stored Flight Plan' Screen.

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2) Insert waypoint:
If adding a waypoint to the end of the enroute segment of the flight plan, touch the Add Enroute Waypoint

Button to display the keypad.
Or:
a) If adding a waypoint within the enroute portion of the flight plan, touch a Waypoint Selection Button to display
the 'Waypoint Options' Window.
b) Touch the Insert Before Button or the Insert After Button to select where the new waypoint will be
placed in relation to the selected waypoint. The keypad is displayed.
Or:
a) If adding a waypoint to the beginning of the enroute segment of the flight plan, touch the Enroute Button to
display the 'Enroute Options' Window.
b) Touch the Insert Waypoint Button to display the keypad.
3) Use the keypad, right knobs, or the Find function to select the new waypoint.
4) Touch the Enter Button to accept the waypoint and place it in the flight plan.
5) If you are finished adding enroute waypoints, touch the Done Button to remove the Add Enroute Waypoint
Button and the Done Button (This step is only necessary if creating a flight plan on the 'Active Flight Plan' Screen).

Insert Before Button

Insert After Button

Selected Waypoint Button

Waypoint Info Button

Remove Waypoint Button

Figure 5-65 Active Flight Plan - Waypoint Options

Enroute Button

Figure 5-66 Active Flight Plan - Adding a Waypoint to the beginning of the Enroute Segment of the Flight Plan

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Add Waypoint or Route Done Button

Button

Figure 5-67 Active Flight Plan - Adding a Waypoint to the end of the Enroute Segment of the Flight Plan

Adding waypoints to the active flight plan using the map pointer:
1) Push the Joystick to the display 'Map Pointer Control' Screen on the Touchscreen Controller and to activate the
map pointer on the 'Navigation Map' Pane. Use the Joystick or the Touchpad to move the pointer to the map
location of the desired waypoint. When the pointer highlights a map location that can be added to the active
flight plan, the Insert in FPL Button is activated.
2) Touch the Insert In FPL Button. The 'Insert Before Waypoint' Screen is displayed.
3) Touch the Waypoint Selection Button to select where to insert the new waypoint. The waypoint is inserted into
the active flight plan before the selected waypoint, and the Touchscreen Controller returns to the 'Map Pointer
Control' Screen. Push the Joystick to deactivate the map pointer and return to the previous screen.

Map Pointer
- BUNVY Highlighted

Active Flight Plan Info

Figure 5-68 Active Flight Plan - Map Pointer Active

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Insert In FPL
Button
Waypoint
Selection
Button

Figure 5-69 Inserting Waypoint in Active Flight Plan

BUNVY Inserted

Figure 5-70 BUNVY Added to the Active Flight Plan

Adding a waypoint to the active flight plan using the PFD Controller:
1) Press the FPL Key.
2) Select the point in the flight plan before which to add the new waypoint. The new waypoint is placed directly
in front of the highlighted waypoint.
3) Turn the small PFD Knob to display the 'Waypoint Information' Window (Turning it clockwise displays a blank
'Waypoint Information' Window, turning it counter-clockwise displays the 'Waypoint Information' Window
with a waypoint selection submenu allowing selection of active flight plan waypoints, recent waypoints, user
waypoints, or nearest airports).
4) Enter the identifier, city name, or facility name of the waypoint (as the small PFD Knob is turned, the system
displays a waypoint matching the characters entered), or select a waypoint from the submenu of waypoints and
press the ENT Key or the small PFD Knob. The active flight plan is modified as each waypoint is entered. If the
entered characters have duplicate matches, a prompt is displayed to press the ENT Key to see the ‘dups’.

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Adding Geographical Coordinates

Waypoints with no published five letter name can be added to a flight plan as geographical coordinates,
using a five character identifier. Any latitude or half-latitude, and any longitude can be entered by typing
the identifier on the Waypoint Identifier Lookup Screen. These are some examples:

Identifier Latitude Longitude

3894N N 38° 00' W 94° 00'
3894E N 38° 00' E 94° 00'
3894S S 38° 00' E 94° 00'
3894W S 38° 00' W 94° 00'
38N04 N 38° 00' W 104° 00'
38E04 N 38° 00' E 104° 00'
38S04 S 38° 00' E 104° 00'
38W04 S 38° 00' W 104° 00'
Table 5-7 Geographic Coordinate entry examples

Removing Flight Plan Waypoints

Individual waypoints, airways, and entire procedures can be deleted from a flight plan. Some waypoints
in the final approach segment (such as the FAF or MAP) can not be deleted individually. Attempting to
delete a waypoint that is not allowed results in a window displaying ‘Invalid flight plan modification.

NOTE: When a flight plan contains multiple instances of the same waypoint, editing any occurrence may
affect the active leg. Verify all flight plan edits result in the desired active waypoint.

NOTE: If removal of a flight plan item (waypoint, procedure, etc.) results in deletion of the end waypoint of
the active leg, an off-route direct-to to the deleted waypoint is created and activated.

Removing an individual waypoint from a flight plan:

1) For an active flight plan, from Home > Flight Plan.
Or:
For a standby flight plan, from Home > Flight Plan > Standby Flight Plan.

Or:
 For a stored flight plan.
a) From Home, touch Flight Plan > Flight Plan Options.
b) Touch the Flight Plan Catalog Button to display the 'Flight Plan Catalog' Screen.
c) Touch the Create New Catalog Flight Plan Button to display the 'Edit Stored Flight Plan' Screen.
2) Scroll the list if necessary and touch a waypoint options button to display the 'Waypoint Options' Window. Then,
touch the Remove Waypoint Button.
3) To remove an individual waypoint, touch the OK Button in response to 'Remove <waypoint name>?'. The
waypoint is removed. To cancel the request, touch the Cancel Button.

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Removing an individual waypoint from the active flight plan using the PFD Controller:
1) Press the FPL Key to display the 'Flight Plan' Window (PFD).
2) Turn the large PFD Key to highlight the waypoint.
3) Press the CLR Key. The ‘Remove <waypoint name>?’ window is displayed.
4) With ‘OK’ highlighted, press the ENT Key or the small PFD Knob. To cancel the request, press the CLR Key, or
highlight ‘Cancel’ and press the ENT Key or the small PFD Knob.
Fly-Over Waypoint Designation
Waypoints entered for the enroute segment of the flight plan are considered ‘Fly-By’ waypoints unless
specifically designated as ‘Fly-Over’. For both types of waypoints, the system will transition using a precisely
calculated turn on course to the next waypoint.

Selected Waypoint

Fly Over Waypoint Button Disabled

Figure 5-71 Waypoint Options - Fly Over Waypoint Disabled (Fly By)

Active Leg to TOP

- TOP as Fly By Waypoint

Figure 5-72 Active Flight Plan - Fly By Waypoint

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Flyover Waypoint Symbol

Fly Over Waypoint Button Enabled

Figure 5-73 Waypoint Options - Fly Over Waypoint Enabled

Active Leg to TOP

- TOP as Fly Over Waypoint

Figure 5-74 Active Flight Plan - Fly Over Waypoint

If the system determines the flight plan leg geometry cannot support fly-by navigation for a waypoint
sequence in the current flight plan, it will change a fly-by waypoint to a fly-over waypoint automatically.
A roll steering path or future roll steering path may be displayed after the fly-over waypoint until the roll
steering path aligns with the course leg connecting the fly-over waypoint and the following waypoint in the
flight plan. This system generated fly-over waypoint will not display the fly-over symbol.

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Fly-Over Waypoint
- No fly-over symbol

Roll Steering to next leg

- Roll Steering until path aligns with
course leg (PNH to ILOZA)

Active Leg to PNH

- Geometry cannot support fly-by to the
following leg (PNH to ILOZA)
Figure 5-75 PNH Fly-Over Waypoint

A fly-over waypoint may also be manually designated by the pilot, in which case, the fly-over waypoint
symbol is displayed.
Designating a fly-over waypoint:
1) For an active flight plan, from Home > Flight Plan.
Or:
For a standby flight plan, from Home > Flight Plan > Standby Flight Plan.

Or:
 For a stored flight plan.
a) From Home, touch Flight Plan > Flight Plan Options.
b) Touch the Flight Plan Catalog Button to display the 'Flight Plan Catalog' Screen.
c) Touch the Create New Catalog Flight Plan Button to display the 'Edit Stored Flight Plan' Screen.
2) Touch the desired enroute Waypoint Selection Button. The 'Waypoint Options' Window is displayed.
3) Touch the Fly Over Waypoint Button. The annunciator bar on the button will be green when enabled. Touching
the Fly Over Waypoint Button again (accessed via steps 1-2) will turn off the green annunciator bar and the
waypoint will revert back to a fly-by waypoint.
AIRWAY MODIFICATIONS
Airways can be added or removed from any flight plan. Airways can be individually added, removed, and
collapsed/expanded.
Adding Airways
Airways can be added to the active, standby, or stored flight plan. An airway can only be added if there
is a waypoint in the flight plan that is part of the desired airway and is not part of an arrival or approach
procedure. The system also anticipates the desired airway based on the selected waypoint and the flight
plan.
Some airways have directional restrictions on all or part of the route. Airway “A2” in Europe has a
directional restriction over the whole route such that it can be flown only in the direction MTD-ABB-BNE-
DEVAL.

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Airway “UR975” in North Africa has more complicated directional restrictions within the list of airway
waypoints AMANO, VAKOR, LIBRO, NELDA, DIRKA, GZO, KOSET, and SARKI:
ƒƒ Starting from AMANO, the airway can be flown only to LIBRO.
ƒƒ Starting from SARKI, the airway can be flown only to LIBRO.
ƒƒ Between NELDA and GZO, the airway can be flown in either direction.
In the US, airways that are “one-way” for specified hours of operation are not uncommon. These airways
are always bidirectional in the system database.
The system only allows correct airway sequences to be inserted. If the pilot subsequently inverts the
flight plan, the system inverts the airway waypoint sequence and removes the airway header.

Airway
Selection
Selected Button
Airway Entry
Point
Load
Airway
Button

Airway
Waypoint
Sequence

Airway
Exit Point
Selection
Button

Load
Airway
Button
Figure 5-76 Adding an Airway to the Active Flight Plan

Inserted Airway Header

- Airway Identifier:
[airway id].[exit waypoint id]
(e.g., V4.SLN)

Figure 5-77 Active Flight Plan - V4 Airway Loaded

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Adding an individual airway to a flight plan:

1) For the active flight plan: From Home, touch Flight Plan.
Or:
For the standby flight plan: From Home, touch Flight Plan > Standby Flight Plan.
Or:
For the stored flight plan:
a) From Home, touch Flight Plan > Flight Plan Options > Flight Plan Catalog to display the 'Flight Plan
Catalog' Screen.
b) Scroll the list if needed and touch a stored flight plan button to display the 'Catalog Options' Window.
c) Touch the Edit Button to display the 'Edit Stored Flight Plan' Screen.
2) Scroll the list if necessary and touch a waypoint options button to display the 'Waypoint Options' Window.
3) Touch the Load Airway Button to display the 'Airway Selection' Screen.
4) Touch the Sort A->Z Button to select/deselect alphabetical sorting of the airway waypoints.
5) Scroll the list if necessary and touch an airway selection button to select the airway and display the 'Select Exit'
Window (if Sort A->Z is selected, the exit points are displayed in alphabetical order, not the order they appear
in the airway).
6) Scroll the list if necessary and touch an airway exit point selection button to select the airway exit point. The
airway waypoint sequence is now show on the 'Airway Selection' Window.
7) Touch the Load Airway Button to insert the airway into the flight plan.

Removing Airways
Removing an entire airway from the active or standby flight plan:
1) For the active flight plan: From Home, touch Flight Plan.
Or:
For the standby flight plan: From Home, touch Flight Plan > Standby Flight Plan.
Or:
For the stored flight plan:
a) From Home, touch Flight Plan > Flight Plan Options > Flight Plan Catalog to display the 'Flight Plan
Catalog' Screen.
b) Scroll the list if needed and touch a stored flight plan button to display the 'Catalog Options' Window.
c) Touch the Edit Button to display the 'Edit Stored Flight Plan' Screen.
2) Scroll the list if necessary and touch an airway selection button to display the 'Airway Options' Window.
3) Touch the Remove Airway Button.
4) Touch the OK Button in response to “Remove Airway - <airway name> from flight plan?”. The airway is
removed, but the starting and ending waypoints remain in the flight plan. To cancel the request, touch the
Cancel Button.

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Removing an entire airway from the active flight plan using the PFD Controller:
1) Press the FPL Key to display the 'Flight Plan' Window (PFD).
2) Turn the large PFD Knob to highlight the airway header.
3) Press the CLR Key. The ‘Remove <airway name> from flight plan?’ window is displayed.
4) With ‘OK’ highlighted, press the ENT Key or the small PFD Knob. To cancel the request, press the CLR Key, or
highlight ‘Cancel’ and press the ENT Key or the small PFD Knob.
Collapsing and Expanding Airways
The system allows airways to be displayed as collapsed or expanded within the flight plan. When airways
have been collapsed, it is indicated on the airway heading.
When airways are collapsed, leg-to-leg computed values such as DIS or ETE shown for the exit waypoint
reflect the total of all the legs on the airway that have been hidden in the collapsed display. The DTK value
is inhibited because it is not usable in this context.
The 'Active Flight Plan' Screen always keeps the following three waypoints visible: “From” waypoint,
“To” waypoint, and the “Next” waypoint. To prevent one or more of these waypoints from being hidden
in a collapsed airway segment, the airway segment that contains either the “To” or the “Next” waypoint is
automatically expanded. By default, the system will collapse all airways as they are loaded into the flight
plan. If instead, it is preferred to have airways expanded within the flight plan as they are loaded, this
setting may be changed.

Airway All Airways

Expanded Collapsed

Figure 5-78 Expanded/Collapsed Airways

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Collapsing/expanding the airways in the active or standby flight plan:

1) For the active flight plan: From Home, touch Flight Plan.
Or:
For the standby flight plan: From Home, touch Flight Plan > Standby Flight Plan.
Or:
For the stored flight plan:
a) From Home, touch Flight Plan > Flight Plan Options > Flight Plan Catalog to display the 'Flight Plan
Catalog' Screen.
b) Scroll the list if needed and touch a stored flight plan button to display the 'Catalog Options' Window.
c) Touch the Edit Button to display the 'Edit Stored Flight Plan' Screen.
2) Scroll the list if necessary and touch an airway selection button to display the 'Airway Options' Window.
3) Touch the desired selection button to collapse/expand all airways, or collapse/expand an individual airway.
Individual airways may only be expanded/collapsed on the active and standby flight plan.
4) Touch the Back Button to return to the flight plan.
Collapse selected airway
Expand selected airway
Selected airway
Collapse all airways in flight plan
Expand all airways in flight plan

Load New Airways Button

- Expanded
- Collapsed

Figure 5-79 Airway Options

Changing Collapsed/Expanded settings for newly loaded airways:

1) For the active flight plan: From Home, touch Flight Plan.
Or:
For the standby flight plan: From Home, touch Flight Plan > Standby Flight Plan.

2) Scroll the list if necessary and touch an airway selection button to display the 'Airway Options' Window.
3) Touch the Load New Airways Button.
4) Touch the selection button for the desired setting.

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INVERTING A FLIGHT PLAN

Any flight plan may be inverted (reversed) for navigation back to the original origin point. Inverting and
activating stored flight plans is discussed within the Stored Flight Functions portion of this section.
Inverting a flight plan:
1) For the active flight plan: From Home, touch Flight Plan > Flight Plan Options.
Or:
For the standby flight plan: From Home, touch Flight Plan > Standby Flight Plan > Flight Plan Options.
Or:
For the stored flight plan:
a) From Home, touch Flight Plan > Flight Plan Options > Flight Plan Catalog.
b) Scroll the list if necessary and touch a stored flight plan button to display the 'Catalog Options' Window.
c) Touch Edit > Flight Plan Options.
2) Touch the Invert Button.
3) Touch the OK Button in response to “Invert flight plan?”. The flight plan is inverted. To cancel the request,
touch the Cancel Button.

FLIGHT PLAN OPERATIONS

This section will discuss activating a flight plan leg, utilizing the standby flight plan, and conducting enroute
operations such as creating a parallel track, along track offset, user defined hold, and updating clearance via the
optional FANS CPDLC. For information on departures, arrivals, and approaches refer to the Procedures Section
later in the Flight Management Section.
In-flight, the system automatically sequences through the active flight plan, with the exception of manually
terminated legs (such as FM, HM, or VM) that can occur within procedures (refer to the Procedures Section later
in the Flight Management Section).
ACTIVATING A FLIGHT PLAN LEG
The system allows selection of a highlighted leg as the “active leg” (the flight plan leg which is currently
used for navigation guidance).
Activating a flight plan leg:
1) From Home, touch Flight Plan.
2) Scroll the list, if necessary, and touch the waypoint options button to select the destination waypoint for the
desired leg. The 'Waypoint Options' Window is displayed.
3) Touch the Activate Leg to Waypoint Button.
4) Touch the OK Button in response to “Activate Leg?”. The new active flight plan leg is activated. To cancel the
request, touch the Cancel Button.

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Current
Active Flight Activate
Plan Leg Leg to
Waypoint
Button

Waypoint Selected Leg

Options Destination
Button Waypoint

OK Button
New Active
Cancel Flight Plan
Button Leg

Figure 5-80 Active Flight Plan - Activating a Flight Plan Leg

UTILIZING THE STANDBY FLIGHT PLAN

The standby flight plan is listed on the 'Standby Flight Plan' Screen on the Touchscreen Controller, and is
available for activation (becomes the active flight plan).
Switching between the active and standby flight plan screen:
1) From Home, touch Flight Plan.
2) Touch the Standby Flight Plan Button to display the 'Standby Flight Plan' Screen.
3) Touch the Active Flight Plan Button to return to the 'Active Flight Plan' Screen.

Standby Active
Flight Plan Flight Plan
Button Button

Figure 5-81 Switching between 'Active' and 'Standby Flight Plan' Screen

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Activating the standby flight plan:

1) From Home, touch Flight Plan > Standby Flight Plan.
2) Activate the Standby Flight Plan:
Touch the Activate Standby Button.
Or:
a) Touch the Flight Plan Options Button.
b) Touch the Activate Standby Button.
3) Touch the OK Button in response to “Activate Standby Flight Plan and Replace Current Active Route?”. To
cancel the request, touch the Cancel Button.

NOTE: If the standby flight plan does not contain the previously active leg, active navigation guidance
when airborne is preserved by inserting and activating an offroute direct-to leg once the standby flight
plan is activated. To cancel offroute direct-to navigation, touch the waypoint options button to display the
'Direct To' Screen. Touch the Cancel Button. The next leg in the flight plan is then activated.
The standby flight plan may also be used for diversion planning purposes by linking the standby flight plan to
the aircraft's present position (Join from P. POS Button). Once linked, or "joined", the 'Standby Flight Plan' Screen
will show a white arrow indicating the link from the aircraft present position to a specified waypoint in the standby
flight plan. When the Show on Map option is chosen for the standby flight plan, the 'Standby Flight Plan' Pane will
depict a white line between the aircraft present position and the standby flight plan waypoint for which it is currently
linked to.
As the aircraft continues navigating the active flight plan, the P. POS link between the aircraft present position and
the standby flight plan will continuously update and sequence to the next waypoint, as necessary, to provide a best
point of diversion from the active flight plan.

NOTE: The Join from P. Pos Button is for planning purposes only. It does not create any changes to the active
flight plan, nor does it provide navigation guidance to the selected waypoint in the standby flight plan.

Linking aircraft present position (Join From P. POS) to the standby flight plan:
1) From Home, touch Flight Plan > Standby Flight Plan.
2) Touch a waypoint options button desired for linking the aircraft present position to.
3) Touch the Join From P. POS Button.
4) A P. POS Button is added to the standby flight plan with a white arrow drawn to indicate the link created. To
change the waypoint that P. POS is linked to, repeat steps 2-4 for the desired waypoint.

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Join From P. POS

Button White arrow
Links aircraft present shows link from
position to the standby P. POS to the
flight plan standby flight
plan waypoint

Figure 5-82 Standby Flight Plan - Join From P. POS

Standby Flight Plan Display

White line indicates link Aircraft present position

from P. POS to TYTUS

Standby Flight Plan

KMKC-WLDCT5.KENTN-KEMP

Figure 5-83 Standby Flight Plan - Join From P.POS link active (Show on Map Button is active)

Removing P. POS link from the standby flight plan:

1) From Home, touch Flight Plan > Standby Flight Plan.
2) Touch the P. POS Button.
3) Touch the Remove Link Button.
4) Touch the OK Button in response to “Remove link from P. POS?”. To cancel the request, touch the Cancel Button.

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Remove Link Button

- Touch to remove link
between P. POS and the
standby flight plan

Figure 5-84 Standby Flight Plan - Remove link from P. POS

FLIGHT PLAN OPERATIONS WITH FANS CPDLC

The Future Air Navigation System (FANS) provides a means of direct datalink communication between the
pilot and Air Traffic Control (ATC). This means of communication is achieved using the Controller Pilot Data
Link Communications (CPDLC) feature of the system. The following section will discuss how CPDLC may
be used to assist flight management, such as route clearance and route modifications. For more information
regarding FANS CPDLC, including ATC Datalink connection and how to create CPDLC messages, refer to
Section 4 Audio and CNS.
Route Clearance with CPDLC
Data from the Active Flight Plan or Standby Flight Plan may be sent to ATC using CPDLC for the purpose
of requesting a route clearance. This can be done by using the Create Message Button from the 'ATC
Datalink' Screen, or through the 'Flight Plan Options' Window.
Copying a flight plan to FANS CPDLC to request route clearance:
1) For the active flight plan: From Home, touch Flight Plan > Flight Plan Options.
Or:
For the standby flight plan: From Home, touch Flight Plan > Standby Flight Plan > Flight Plan Options.

2) Touch the Copy to FANS CPDLC Button. The 'Select Message' Window appears listing reasons for the request.
3) Touch the desired reason from the list that best explains the request.
4) The applicable message builder will open showing the chosen parameters for the message verifying the contents
of either the Active or Standby Flight Plan and the Reason.
5) Touch the Send Button.

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Standby Flight Plan Options List of Reasons for Request

Requested Route
-Standby
-Active
Reason for Request

Message Builder for Request

Figure 5-85 Copy Flight Plan to FANS CPDLC to request route clearance

Route Modifications With CPDLC

The system has the capability to import data from a CPDLC message for route modifications. The type
of data received in the message determines the import procedure as discussed in the following examples.
If the received CPDLC message contains data that would create direct changes to the Active Flight Plan,
the changes may be previewed, denied, or accepted. If accepted, the system allows those changes to be
imported without affecting the active flight plan in use. The system achieves this by first copying the Active
Flight Plan to the Standby Flight Plan and then importing the data to the Standby Flight Plan.
Previewing route modifications from a CPDLC message:
1) To view the CPDLC message:
a) From Home, touch ATC Datalink.
b) If necessary, touch the CPDLC Tab, and select the message dialog box to open the message thread.
Or:
a) Touch the CPDLC Button on the Button Bar to view the message on the 'Notifications' Screen.
b) Select the message dialog box to open the message thread.
2) Touch the Preview Button. The 'Clearance Preview' Screen is displayed, showing a preview of the modified
flight plan. The route modifications will be highlighted as shown in the figure below.

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3) Touch the Show on Map Button to view a preview on the navigation map.
4) If desired, touch the Copy to Standby Button to copy the data from the 'Clearance Preview' Screen to the
Standby Flight Plan. Otherwise, touch the Back Button to return to the message thread.

New Data to
be imported is
highlighted

Open Message Thread Clearance Preview

Figure 5-86 Preview Route Modification

After previewing the data, changes may be accepted and directly applied to the Standby Flight Plan from
the 'Clearance Preview' Window by touching the Copy to Standby Button. Please note, that if the data
is copied to the Standby Flight plan in this way, a response will still be required by returning the CPDLC
message thread. Data may also be accepted by returning to the message thread and sending a “WILCO”
(Will Comply) response.
Accepting and activating route modifications from a CPDLC message:
1) To view the CPDLC message:
a) From Home, touch ATC Datalink.
b) If necessary, touch the CPDLC Tab, and select the message dialog box to open the message thread.
Or:
a) Touch the CPDLC Button on the Button Bar to view the message on the 'Notifications' Screen.
b) Select the message dialog box to open the message thread and read the message.
2) If necessary, touch the Response Button to display the different responses and touch the WILCO Button.
Confirm that a WILCO response has been generated in the message thread and touch the Send Button.
3) ‘Copy Active flight plan to Standby and apply applicable route modifications?’ Window is displayed. Touch the
Yes Button. The system copies the Active Flight Plan to the Standby and applies the accepted route modifications.
4) The 'Standby Flight Plan' Screen is displayed. To begin navigation guidance for this flight plan, touch the
Activate Standby Button.

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Send WILCO Response to Accept Prompt to Copy Data to Standby Flight Plan

Touch to activate
the standby flight
plan

Standby Flight Plan

Figure 5-87 Accepting and Activating Route Modification

As previously explained, sending a WILCO response in the message thread will generate a pop up box
asking to import the data received. If it is desirable to import the data at a later time instead, touching
the No Button closes the popup box and closes the messaged thread. Similarly, selecting the Standby
Button on the message thread also closes the message thread. The data may still be imported at a later time
from the message thread by touching the Import Button, or if the message is for a direct-to clearance, by
touching the ¯ Button.
Importing route modifications from a previously closed CPDLC message:
1) To view the CPDLC message:
a) From Home, touch ATC Datalink.
b) If necessary, touch the CPDLC Tab, and select the desired message dialog box to open the message thread.
2) Touch the Import Button, or for a direct to clearance, touch the ¯ Button.

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Previously
Previously accepted route
accepted route modification
modification

Figure 5-88 Importing Route Modification from previously closed message thread

The CPDLC message(s) may contain data which can be imported and will indirectly change the active
flight plan by importing data to a screen that is specific to the changes being imported. For example,
adding a direct-to waypoint is achieved by importing the waypoint information into the 'Direct-To' Screen.
The same is true for importing parallel track information to the 'Parallel Track' Screen, and importing a
procedure to the 'Procedures' Screen.
Importing data from a CPDLC message into the 'Direct To', 'Parallel Track', or 'Procedures' Screen:
1) To view the CPDLC message:
a) From Home, touch ATC Datalink.
b) If necessary, touch the CPDLC Tab, and select the message dialog box to open the message thread.
Or:
a) Touch the CPDLC Button on the Button Bar to view the message on the 'Notifications' Screen.
b) Select the message dialog box to view the open message thread.
2) After reading the message, touch the Response Button to send a WILCO response. The system then displays
a pop up asking to import the data to the applicable screen.
3) Touch the Yes Button. The appropriate screen opens and the data to be imported will be filled in. Please refer
to the Direct To, Parallel Track, and Procedures description in this section for specific instructions for completing
task necessary.

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'Direct To' Screen

Waypoint imported from CPDLC

Touch to activate imported

changes

Figure 5-89 Importing data from CPDLC to the 'Direct To' Screen

If for some reason, the data from the CPDLC message cannot be accepted, a negative response may be
chosen and sent. For example, an altitude constraint clearance may need to be denied due to weather
or aircraft performance. If a negative response is sent, the data will not be imported. Sending a negative
response also disables the Import Button on the message dialog window disallowing this data to be entered
at a later time.
Sending a negative response to deny route modifications from a CPDLC message:
1) To view the CPDLC message:
a) From Home, touch ATC Datalink.
b) If necessary, touch the CPDLC Tab, and select the message dialog box to open the message thread.
Or:
a) Touch the CPDLC Button on the Button Bar to view the message on the 'Notifications' Screen.
b) Select the message dialog box to view the open message thread.
2) Touch the Response Button. The 'Response' Window opens listing the different response messages which can
be generated.

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3) Touch the button for the desired negative response. After selecting a response, a return to the CPDLC message
thread is made, showing the chosen response.
4) Touch the Send Button.

Response
Button
Negative
Response
Buttons

Figure 5-90 Rejecting Route Modification

ALONG TRACK OFFSETS

A waypoint having an “along track offset” distance from an existing waypoint can be entered into a flight
plan. Along track offset waypoints lie along the path of the existing flight plan, and can be used to make the
system reach a specified altitude before or after reaching the specified flight plan waypoint. Offset distances
can be entered from 1 to 999 nm in increments of 1 nm. Entering a negative offset distance results in an along
track offset waypoint inserted before the selected waypoint, whereas entering a positive offset distance results
in an along track offset waypoint inserted after the selected waypoint. Multiple offset waypoints are allowed.

NOTE: The along track offset distance is calculated to the waypoint sequence point (e.g. turn anticipation arc
bisector), not along the direct course to the waypoint. This can result in the offset waypoint and constraints
being placed less than or greater than the specified offset distance along the direct course to the waypoint.
To precisely control the offset distance, a user-defined waypoint can be created at the specified distance and
bearing from the waypoint. See the Creating User Waypoints procedures.
A waypoint must be adjacent to its parent waypoint in the flight plan, so the system limits the along-track distance
to less than the length of the leg before or after the selected waypoint. If the selected waypoint is the active waypoint,
the distance is limited to less than the distance to go to the active waypoint. Assigning an along track offset to a leg
with indeterminate length is not permitted. An along track offset is not allowed at or after the final approach fix of
an approach.
The along track offset distance cannot be modified once entered. If the along track offset distance must be changed,
the existing along track offset waypoint must be deleted and a new one created with the new offset distance.
Altitude constraints can also be entered for the along track waypoint, and are modifiable. An along track offset
waypoint can only be used for vertical navigation, and is not available for creation of a user defined hold, or as a
direct to destination.

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Waypoint
Selected
Along Track
Waypoint
Button (Before) -
Button
Waypoint (After) +
Options Button
Button

Along Track Offset

Waypoint Options
Button

Figure 5-91 Inserting an Along Track Offset Waypoint

Inserting an along track offset waypoint into the active or standby flight plan:
1) For the active flight plan: From Home, touch Flight Plan.
Or:
For the standby flight plan: From Home, touch Flight Plan > Standby Flight Plan.

2) Touch a waypoint options button to display the 'Waypoint Options' Window.
3) Touch the Along Track Waypoint Button to bring up the 'Along Track Waypoint Offset' Window.
4) Use the keypad to select the distance in the range of 1 to 999 nm (limited by leg distances).
5) Touch the (Before) - Button or the (After) + Button to select the offset waypoint direction.
6) Touch the Enter Button to insert the offset waypoint into the flight plan.

Removing an along track offset waypoint from the active or standby flight plan:
1) For the active flight plan: From Home, touch Flight Plan.
Or:
For the standby flight plan: From Home, touch Flight Plan > Standby Flight Plan.

2) Touch the along track offset waypoint options button to display the 'Waypoint Options' Window.
3) Touch the Remove Waypoint Button.
4) Touch the OK Button to delete the waypoint from the flight plan.

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Vertical navigation can be accomplished to a point along the flight path if an offset distance has been
entered. See the Vertical Navigation section for information on the vertical navigation direct-to (VNAV ¯)
function.
Entering a VNAV altitude and along-track offset for the active waypoint:
1) From Home, touch ¯.
2) Touch the VNAV Altitude Button to open the 'VNAV Altitude' Screen.
3) If necessary, touch the Climb Button or the Descent Button in the 'Phase' Box.
4) If necessary, touch the Flight Level, MSL, or QFE Button in the 'Mode' Box.
5) Use the keypad to select the altitude.
6) Touch the Enter Button to accept the altitude, and return to the 'Direct To' Screen.
7) Touch the VNAV Offset Button to display the keypad.
8) Touch the (Before) - Button or the (After) + Button, if needed.
9) Use the keypad to select the offset distance.
10) Touch the Enter Button to accept the offset distance, and return to the 'Direct To' Screen.
11) Touch the Activate ¯ Button to activate the direct-to using the VNAV constraints.
Or:
1) On the PFD Controller, press the ¯ Key to display the 'Direct To' Window.
2) Turn the large PFD Knob to move the cursor to the ALT Field.
3) Turn the small PFD Knob one click to activate the editing cursor (flashing).
4) Turn the large and small PFD knobs to select the altitude (large knob moves the cursor; small knob selects the
character).
5) Press the ENT Key or push the small PFD Knob to accept the selection and move the cursor to the Offset Field.
6) Turn the large and small PFD knobs to select the offset distance (large knob moves the cursor; small knob
selects the character).
7) Press the ENT Key or push the small PFD Knob to accept the selection and move the cursor to the CRS Field.
8) Turn the large PFD Knob to move the cursor to the Activate? Field.
9) Press the ENT Key or push the small PFD Knob to activate the direct-to using the VNAV constraints.

NOTE: A VNAV Altitude Constraint cannot be removed using the PFD controller.

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Altitude Entry

VNAV Altitude
Constraint Button Flight Level
and VNAV Offset Mode Button
distance Button
MSL
Mode Button
Phase Climb
and Descent
Buttons

VNAV
Altitude
Constraint
Added
VNAV Offset
Added

Altitude Constraint
shown

Phase shown

Figure 5-92 Adding an Altitude Constraint and Along-Track Offset

PARALLEL TRACK
The Parallel Track feature allows creation of a parallel course offset of 1 to 50 nm left or right of the current
flight plan. When Parallel Track is activated, the course line drawn on the map shows the parallel course, and
waypoint names have a lower case “-p” placed after the identifier.
While flying a parallel track:
»» Initiating a direct-to will cancel the parallel track and fly direct-to the selected waypoint.
»» Initiating a hold at the present position will cancel the parallel track and fly the holding pattern.
»» Initiating a hold at a waypoint will result in the aircraft flying the parallel track until a turn is required to fly
to the hold waypoint. If the hold is removed prior to reaching the hold waypoint, the parallel track will be
resumed. Once the holding pattern is active, the parallel track will not be resumed upon exiting the hold.

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Parallel Track is also cancelled if a course change occurs greater than 120° or the parallel tracks overlap as
a result of the course change.

NOTE: Vertical navigation is unavailable while the Parallel Track feature is active.

Active Flight Plan prior

to Parallel Track

Figure 5-93 Active Flight Plan on Navigation Map - Prior to Activating Parallel Track

Offset Direction
Left Button
Right Button Activate Parallel Track Button

Parallel Track Status

Offset Distance Button

Figure 5-94 Parallel Track - Selecting Parallel Track

Activating parallel track:
1) From Home, touch Flight Plan > Flight Plan Options > Parallel Track.
2) Touch the Left Button or the Right Button to choose the offset direction.
3) Touch the Offset Distance Button to display the keypad.
4) Use the keypad to select the distance.
5) Touch the Enter Button to accept the distance, and return to the 'Parallel Track' Screen.
6) Touch the Activate Parallel Track Button to activate the parallel track function.

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Original Track
Parallel Track
Parallel Track Waypoints
- TIFTO-p
- TOP-p

Activating Parallel Track

affects the active flight plan
from the current position on
(will not affect an approach)

Figure 5-95 Active Flight Plan on Navigation Map - Parallel Track Active
If the parallel track proposed by the offset direction and distance is not allowed by the system, the activation
prompt is displayed, but disabled. If an approach leg is active, the status will indicate the system is unable
to activate the parallel track with the message ‘Parallel Track Unavailable Approach Leg Active’. If the offset
direction and distance results in an unreasonable route geometry, the status will indicate the system is
unable to activate the parallel track because of invalid geometry (‘Parallel Track Unavailable Invalid Route
Geometry’). If the active leg is not a track between two fixes (TF) or a course to a fix (DF) leg, then the status
will indicate the system is unable to activate the parallel track because parallel track is not available for the
active leg type (‘Parallel Track Unavailable Not Allowed for Active Leg’).
Cancelling parallel track:
1) From Home, touch Flight Plan > Flight Plan Options > Parallel Track.
2) Touch the Cancel Parallel Track Button to cancel the parallel track function.

CLOSEST POINT OF FLIGHT PLAN

Closest Point of Flight Plan calculates the bearing and closest distance at which a flight plan passes a
selected waypoint, and allows creation of a new user waypoint along the flight plan at the location closest to
a chosen reference waypoint.
Determining the closest point along the active or standby flight plan to a selected waypoint:
1) For the active flight plan: From Home, touch Flight Plan.
Or:
For the standby flight plan: From Home, touch Flight Plan > Standby Flight Plan.
Or:

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For the stored flight plan:

a) From Home, touch Flight Plan > Flight Plan Options > Flight Plan Catalog to display the 'Flight Plan
Catalog' Screen.
b) Scroll the list if needed and touch a stored flight plan button to display the 'Catalog Options' Window.
c) Touch the Edit Button to display the 'Edit Stored Flight Plan' Screen.
2) Touch the Flight Plan Options Button to display the 'Flight Plan Options' Window.
3) Touch the Closest Point of Flight Plan Button to display the 'Closest Point of Flight Plan' Screen.
4) Touch the From Waypoint Button to display the keypad.
5) Use the keypad and the Enter Button to select the “From” waypoint.
6) Touch the Insert Point into Flight Plan Button to add the calculated waypoint into the flight plan. The name
for the new waypoint is derived from the identifier of the From waypoint.

From Waypoint Button

Calculated Bearing/Distance and

Latitude/Longitude of the Closest
Point of Flight Plan

Figure 5-96 Closest Point of Flight Plan

Inserted Flight Plan Waypoint

Figure 5-97 Closest Point of Flight Plan inserted in Active Flight Plan

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USER-DEFINED HOLDING PATTERNS

A holding pattern can be defined at any active or standby flight plan waypoint, at the aircraft present
position, or at a direct-to waypoint.

Hold at
Waypoint Waypoint
Options Button Button

Course Direction Button

(Inbound or Outbound)
Turn Button Leg Length Mode Button
(Right or Left) (Time or Distance)
Hold at P.POS Button Leg Time or Leg Distance Button

Hold Location Information Inbound/Outbound Course Button

Expect Further Clearance Button

Cancel Hold Button Show on Map Button

Figure 5-98 Creating a User Defined Holding Pattern at an Active Flight Plan Waypoint

Creating or Editing a user-defined hold at an active or standby flight plan waypoint:

1) For the active flight plan: From Home, touch Flight Plan.
Or:
For the standby flight plan: From Home, touch Flight Plan > Standby Flight Plan.

2) Scroll the list, if necessary, to display the waypoint at which to define the holding or edit the existing holding:
a) To create holding, touch the Waypoint Selection Button to select the waypoint at which to define the
holding pattern. The 'Waypoint Options' Window is displayed.
b) Touch the Hold at Waypoint Button. The 'Hold at Waypoint' Screen is displayed.
Or:
a) To edit, touch the Hold Waypoint Selection Button. The 'Waypoint Options' Window is displayed.
b) Touch the Edit Hold Button. The 'Hold at Waypoint' Screen is displayed.
3) Touch the Turn Button, and touch the Right Button or the Left Button to select the turn direction.
4) Touch the Course Direction (Inbound or Outbound) Button, and touch the Inbound Button or the Outbound
Button to select the course direction.

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5) Touch the Course Button to display the keypad. Use the keypad and the Enter Button to select the inbound
or outbound course.
6) Touch the Leg Length Mode Button, and touch the Distance Button or the Time Button to select the length mode.
7) Touch the Leg Time Button or the Leg Distance Button to display the keypad. Use the keypad and the Enter
Button to select the length of the leg.
8) Touch the Expect Further Clearance Button to display the keypad. Use the keypad and the Enter Button to
select the time for a reminder. A system message (HOLD EXPIRED Holding EFC time expired.) will be triggered
at the selected time.
9) Touch the Create Button to add the hold into the flight plan.

NOTE: The HOLD EXPIRED message only remains active for approximately 30 seconds before being
removed.

Creating a user-defined hold at the aircraft present position:

1) From Home, touch Flight Plan > Flight Plan Options.
2) Touch the Hold at P. POS Button. The 'Hold at Waypoint' Screen is displayed.
3) Touch the Turn Button, and touch the Right Button or the Left Button to select the turn direction.
4) Touch the Course Direction (Inbound or Outbound) Button, and touch the Inbound Button or the Outbound
Button to select the course direction.
5) Touch the Course Button to display the keypad. Use the keypad and the Enter Button to select the course.
6) Touch the Leg Length Mode Button, and touch the Distance Button or the Time Button to select the length
mode.
7) Touch the Leg Time Button or the Leg Distance Button to display the keypad. Use the keypad and the Enter
Button to select the length of the leg.
8) Touch the Expect Further Clearance Button to display the keypad. Use the keypad and the Enter Button to
select the time for a reminder. A system message (HOLD EXPIRED Holding EFC time expired.) will be triggered
at the selected time.
9) Touch the Create Button to create an Offroute Direct-to hold waypoint at the aircraft present position.
10) If desired, to enter the hold into the flight plan, touch the PPOS-H waypoint options button to display the 'Direct
To' Screen.
11) Touch the Insert in Flight Plan Button. The 'Insert¯ PPOS-H Before?' Window is displayed.
12) Touch the desired Waypoint Selection Button, and the hold is inserted in the flight plan before the selected waypoint.

NOTE: When a user-defined hold is created at the aircraft present position (shown as “Offroute ¯”,
“ñPPOS-H”, at the top of the 'Active Flight Plan' Screen), the hold is the only part of the active flight
plan shown on the map display. The hold must be canceled using the ‘Removing a user-defined hold at
the aircraft present position’ procedure, which immediately removes the hold from the active flight plan,
provides guidance to the active leg, and resumes automatic waypoint sequencing. The system will not
follow the hold to the inbound course before resuming automatic waypoint sequencing. Following the steps
in the procedure to insert the hold into the active flight plan will enable the Exit Hold capability.

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NOTE: If a user-defined hold has been created at the aircraft present position (shown as “Offroute ¯”,
“ñPPOS-H”, at the top of the 'Active Flight Plan' Screen), and then is edited, the preview shown on the map
will reflect the new position of the holding pattern, but the PPOS-H waypoint (orange square) may not be
accurately depicted. When the edited holding pattern is created, the PPOS-H waypoint is shown correctly.

Hold at P.POS Button

Course Direction Button

(Inbound or Outbound)
Turn Button Leg Length Mode Button
(Right or Left) (Time or Distance)
Hold at P.POS Button Leg Time or Leg Distance Button

Hold Location Information Course Button

Expect Further Clearance Button

Cancel Hold Button Show on Map Button

PPOS Hold
Offroute
Direct-To
PPOS-H
Waypoint
Options
Button

Activate and
Insert in Flight
Plan Button
Figure 5-99 Creating a User Defined Holding Pattern at the Aircraft Present Position

Creating a user-defined hold at a Direct To waypoint:

1) From Home, touch Flight Plan.
2) Touch the Direct-To Button and set up the Direct To waypoint as desired.
3) Touch the Hold Button. The 'Direct To Hold' Screen is displayed.

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4) Touch the Turn Button, and touch the Right Button or the Left Button to select the turn direction.
5) Touch the Course Direction Button, and touch the Inbound Button or the Outbound Button to select the
course direction.
6) Touch the Inbound/Outbound Course Button to display the keypad. Use the keypad and the Enter Button to
select the inbound or outbound course.
7) Touch the Leg Length Mode Button, and touch the Distance Button or the Time Button to select the length
mode.
8) Touch the Leg Time Button or the Leg Distance Button to display the keypad. Use the keypad and the Enter
Button to select the length of the leg.
9) Touch the Expect Further Clearance Button to display the keypad. Use the keypad and the Enter Button to
select the time for a reminder.
10) Touch the Enter Button to return to the 'Direct To' Screen.
11) Touch the Activate ¯ Button to activate the Direct-To and add the hold into the flight plan.

Direct To
Button

Hold
Button

Course Direction Button

(Inbound or Outbound)
Turn Button Leg Length Mode Button
(Right or Left) (Time or Distance)
Hold at P.POS Button Leg Time or Leg Distance Button

Hold Location Information Course Button

Expect Further Clearance Button

Cancel Hold Button Show on Map Button

Figure 5-100 Creating a User Defined Holding Pattern at a Direct To Waypoint

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Removing a user-defined hold at an active flight plan waypoint or at a Direct-To waypoint (hold
not active):
1) From Home, touch Flight Plan.
2) Scroll the list, if necessary, and touch the Hold Waypoint Selection Button. The 'Waypoint Options' Window is
displayed.
3) Touch the Remove Hold Button.
4) Touch the OK Button in response to “Remove Holding Pattern?” The holding pattern is removed. To cancel the
request, touch the Cancel Button.

Remove Hold Exit Hold

Button Button
Holding Pattern Not Active Holding Pattern Active
Figure 5-101 Removing a User Defined Holding Pattern at an Active Flight Plan Waypoint

Exiting a user-defined hold at an active flight plan waypoint or at a Direct-To waypoint (hold
active):
1) From Home, touch Flight Plan
2) Scroll the list, if necessary, and touch the Hold Waypoint Selection Button. The 'Waypoint Options' Window is
displayed.
3) Touch the Exit Hold Button.
4) Touch the OK Button in response to “Exit Hold at <identifier>?” The holding pattern will be exited at the hold
waypoint. To cancel the request, touch the Cancel Button.

NOTE: The Remove Hold Button on the Active Flight Plan 'Waypoint Options' Window, and the Cancel Hold
Button on the 'Direct To Hold' Screen, immediately remove the holding pattern from the active flight plan,
provide guidance to the active leg, and resume automatic waypoint sequencing. Using the Exit Hold Button
on the Active Flight Plan 'Waypoint Options' Window, or the SUSP Button on the PFD will follow the holding
pattern to the inbound course and resume automatic waypoint sequencing.

Removing a user-defined hold at the aircraft present position:

1) From Home, touch Flight Plan.
2) Scroll the list, if necessary, and touch the PPOS-H waypoint options button, or touch the Direct-To Button. The
'Direct To' Screen is displayed.

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3) Touch the Cancel ¯ PPOS-H Button.

4) Touch the OK Button in response to “Cancel ¯ PPOS-H?”. The holding pattern is removed. To cancel the
request, touch the Cancel Button.

Cancel D-> PPOS-H Button

Figure 5-102 Removing a User Defined Holding Pattern at the Aircraft Present Position

ARRIVAL ALERT SETTINGS

An arrival alert can be set to notify the pilot with a message upon reaching a user-specified distance from
the final destination (the direct-to waypoint or the last waypoint in a flight plan).

Arrival Alert Enable Button Arrival Alert Distance

Figure 5-103 Alerts Tab - Airspace/Arrival Alerts

Changing the Arrival Alert settings:

1) From Home, touch Utilities > Setup > Avionics Settings.
2) Touch the Alerts Tab.
3) Scroll if needed, and touch the Arrival Alert Button to enable/disable the alert..
4) Touch the Arrival Alert Distance Button to display the keypad.
5) Enter the arrival alert distance and touch the Enter Button.

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MANAGING FLIGHT PLANS

The pilot can manage flight plans by importing/exporting (via mobile device and SD card), storing, copying,
and deleting. For information on importing from ACARS, see the Additional Features Section.
IMPORTING AND EXPORTING FLIGHT PLANS
A stored flight plan can be imported from an SD Card or exported to an SD Card.
Importing a Flight Plan from an SD Card:
1) Insert the SD card containing the flight plan in the top card slot on the MFD.
2) From MFD Home, touch Flight Plan > Flight Plan Options > Flight Plan Catalog >
Create New Catalog Flight Plan > Flight Plan Options.
3) Touch the Import Button to display the 'Import Flight Plan' Screen.
4) Touch a flight plan selection button to display the flight plan information and activate the Import Button.
5) Touch the Import Button.
6) Touch the OK Button to return to the 'Edit Stored Flight Plan' Screen.
If the import fails, a 'Flight Plan Import Failed' message will be displayed. Touch the OK Button to return
to the 'Edit Stored Flight Plan' Screen.

NOTE: The imported flight plan will not contain any procedures or airways, and will not have an origin or
destination airport.

Flight Plan
Select
Import Button
Button

Import
Button

Selected
Flight Plan
Info

Figure 5-104 Flight Plan Import

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NOTE: If the imported flight plan contains a waypoint with a name that duplicates the name of a waypoint
already stored on the system, the system compares the coordinates of the imported waypoint with those of
the existing waypoint. If the coordinates are different, the imported waypoint is automatically renamed by
adding characters to the end of the name.

Exporting a stored Flight Plan to an SD Card:

1) Insert the SD card for storing the flight plan in the top card slot on the MFD.
2) From Home, touch Flight Plan > Flight Plan Options.
3) Touch the Flight Plan Catalog Button to display the 'Flight Plan Catalog' Screen.
4) Touch a flight plan selection button to display the 'Catalog Options' Window.
5) Touch the Export Button to display the 'Export Flight Plan' Screen.
6) Touch the File Name: Button to rename the exported flight plan using the keypad or right knobs, if necessary.
7) Touch the Export Button.
8) Touch the OK Button in response to the “Flight Plan Successfully Exported.” prompt to return to the 'Flight Plan
Options' Window.

NOTE: The exported flight plan will not contain any procedures or airways. The flight plan origin/destination
airport will be exported, but as the first and last waypoint, not the origin and destination.

Flight Plan
Selection
Flight Plan Button
Catalog
Button
Export
Button

Export
Button

Figure 5-105 Stored Flight Plan Export

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In some circumstances, some flight plan import or export messages may appear in conjunction with others.

Flight Plan Import/Export Results Description

‘Flight plan successfully imported.’ A flight plan file stored on the SD card was successfully imported as a stored flight plan.
‘File contained user waypoints only. User The file stored on the SD card did not contain a flight plan, only user waypoints. These
waypoints imported successfully. No waypoints have been saved to the system user waypoints. No flight plans stored in the
stored flight plan data was modified.’ system have been modified.
‘No flight plan files found to import.’ The SD card contains no flight plan data.
‘Flight plan import failed.’ Flight plan data was not successfully imported from the SD card.
‘Flight plan partially imported.’ Some flight plan waypoints were successfully imported from the SD card, however others
had errors and were not imported. A partial stored flight plan now exists in the system.
‘File contained user waypoints only.’ The file stored on the SD card did not contain a flight plan, only user waypoints. In
addition, one or more of these waypoints may not have imported successfully.
‘Too many points. Flight plan truncated.’ The flight plan on the SD card contains more waypoints than the system can support.
The flight plan was imported with as many waypoints as possible.
‘Some waypoints not loaded. Waypoints The flight plan on the SD card contains one or more waypoints the system cannot find
locked.’ in the navigation database. The flight plan has been imported, but must be edited
within the system before it can be activated for use.
‘User waypoint database full. Not all The flight plan file on the SD card contains user waypoints. The quantity of stored user
loaded.’ waypoints has exceeded system capacity, therefore not all the user waypoints on the SD
card have been imported. Any flight plan user waypoints that were not imported are
locked in the flight plan. The flight plan must be edited within the system before it can
be activated for use.
‘One or more user waypoints renamed.’ One or more imported user waypoints were renamed when imported due to naming
conflicts with waypoints already existing in the system.
‘Flight plan successfully exported.’ The stored flight plan was successfully exported to the SD card.
‘Flight plan export failed.’ The stored flight plan was not successfully exported to the SD card. The SD card may
not have sufficient available memory or the card may have been removed prematurely.

Table 5-8 Flight Plan Import/Export Messages

DELETING THE ACTIVE OR STANDBY FLIGHT PLAN
The active flight plan is erased when the system is turned off, or overwritten when another flight plan is
activated. Additionally, the system allows the pilot to delete the active and standby flight plan. Deleting the
active flight plan suspends navigation by the system.
Deleting the active or standby flight plan:
1) For the active flight plan: From Home, touch Flight Plan > Flight Plan Options.
Or:
For the standby flight plan: From Home, touch Flight Plan > Standby Flight Plan > Flight Plan Options.

2) Touch the Delete Flight Plan Button.
3) Touch the OK Button in response to “Delete all waypoints in flight plan?”. The flight plan is deleted. To cancel
the request, touch the Cancel Button.

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STORED FLIGHT PLAN FUNCTIONS

Stored flight plans are listed on the 'Flight Plan Catalog' Screen. Each stored flight plan can be copied to
the standby flight plan, and are available for activation (becomes the active flight plan). The system can store
up to 99 flight plans. Details about each stored flight plan can be viewed on the 'Flight Plan Catalog' Screen.
Viewing information about a stored flight plan:
1) From Home, touch Flight Plan > Flight Plan Options.
2) Touch the Flight Plan Catalog Button to display the 'Flight Plan Catalog' Screen. The flight plan information
is displayed showing departure, destination, and total distance information for the stored flight plans.
3) Touch a stored flight plan button to display the 'Catalog Options' Window.
4) Touch the Edit Button to display the 'Edit Stored Flight Plan' Screen to view the waypoints in the stored flight
plan.

Stored Flight Plan Button Cumulative Flight Plan Distance

Departure Airport Identifier/Symbol

Destination Airport Identifier/Symbol

Figure 5-106 Flight Plan Catalog

Stored Flight Plan Selected

Flight Plan Options Button

Figure 5-107 Edit Stored Flight Plan

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Storing a Flight Plan from the Active or Standby Flight Plan

The standby flight plan may be used as a means to create a flight plan for future use. Once a standby flight
plan is created, it can be stored to the Flight Plan Catalog.
Storing a flight plan from the Active or Standby Flight Plan:
1) For the active flight plan: From Home, touch Flight Plan > Flight Plan Options.
Or:
For the standby flight plan: From Home, touch Flight Plan > Standby Flight Plan > Flight Plan Options.

2) Touch the Store Button.
3) Touch the OK Button in response to the question “Store XXXX/XXXX into catalog?”.

Activate a Stored Flight Plan

Activating a stored flight plan erases the active flight plan and replaces it with the flight plan being
activated. Inverting and activating a stored flight plan reverses the waypoint order, erases the active flight
plan, and replaces it with the flight plan being activated (the stored flight plan is not changed). Activating
the standby flight plan swaps the active and standby flight plans. (The standby flight plan becomes the
active flight plan, and the active flight plan becomes the standby flight plan.)
Activating a stored flight plan:
1) From Home, touch Flight Plan > Flight Plan Options.
2) Touch the Flight Plan Catalog Button to display the 'Flight Plan Catalog' Screen.
3) Touch a stored flight plan button to display the 'Catalog Options' Window.
4) Touch the Activate Button.
5) If necessary, touch the OK Button in response to “Activate Selected Flight Plan and Replace Current Active
Route?”. To cancel the request, touch the Cancel Button.
Inverting and activating a stored flight plan:
1) From Home, touch Flight Plan > Flight Plan Options.
2) Touch the Flight Plan Catalog Button to display the 'Flight Plan Catalog' Screen.
3) Scroll the list if necessary and touch a flight plan selection button to display the 'Catalog Options' Window.
4) Touch the Invert and Activate Button.
5) If necessary, touch the OK Button in response to “Invert and Activate Selected Flight Plan and Replace Current
Active Route?”. The stored flight is inverted (all procedures are removed) and becomes the active flight plan.
The stored flight plan is not modified. To cancel the request, touch the Cancel Button.

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Copy a Stored Flight Plan

The system allows copying a stored flight plan into a new flight plan memory slot, allowing editing, etc.,
without affecting the original flight plan. This can be used to duplicate an existing stored flight plan for
use in creating a modified version of the original stored flight plan. A stored flight plan can also be copied
to the standby flight plan.
Copying a stored flight plan to another flight plan memory slot:
1) From Home, touch Flight Plan > Flight Plan Options.
2) Touch the Flight Plan Catalog Button to display the 'Flight Plan Catalog' Screen.
3) Touch a stored flight plan button to display the 'Catalog Options' Window.
4) Touch the Copy Button.
5) Touch the OK Button in response to “Copy Flight Plan <flight plan name>?”. The copied flight plan is placed
at the end of the list of stored flight plans. To cancel the request, touch the Cancel Button.
Copying a stored flight plan to the standby flight plan:
1) From Home, touch Flight Plan > Flight Plan Options.
2) Touch the Flight Plan Catalog Button to display the 'Flight Plan Catalog' Screen.
3) Touch a stored flight plan button to display the 'Catalog Options' Window.
4) Touch the Copy to Standby Button. If the standby flight plan is empty, the selected flight plan is copied to
the standby flight plan. If there is already a standby flight plan, then a confirmation message is displayed.
5) If necessary, touch the OK Button in response to “Copy Selected Flight Plan and Replace Current Standby Flight
Plan?”. The selected flight plan is copied to the standby flight plan. To cancel the request, touch the Cancel Button.
Delete a Stored Flight Plan
Individual flight plans can be deleted from the system memory.
Deleting a stored flight plan:
1) From Home, touch Flight Plan > Flight Plan Options.
2) Touch the Flight Plan Catalog Button to display the 'Flight Plan Catalog' Screen.
3) Touch a stored flight plan button to display the 'Catalog Options' Window.
4) Touch the Delete Button.
5) Touch the OK Button in response to “Delete Flight Plan <flight plan name>?”. The flight plan is deleted, and
any flight plans following it in the list are shifted up. To cancel the request, touch the Cancel Button.

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CHANGING A FLIGHT PLAN COMMENT (NAMES)

The comment field (name) of each flight plan can be changed to something that is useful for identification
and sorting.
Changing a flight plan comment:
1) For the active flight plan: From Home, touch Flight Plan > Flight Plan Options.
Or:
For the standby flight plan: From Home, touch Flight Plan > Standby Flight Plan > Flight Plan Options.
Or:
For the stored flight plan:
a) From Home, touch Flight Plan > Flight Plan Options.
b) Touch the Flight Plan Catalog Button to display the 'Flight Plan Catalog' Screen.
c) Scroll the list if necessary and touch a stored flight plan button to display the 'Catalog Options' Window.
2) Touch the Rename Button to display the keypad.
3) Use the keypad to select the comment.
4) Touch the Enter Button to accept the comment, and return to the flight plan.

Changing the active flight plan comment using the PFD Controller:
1) On the PFD Controller, press the FPL Key to display the 'Flight Plan' Window.
2) Turn the large PFD Knob to move the cursor to the comment field at the top of the flight plan (e.g. KMKC/
KCOS), if necessary.
3) Turn the small PFD Knob one click to activate the editing cursor.
4) Turn the large and small PFD knobs to select the comment (large knob moves the cursor; small knob selects the
character).
5) Press the ENT Key or the small PFD Knob to accept the selection.

NOTE: Changing the comment using the PFD Controller does not update the comment on the 'Active Flight
Plan' Screen on the Touchscreen Controller unless something else in the flight plan is also changed.

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5.7 VERTICAL NAVIGATION

NOTE: The system supports vertical path guidance and altitude constraints for the following leg types: AF,
CD, CF, CI, CR, DF, FC, FD, PI, RF, and TF. Vertical constraints are not retained in stored flight plans.
The system Vertical Navigation (VNAV) feature provides vertical profile guidance during the enroute and
terminal phases of flight. Guidance based on specified altitude constraints in the active flight plan or for a
direct-to waypoint is provided. Vertical navigation is based on barometric altitudes, not on GPS altitude, and is
used for climb, cruise and descent phases of flight. It includes vertical path guidance for descending paths. The
guidance is provided as a linear deviation from the desired path. The desired path is defined by a line joining two
waypoints with specified altitudes or as a vertical angle from a specified waypoint/altitude.
VNAV is available for flight control operations when valid VNAV data is entered in the flight plan, and the VNAV
Enabled Button is selected (annunciator bar is green) on the 'Active Performance' Screen, Targets Tab. Refer to
the AFCS Section for more information on activating the flight director and using the vertical navigation mode.
With VNAV enabled, the aircraft will be in the climb flight phase when the active leg is part of a departure
procedure or when a climb constraint is defined in the flight plan on or after the active leg.
The aircraft will enter the cruise flight phase when it has sequenced all climb altitude constraints (excluding
those in the missed approach), and the aircraft has reached 500 feet below the cruise altitude. Cruise Altitude is
the highest of the current altitude, highest altitude constraint (excluding constraints in the missed approach), or
selected altitude. A climb constraint is sequenced once the aircraft is laterally beyond the climb waypoint or has
reached at least 250 feet higher than an ‘at-or-above’ climb constraint.
When VNAV is enabled, the 'Current VNAV Profile' Box on the Active Flight Plan Inset and the Flight Plan
Progress Inset ('Navigation Map' Pane) will display CRZ ALT instead of an active VNAV waypoint until the aircraft
is within 10 nm of TOD or unless the selected altitude is adjusted 75 feet or below the next active VNAV waypoint.
If the preceding conditions are met, then the 'Current VNAV Profile' Box will change to show the active VNAV
waypoint ID and altitude. CRZ ALT will not be displayed again unless the selected altitude is adjusted at or above
the current altitude, or a climb phase is initiated.
The aircraft will enter the descent flight phase when within 10 nm of TOD. The VS Target Button and the FPA
Button will be subdued until the aircraft is within 10 nm of TOD or if the selected altitude is adjusted below 75
feet of the next active VNAV waypoint.
VNAV can be enabled or disabled anytime during the flight. Disabling VNAV cancels active waypoint vertical
guidance. Canceling vertical navigation results in vertical deviation (V DEV), vertical speed required (VS REQ),
time to top of descent/bottom of descent (TIME TO TOD/BOD), and time to top of climb/bottom of climb (TIME
TO TOC/BOC) going invalid. The Vertical Deviation Indicator (VDI) and Required Vertical Speed Indicator
(RVSI) on the PFD are removed. VNAV remains disabled until manually enabled.
The vertical navigation profile can be modified by directly entering either a vertical speed target (VS Target) or
a flight path angle (FPA), on the 'Active Performance' Screen, Targets Tab.

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NOTE: Adjusting the altimeter barometric setting creates discontinuities in VNAV vertical deviation, moving
the path. For large adjustments, it may take several minutes for the aircraft to re-establish on the descent
path. If the change is made while nearing a waypoint with a VNAV Target Altitude, the aircraft may not re-
establish on the path in time to meet the vertical constraint.

NOTE: The Top of Descent (TOD) vertical track alert will not repeat unless more than 90 seconds have
elapsed since the first occurrence or if no other VNAV track change alerts have triggered from the previous
Top of Descent (TOD) vertical track alert. If the altitude constraint or the flight path angle constraint is
modified and the new TOD is less than 90 seconds away, then the vertical track alert will not repeat.

NOTE: If the aircraft is within 1 minute of an upcoming vertical track change (Top of Descent, Bottom of
Descent, etc.) and the CDI is changed from a non-FMS source to FMS, the audio and visual alert for the
vertical track change may not be provided.

VNAV Enabled
Button
-VNAV Enabled

Figure 5-108 Enable/Disable VNAV

Current Vertical
Navigation Profile
VNAV Altitude At Cruise
Contraint

Figure 5-109 Active Flight Plan - VNAV Cruise

Current Vertical
VNAV Altitude Navigation Profile
Contraint VNAV Waypoint ID shown

Figure 5-110 Active Flight Plan - VNAV near TOD

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Enabling/disabling VNAV guidance:

1) From Home, touch Flight Plan > PERF VNAV.
Or:
From Home, touch PERF > Active PERF.
2) If necessary, touch the Targets Tab. Touch the VNAV Enabled Button to enable/disable vertical navigation.

Modifying the VS Target and FPA:

1) From Home, touch Flight Plan > PERF VNAV.
Or:
From Home, touch PERF > Active PERF.
2) If necessary, touch the Targets Tab. Touch the VS Target Button or the FPA Button to display the keypad.
3) Use the keypad and the Enter Button to select the vertical speed target or the flight path angle.
The system Performance Management (PERF) feature may be used to calculate best rate of climb, long range
cruise, and rate of descent based on performance values derived from a valid database. Alternatively, the system
may also calculate these values based on current groundspeed and fuel flow if the performance database is invalid.
Both modes can provide estimates with or without Anti-Ice in use.
The system offers two modes for deriving PERF calculations:
• Full PERF - Time and fuel estimates are based on selected Climb/Cruise/Descent schedules and performance
database data. This is the default mode when a performance database is available. If a valid database is not
available, this mode is subdued and cannot be selected.
• Current GS/FF - Computes time and fuel based on current ground speed and sensed fuel flow.
Setting the PERF Mode and use of Anti-Ice:
1) For the standby flight plan: From Home, touch Flight Plan > Standby Flight Plan > Standby PERF.
Or:
For the active flight plan: From Home, touch Flight Plan > PERF VNAV.
Or:
For the active flight plan: From Home, touch PERF > Active PERF.
2) Touch the PERF Options Button. A window is displayed showing the perf options.
3) Touch the PERF Mode Button to select the Current GS/FF mode or the Full PERF Mode.
4) Touch the Anti-Ice Enabled Button to enable/disable performance calculations with anti-ice on/off.
When either the Climb, Cruise, Descent, or ETD - Alternate Tab is selected on the 'Active Performance'
Screen, the 'Active Performance' Pane is shown on the active display pane. The 'Active Performance' Pane consists
of the elements shown in the following figures.

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Navigation Map showing the

Active Flight Plan

Active Performance Plan

Active Cruise Data Calculations Active Mission Fuel Calculations

Figure 5-111 'Active Performance' Pane

Climb Schedule

Cruise Schedule

Destination Airport Descent Schedule

Alternate Airport

Figure 5-112 Active Performance Plan

NOTE: The 'Active Performance' Pane will display speed per phase of flight as defined in the corresponding
speed schedule. However, the FMS Speed Target may be limited to a lesser speed. See the FMS Speed
discussion later in this section for more information.

Average Tailwind or Headwind

Ceiling Altitude
Range to Reserve Fuel
Time to Reserve Fuel
Fuel on Board

Figure 5-113 Active Cruise Data Calculations

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Fuel Required to Destination

Fuel Required to Alternate
Destination
Required Reserve Fuel
Total Fuel Required
- Fuel Required to Alternate plus
Excess Fuel Required Reserve Fuel
Figure 5-114 Active Mission Fuel Calculations
The calculation of total fuel required (TOT Fuel RQRD) and estimated time of arrival (ETA) requires entry of
departure and destination airports, departure time, and initial altitude via the 'Active Performance' Screen, ETD-
Alternate and Cruise Tabs, as well as entry of fuel on board, fuel reserves, and hold time via the 'Weight and
Fuel' Screen, Fuel Tab.
Standby flight plan calculations may also be made by entering climb, cruise, descent, and wind and temperature
values on the 'Standby Performance' Screen. The 'Standby Performance' Pane is shown on the active display pane
when the 'Standby Performance' Screen is in use on the Touchscreen Controller. For information on Standby
Weight and Fuel planning, see the Weight and Fuel Managment Section. For information on the Standby Flight
Plan, see the Flight Planning Section.
AIRPORT DATA FOR PERFORMANCE CALCULATIONS
The ETD - Alternate Tab on the 'Active Performance' Screen pulls information from the active flight plan to
populate the origin and destination airports. Departure time may be entered for planning purposes while on
the ground to calculate an estimated time of arrival (ETA) based on the active flight plan. Distance to destination
is the computed distance along the flight plan to the destination airport.
Distance to the alternate airport is the computed straight line distance from the destination airport to the
alternate airport.
Setting the departure time:
1) For the standby flight plan: From Home, touch Flight Plan > Standby Flight Plan > Standby PERF.
Or:
For the active flight plan: From Home, touch Flight Plan > PERF VNAV.
Or:
For the active flight plan: From Home, touch PERF > Active PERF.
2) Touch the ETD - Alternate Tab, if necessary.
3) Touch the Depart Time Button to display the keypad.
4) Use the keypad and the Enter Button to select the departure time.

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Selecting the alternate airport:

1) For the standby flight plan: From Home, touch Flight Plan > Standby Flight Plan > Standby PERF.
Or:
For the active flight plan: From Home, touch Flight Plan > PERF VNAV.
Or:
For the active flight plan: From Home, touch PERF > Active PERF.
2) Touch the ETD - Alternate Tab, if necessary.
3) Touch the Alternate Button to display the keypad.
4) Use the keypad and the Enter Button to select the alternate airport.

ETD - Alternate Tab

Origin Airport
(from active flight plan)

Destination Airport
(from active flight plan) Distance (DIS) to Destination

Alternate Airport Button

Distance (DIS) to Alternate

Figure 5-115 Active Performance - Required Reserves Tab

The system estimates time and fuel required to the alternate airport by calculating a separate climb, cruise,
and descent path for the alternate airport (calculated as if the plane were to almost touchdown briefly at
the destination airport and then continue on to the alternate airport). The climb, cruise, and descent to the
alternate airport use the same initial cruise altitude, speed profiles, etc. as the enroute performance calculation
to the destination airport.
When the aircraft has flown past the destination airport and an alternate airport is not specified, the system
will use a path that returns to the destination airport once the aircraft is five nautical miles or more past the
destination.
If necessary, alternate destination data may be removed.
Remove alternate destination:
1) For the standby flight plan: From Home, touch Flight Plan > Standby Flight Plan > Standby PERF.
Or:
For the active flight plan: From Home, touch Flight Plan > PERF VNAV.
Or:
For the active flight plan: From Home, touch PERF > Active PERF.
2) Touch the PERF Options Button. A window is displayed showing the perf options.
3) Touch the Remove Alternate Button.

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CLIMB/ CRUISE/ DESCENT PERFORMANCE MANAGEMENT

Climb/cruise/descent performance data may be entered for flight planning on the 'Active Performance' Screen
or the 'Standby Performance' Screen. When in the climb, cruise, or descent flight phase, the FMS speed will
utilize the speeds set in the respective flight phase speed schedule.
CLIMB
Climb performance data may be entered on the 'Active Performance' Screen or on the 'Standby Performance'
Screen. The climb schedule may set to the default or Pilot Defined values. The transition level may be set
as desired so that crossing altitudes which are at or above it will be displayed in flight levels and crossing
altitudes below the transition level will be displayed in MSL.
Climb speed constraints may be set for the FMS speed target. Performance calculations will take speed
constraints into account when predicting time and fuel.

Figure 5-116 Active Performance - Climb Schedule Modification

Selecting a pre-defined Climb Schedule:

1) For the standby flight plan: From Home, touch Flight Plan > Standby Flight Plan > Standby PERF.
Or:
For the active flight plan: From Home, touch Flight Plan > PERF VNAV.
Or:
For the active flight plan: From Home, touch PERF > Active PERF.
2) Touch the Climb Tab.
3) Touch the Climb Schedule Button to bring up the climb schedule window.
4) Touch the button for the desired climb schedule.

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Modifying the Climb Schedule:

1) For the standby flight plan: From Home, touch Flight Plan > Standby Flight Plan > Standby PERF.
Or:
For the active flight plan: From Home, touch Flight Plan > PERF VNAV.
Or:
For the active flight plan: From Home, touch PERF > Active PERF.
2) Touch the Climb Tab.
3) Touch the Climb Schedule Button to bring up the climb schedule window.
4) Touch the Pilot-Defined Climb Button to display the keypad.
5) Use the keypad and the Enter Button to select the desired climb schedule values. The climb schedule is shown
as a Pilot-Defined Climb.
6) To reselect a pre-defined schedule, touch the Climb Schedule Button to bring up the climb schedule window.
7) Touch the button for the desired climb schedule to reset the targets to a pre-defined setting (pilot-defined climb
schedules are not saved when a pre-defined climb schedule is selected).

NOTE: The speed selected for a Pilot-Defined Climb is used to estimate time enroute and to calculate the
active FMS speed target. If the performance database does not have representative climb data corresponding
to the selected speed, the performance calculation may produce overly pessimistic values or underestimated
enroute fuel use values. A Pilot-Defined Climb speed schedule may also lead to a miscalculation of ceiling
altitude.

Modifying the Climb Transition Altitude:

1) For the standby flight plan: From Home, touch Flight Plan > Standby Flight Plan > Standby PERF.
Or:
For the active flight plan: From Home, touch Flight Plan > PERF VNAV.
Or:
For the active flight plan: From Home, touch PERF > Active PERF.
2) Touch the Climb Tab.
3) Touch the Transition Altitude Button to display the keypad.
4) Use the keypad and the Enter Button to select the desired transition altitude.

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Reverting the Transition Altitude to the published value:

1) For the standby flight plan: From Home, touch Flight Plan > Standby Flight Plan > Standby PERF.
Or:
For the active flight plan: From Home, touch Flight Plan > PERF VNAV.
Or:
For the active flight plan: From Home, touch PERF > Active PERF.
2) Touch the Climb Tab.
3) Touch the Transition Altitude Button to display the keypad.
4) Touch the Revert to Published Button.
5) Touch the OK Button to revert to the published value.

Modifying the Climb Speed Limits:

1) For the standby flight plan: From Home, touch Flight Plan > Standby Flight Plan > Standby PERF.
Or:
For the active flight plan: From Home, touch Flight Plan > PERF VNAV.
Or:
For the active flight plan: From Home, touch PERF > Active PERF.
2) Touch the Climb Tab.
3) Touch any of the Speed Lmit buttons to display the keypad.
4) Use the keypad and the Enter Button to select the desired speed limit, altitude, and distance values. Repeat
steps 3 and 4 as necessary.
CRUISE
Cruise performance data can be modified on the 'Active Performance' Screen or on the 'Standby Performance'
Screen. Initial cruise altitude and the step climb altitude can be manually selected by entering either a flight
level or MSL value. The cruise schedule may set as desired. The system also allows entry of forecast wind and
temperature data.

Cruise Step Climb Increment Button

Figure 5-117 Active Performance - Cruise Schedule Modification

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Modifying the Cruise Initial Altitude or Step Climb Increment:

1) For the standby flight plan: From Home, touch Flight Plan > Standby Flight Plan > Standby PERF.
Or:
For the active flight plan: From Home, touch Flight Plan > PERF VNAV.
Or:
For the active flight plan: From Home, touch PERF > Active PERF.
2) Touch the Cruise Tab.
3) Touch the Initial Altitude Button or the Step Button to display the keypad.
4) Use the keypad and the Enter Button to select the desired value. Repeat steps 3 and 4 as necessary.

Selecting a pre-defined Cruise Schedule:

1) For the standby flight plan: From Home, touch Flight Plan > Standby Flight Plan > Standby PERF.
Or:
For the active flight plan: From Home, touch Flight Plan > PERF VNAV.
Or:
For the active flight plan: From Home, touch PERF > Active PERF.
2) Touch the Cruise Tab.
3) Touch the Cruise Schedule Button to bring up a window with the different cruise schedule options.
4) Touch the button for the desired cruise schedule.

Modifying the Cruise Schedule:

1) For the standby flight plan: From Home, touch Flight Plan > Standby Flight Plan > Standby PERF.
Or:
For the active flight plan: From Home, touch Flight Plan > PERF VNAV.
Or:
For the active flight plan: From Home, touch PERF > Active PERF.
2) Touch the Cruise Tab.
3) Touch the Cruise Schedule Button to bring up the cruise schedule window.
4) Touch the Pilot-Defined Cruise Button to display the keypad.
5) Use the keypad and the Enter Button to select the desired cruise schedule values. The cruise schedule is shown
as a Pilot-Defined Climb.
6) To reselect a pre-defined schedule, touch the Cruise Schedule Button to bring up the cruise schedule window.
7) Touch the button for the desired cruise schedule to reset the targets to a pre-defined setting (pilot-defined cruise
schedules are not saved when a pre-defined climb schedule is selected).

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NOTE: The speed selected for a Pilot-Defined Cruise is used to estimate time enroute and to calculate the
active FMS speed target. Pilot-defined cruise speed schedules may not affect the accuracy of performance
calculations provided the selected speeds are supported by the performance database (the correct fuel flow
for the given speed can be interpolated).

Modifying the Average Cruise Forecast:

1) For the standby flight plan: From Home, touch Flight Plan > Standby Flight Plan > Standby PERF.
Or:
For the active flight plan: From Home, touch Flight Plan > PERF VNAV.
Or:
For the active flight plan: From Home, touch PERF > Active PERF.
2) Touch the Cruise Tab.
3) Touch the Average Cruise Forecast Button to display the 'Cruise Weather Data' Screen.
4) Touch the At Altitude Button to display the keypad.
5) Use the keypad and the Enter Button to select the desired value.
6) Touch the Wind Button to display the keypad.
7) Use the keypad and the Enter Button to select the desired values.
8) Touch the ∆ISA Button to display the keypad.
9) Use the keypad and the Enter Button to select the desired value.
10) Touch the Remove Wind/Temp Button and the OK Button to remove the cruise weather data.

DESCENT
Descent performance data may be entered on the 'Active Performance' Screen or on the 'Standby Performance'
Screen. The descent schedule may set to preset or Pilot Defined values. The transition level may be set as
desired so that crossing altitudes which are at or above it will be displayed in flight levels and crossing
altitudes below the transition level will be displayed in MSL.
Descent speed constraints may be set for the FMS speed target. Performance calculations will take speed
constraints into account when predicting time and fuel.

NOTE: Changing the FMS VNAV Descent Schedule does not affect an active VNAV descent (indicated by
an Active VNAV Waypoint on the 'Active Performance' Screen-Targets Tab) or a user-defined waypoint
VNAV constraint. In this case, the active Flight Path Angle does not change, thus the Top of Descent is not
redefined.

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Figure 5-118 Active Performance - Descent Schedule Modification

Selecting a pre-defined Descent Schedule:

1) For the standby flight plan: From Home, touch Flight Plan > Standby Flight Plan > Standby PERF.
Or:
For the active flight plan: From Home, touch Flight Plan > PERF VNAV.
Or:
For the active flight plan: From Home, touch PERF > Active PERF.
2) Touch the Descent Tab.
3) Touch the Descent Schedule Button to bring up the descent schedule window
4) Touch the button for the desired descent schedule.

Modifying the Descent Schedule:

1) For the standby flight plan: From Home, touch Flight Plan > Standby Flight Plan > Standby PERF.
Or:
For the active flight plan: From Home, touch Flight Plan > PERF VNAV.
Or:
For the active flight plan: From Home, touch PERF > Active PERF.
2) Touch the Descent Tab.
3) Touch the Descent Schedule Button to bring up the cruise schedule window.
4) Touch the Pilot-Defined Descent Button to display the keypad.
5) Use the keypad and the Enter Button to select the desired descent schedule values. The descent schedule is
shown as a Pilot-Defined Descent.
6) To reselect a pre-defined schedule, touch the Descent Schedule Button to bring up the descent schedule
window.
7) Touch the button for the desired descent schedule to reset the targets to a pre-defined setting (pilot-defined
descent schedules are not saved when a pre-defined descent schedule is selected).

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Modifying the Descent Transition Level:

1) For the standby flight plan: From Home, touch Flight Plan > Standby Flight Plan > Standby PERF.
Or:
For the active flight plan: From Home, touch Flight Plan > PERF VNAV.
Or:
For the active flight plan: From Home, touch PERF > Active PERF.
2) Touch the Descent Tab.
3) Touch the Transition Level Button to display the keypad.
4) Use the keypad and the Enter Button to select the desired transition level.

Reverting the Descent Transition Level to the published value:

1) From Home, touch Flight Plan > PERF VNAV.
Or:
From Home, touch PERF > Active PERF.
2) Touch the Descent Tab.
3) Touch the Transition Level Button to display the keypad.
4) Touch the Revert to Published Button.
5) Touch the OK Button to revert to the published value.

Modifying the Descent Speed Limits:

1) For the standby flight plan: From Home, touch Flight Plan > Standby Flight Plan > Standby PERF.
Or:
For the active flight plan: From Home, touch Flight Plan > PERF VNAV.
Or:
For the active flight plan: From Home, touch PERF > Active PERF.
2) Touch the Descent Tab.
3) Touch any of the Speed Limits buttons to display the keypad.
4) Use the keypad and the Enter Button to select the desired speed limit, altitude, and distance values. Repeat
steps 3 and 4 as necessary.
WIND AND TEMPERATURE
The system will provide wind and temperature estimations for flight plan waypoints (displayed as white
text), but the pilot can modify the values by entering (for any waypoint in the active flight plan) wind speed/
direction, temperature, and the altitude corresponding to the entered wind/temperature (displayed as cyan
text). If the data for a waypoint is dashed, then the system wind model is used to derive the wind and
temperature.

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Estimated altitude winds and temperatures data shown as white are based on current conditions and
optional forecast entries made on the Performance Cruise and Wind & Temp Tabs. The wind and
temperature prediction for a point along the flight plan is blended based on: (1) proximity to waypoint
forecasts, (2) proximity to cruise altitude, and (3) current aircraft position. The effects of altitude
changes are accounted for using standard lapse rates.

NOTE: The PERF function estimates the forward-looking vertical profile as a series of climb, cruise, and
descent prediction points. A wind and temperature estimate is made for each prediction point. The displayed
average wind computation is a weighted average of the estimated wind from all the prediction points. It
provides a summary of the wind estimate over the entire flight plan.

NOTE: When a wind and temperature forecast is manually entered for a waypoint on the Wind & Temp
Tab of the 'Active Performance' or 'Standby Performance' Screen, zero wind speed and temperature may
be filled into subsequent legs. Zero-filled data is not a valid user-defined forecast unless it was explicitly
entered by the pilot, and will not impact performance management calculations. Manually overriding these
values is not required.

NOTE: The Wind & Temp Tab will be unavailable when PERF is operating in Current GS/FF mode.

Waypoint PERF Computed

Button Values
(system
calculated)
Waypoint
Button
(manual
entry)
Wind &
Temp Tab

Figure 5-119 Active Performance - Wind and Temperature Modification

Modifying a waypoint wind, temperature, and altitude:
1) For the standby flight plan: From Home, touch Flight Plan > Standby Flight Plan > Standby PERF.
Or:
For the active flight plan: From Home, touch Flight Plan > PERF VNAV.
Or:
For the active flight plan: From Home, touch PERF > Active PERF.
2) Touch the Wind & Temp Tab.
3) Scroll the list, if necessary, to find the desired waypoint. Touch the waypoint button to display the 'Wind And
Temperature' Screen for the selected waypoint.
4) Touch the Wind, Temperature, or At Altitude Button to display the keypad.

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5) Use the keypad and the Enter Button to select the desired value.
6) Repeat steps 4 & 5 as necessary.
7) Touch the Save Button to save the selected values for the waypoint.
8) Repeat steps 3 through 7 for additional waypoints.
Removing a waypoint wind, temperature, and altitude:
1) For the standby flight plan: From Home, touch Flight Plan > Standby Flight Plan > Standby PERF.
Or:
For the active flight plan: From Home, touch Flight Plan > PERF VNAV.
Or:
For the active flight plan: From Home, touch PERF > Active PERF.
2) Touch the Wind & Temp Tab.
3) Scroll the list, if necessary, to find the desired waypoint. Touch the waypoint button to display the 'Wind And
Temperature' Screen for the selected waypoint.
4) Touch the Remove Wind/Temp Button to clear the values from the screen.
5) Touch the Save Button to complete the removal of the data and return to the performance screen - Wind &
Temp Tab.
6) Repeat steps 3 through 5 for additional waypoints.

MISSION COMPARE
The system includes a Mission Compare Tab via the 'Standby Performance' Screen. Performance data
and weight and fuel planning from both the active and standby flight plan may be compared sided by side.
Viewing Active vs. Standby Mission Comparison:
1) From Home, touch Flight Plan > Standby Flight Plan > Standby PERF.
Or
From Home, touch PERF > Active PERF > Standby PERF.
2) Touch the Mission Compare Tab to display the Active vs. Standby Mission Comparison.

Mission Compare Tab

Figure 5-120 Standby Performance - Mission Compare Tab

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CONSTRAINTS

NOTE: Initiating the VNV direct-to function to the FAF, manually specifying an FPA to the FAF, or manually
creating an altitude constraint at the FAF will disrupt the VNV function from creating a lateral offset. Thus,
the enroute descent path may not intersect the approach descent path.

ALTITUDE CONSTRAINTS
The system can use altitude constraints associated with lateral waypoints to give guidance for vertical
navigation. These altitudes are, depending on the specific instance, manually entered or retrieved from the
published altitudes in the navigation database.

System Calculated
Altitude (White Text)
Manually Entered Altitude
(Cyan Text with Pencil
Icon)
Auto Designated
Altitude (Cyan Text)

White Text with Altitude

Restriction Bars
Displayed Text Examples

5OOOFT 23OOFT
Cross AT or ABOVE 5,000 ft Cross AT or BELOW 3,000 ft

5OOOFT
23OOFT 3OOOFT
Cross AT 2,300 ft Cross BETWEEN 3,000 ft & 5,000 ft

Temperature Compensated
Altitude Constraint Examples

Figure 5-121 Active Flight Plan - Waypoint Altitude Constraints

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5OOOFT 5OOOFT
Advisory altitudes calculated by the system estimating the altitude of the Altitude is designated for use in determining
aircraft as it passes the navigation point. vertical guidance. A pencil icon indicates
5OOOFT manual designation or manual data entry.
5OOOFT
Altitude retrieved from the navigation database. White line above and/or
below indicates the type of constraint, as shown in the preceding figure. The system cannot use this altitude in
These altitudes are provided as a reference, and are not designated for determining vertical guidance because of an
vertical guidance. invalid constraint condition.
Table 5-9 Altitude Constraint Color Coding

When a procedure is loaded, the system will auto-designate (automatically enter and enable) altitude
constraints to be used for vertical speed and deviation guidance. An altitude constraint which has been auto-
designated by the system will be displayed as cyan text.
An altitude constraint may be manually designated for procedure waypoints and enroute waypoints by
touching the desired VNAV Alt Button and the Create Button. An altitude constraint may be manually
designated only if it is available for vertical guidance. Altitudes that are not available for vertical guidance are
shown in white text with associated altitude restriction bar(s) and are not selectable.

NOTE: If the Final Approach Fix (FAF) is available for vertical guidance, the system will auto-designate
the FAF altitude constraint when loading the procedure. If necessary, the FAF altitude constraint may be
modified and set above or below the published FAF altitude.
For all designated altitudes, the system will automatically calculate advisory altitudes prior to the designated
altitude constraint. These advisory altitudes are not auto-designated and are displayed as white text.
Altitudes that have been designated for use in vertical guidance can be “un-designated”. Touching the
Remove Constraint Button removes the altitude constraint designation. The altitude will not be used for
vertical guidance and the text displayed will be shown in white. The system will recalculate advisory altitudes
(white text) once any altitude constraint is designated, modified, or un-designated.
An altitude constraint may be entered as a flight level (FL), height above mean sea level (MSL), or height
above ground level (AGL) and QFE. AGL format is only available for airport waypoints If an altitude
constraint is created as an “AT or ABOVE” or “AT or BELOW” restriction, the "AT" portion of the restriction
will be designated for vertical guidance.

NOTE: After an approach procedure has been loaded into the flight plan, any altitude or speed constraint
programmed at the airport reference point (on the flight plan just ahead of the approach procedure) will be
removed if the approach procedure is changed or removed.
A designated altitude constraint may be rendered invalid if the climb constraints are not sequentially
ascending, or the descent constraints are not sequentially descending.

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VNAV ALT
Button

Altitude
Constraint
Button

Figure 5-122 Active Flight Plan - Waypoint Altitude Designation

Entering or modifying an altitude constraint:

1) For the active flight plan: From Home, touch Flight Plan.
Or:
For the standby flight plan: From Home, touch Flight Plan > Standby Flight Plan.

2) Confirm or enter altitude constraint information:
Scroll the list, if necessary and touch a VNAV ALT Button to display the 'VNAV Constraint' Window. Review
the constraint information. If it is correct, skip to step 9 to designate the altitude constraint for vertical
guidance.
Or:
a) Scroll the list, if necessary and touch the VNAV ALT Button to display the 'Enter Altitude' window.
b) If necessary, use the keypad to select the altitude.
c) If necessary, touch the Flight Level, MSL, AGL, or QFE Button to select the altitude mode.
d) Touch the Enter Button to accept the altitude entry and return to the 'VNAV Constraint' window. If an AGL
altitude Mode was selected, touch OK to confirm the conversion to MSL.
e) If necessary, touch the Phase Button, then touch the Climb Button or the Descent Button.
f) If necessary, touch the Type Button, then touch the At, At or Above, At or Below or Between Button.
If Between is selected, use the keypad to enter the second altitude.
3) Touch the Create Button to designate the new altitude constraint. The altitude is now shown in cyan, indicating
it is usable for vertical guidance.

NOTE: When creating an altitude constraint, the Phase Button will default to Climb or Descent based
upon the location in the flight plan of the waypoint being modified. If the waypoint is prior to the last
climb constraint, the phase will default to Climb. If the waypoint is after a descent constraint, the phase
will default to Descent. If the waypoint is located between the last climb constraint and the first descent
constraint, the default will be Climb if the waypoint is in the first half of the flight plan (defined by distance),
or the default will be Descent if the waypoint is in the last half of the flight plan (defined by length in nm).

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Phase Button
- Climb
VNAV ALT - Descent
Button

Constraint
Type Button
- At
- Above
- Below
- Between
Altitude
Constraint
Button

Altitude Entry
Altitude
Constraint
When QFE is Added
enabled in
Avionics
Settings,
this QFE
Button
will appear

Figure 5-123 Active Flight Plan - Adding an Altitude Constraint

Altitude constraints can be modified or deleted after having been added to the flight plan. If an altitude
constraint is removed and the navigation database contains an altitude restriction for the lateral waypoint,
the system will display that altitude restriction in white text. The system also provides a way to reinstate a
published altitude constraint that has been modified.
Removing/undesignating an altitude constraint:
1) For the active flight plan: From Home, touch Flight Plan.
Or:
For the standby flight plan: From Home, touch Flight Plan > Standby Flight Plan.

2) Scroll the list, if needed, and touch a VNAV ALT Button to display the 'VNAV Constraint' Window.
3) Touch the Remove Constraint Button. A ‘Remove Altitude Constraint?’ Window is displayed.
4) Touch the OK Button.

Reverting a manually entered altitude constraint back to the navigation database value:
1) For the active flight plan: From Home, touch Flight Plan.
Or:
For the standby flight plan: From Home, touch Flight Plan > Standby Flight Plan.

2) Scroll the list, if needed, and touch a VNAV ALT Button to display the 'VNAV Constraint' Window.

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3) Touch the Remove Constraint Button. A ‘Remove or Revert to published VNAV altitude of nnnnnFT?’
confirmation Window is displayed.
4) Touch the Revert Button. The altitude is now the database altitude and is shown in cyan, indicating it is usable
for vertical guidance.
QFE Constraints
Baro QFE settings may be enabled within the Avionics Settings (see Flight Instruments Section). When
enabled, the altimeter will read zero at the selected airfield reference point (Origin or Destination airfield).
Once QFE is enabled, altitude constraints based on Baro QFE may be entered or modified in the flight plan.
All former QNH altitude constraints in the flight plan will be displayed as the height above the reference
airfield and will be in parenthesis. QNE altitudes in the flight plan will continue to appear as "FLXXX" in
white or cyan text without parenthesis.

WARNING: Do not fly QFE procedures above the Transition Altitude or when navigating to a waypoint that
contains a QNE (flight level) altitude constraint.

WARNING: Always fly a procedure that provides terrain and obstacle clearance from the reference airfield
when operating in IMC while conducting QFE procedures.

NOTE: The system will generate a system message and inhibit VNAV guidance when the aircraft is vertically
approaching a flight level altitude constraint with QFE active. The system will automatically resume VNAV
guidance if QFE is disabled or the flight level altitude constraint is bypassed.

NOTE: ‘FMS Origin’ and ‘FMS Destination’ references do not dynamically update with flight plan changes.
Always verify QFE settings when changing the QFE reference (airfield, runway, etc.) or flight plan and re-
enter settings within the Avionics Settings.

Entering, modifying, or designating an altitude constraint with Baro-QFE enabled:

1) For the active flight plan: From Home, touch Flight Plan.
Or:
For the standby flight plan: From Home, touch Flight Plan > Standby Flight Plan.

2) Scroll the list, if needed, and touch a VNAV ALT button to display the 'VNAV Constraint' Window. Review the
constraint information. If it is correct, skip to step 9 to designate the altitude constraint for vertical guidance.
3) Touch the Altitude Constraint Button to display the 'Enter Altitude' Window.
4) If needed, use the keypad to select the altitude.
5) Touch the Flight Level, MSL or QFE Button to select the altitude mode.
6) Touch the Enter Button to accept the altitude entry and return to the 'VNAV Constraint' Window. If the MSL
Button was selected in the previous step, touch the OK Button for the entered valued to be converted and
shown as a QFE altitude.
7) If needed, touch the Phase Button, then touch the Climb Button or the Descent Button.

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8) If needed, touch the Type Button, then touch the At, At or Above, At or Below or Between Button. If
Between is selected, use the keypad to enter the second altitude.
9) Touch the Create Button to designate the new altitude constraint. The altitude is now shown in cyan, indicating
it is usable for vertical guidance

System Calculated Advisory Altitude

Baro QFE Altitude

Designated Altitude Constraint

Baro QFE Altitude

Figure 5-124 Baro QFE Altitude Constraints - in parenthesis

FMS SPEED CONSTRAINTS

The FMS Speed, located on the 'Active Performance' Screen, Targets Tab, is normally determined based
on the overall mode (climb, cruise or descent), the speed schedule selected for that mode, and any speed
limits that may be active (including speed constraints for aircraft configuration or programmed at flight
plan waypoints). The system will limit the FMS Speed to satisfy all speed limits. If there are conflicting
constraints, the system will prioritize constraints as follows (highest priority first):
»» Airframe or Aircraft Configuration limits (Vmo/Mmo, Flap/Gear, etc. limits)
»» Flap/Gear Target Speeds
»» Arrival Terminal Area Speed Limit
»» Departure Terminal Area Speed Limit
»» Altitude-based speed limits (separate limits apply to climb and descent)
»» Flight Plan Speed constraints (defined at flight plan waypoints via database or pilot-entered)
»» Speed Schedule per mode of flight as defined on the VNAV Climb, Cruise, and Descent Screens.

NOTE: When At-or-Below Speed constraints are encountered on Arrival and Approach procedures, the
system will start slowing the airplane on the leg prior to the constraint. If the aircraft speed is too high to
slow within the available leg distance, flight crews should be prepared to manually slow the airplane as
necessary.
Any of the above conditions will limit the FMS Speed on the 'Active Performance' Screen and the FMS Speed
Bug on the airspeed tape. Information regarding the condition will also be displayed on the 'Active Performance'
Screen. For example, if the limiting condition is a speed limit of 200 knots for aircraft configuration, it will
state 'Aircraft Configuration' on the 'Active Performance' Screen as shown in the following figure.

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VS Target Button FPA Button

FMS Speed limited due to Aircraft

Configuration
FMS Speed Button

Figure 5-125 Active Performance and FMS Speed Modification

As the flight proceeds and speed constraints are sequenced, the FMS Speed will change. In climb, the speed
initially will be limited by a configuration constraint, departure speed limit, or flight plan speed constraint.
The FMS Speed will step up to higher speeds as flaps are retracted, the airplane flies out of the departure
speed limit volume, and flight plan speed constraints are sequenced. For climb, the change (to a higher
speed) will start after passing the constraint. In descent, FMS Speed changes in a similar fashion but in
reverse order (the speed steps down to slower values). For descent, the change (to a slower speed) will start
in advance of the constraint so the airplane has sufficient time to slow to the new speed prior to arriving at
the altitude or waypoint.
Entering a manual FMS Speed on the 'Active Performance' Screen causes the system to ignore all VNAV
speeds defined at flight plan waypoints, on the Climb Tab, on the Cruise Tab, and on the Descent Tab.
Overriding the FMS Speed:
1) From Home, touch Flight Plan > PERF VNAV.
Or:
From Home, touch PERF > Active PERF.
2) Touch the Targets Tab.
3) Touch the FMS Speed Button to display the keypad.
4) Use the keypad and the Enter Button to select the manual FMS speed.
5) Touch the Resume Button to resume using the automatic FMS speeds.

Resume Button FMS Speed Button

- Computed FMS speed shown in - Manual FMS speed
magenta slown in cyan with pencil
icon
Figure 5-126 Manually set FMS Speed

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Aircraft Configuration Speed Constraints

The Flap Speeds Button, located on the 'PERF' Screen allows the pilot to modify the flaps and gear
speed constraints. The value entered by the pilot must be at or within the upper and lower speed limits
for each aircraft configuration. Once a speed has been modified, a pencil icon will be displayed next to the
associated speed indicating it has been manually changed. The pilot may restore the default settings at any
time by touching the Restore Defaults Button.
The two configuration speeds are interdependent, so upper and lower limits can change when the other
aircraft configuration constraint is modified. The upper and lower values of each configuration speed range
are dependent upon several factors:
ƒƒ Flap speed constraints cannot exceed Vfe for the next increment of flap.
ƒƒ Flap speeds cannot increase as more flaps are deployed.
If the pilot enters a value outside the acceptable configuration speed constraint range, an invalid entry
window will open and display the current acceptable speed range.
Configuration speed constraint settings are not in the crew profile, but they are saved across power cycles.

Cyan Airspeed
- Aircraft Configuration Speed Constraint

Cyan Airspeed with Pencil Icon

- Manually Entered Aircraft Configuration
Speed Constraint

Figure 5-127 FMS Flap Speeds - Aircraft Configuration Constraints

Figure 5-128 Flap Speeds Entry - Invalid Entry Window

Modifying an aircraft configuration speed constraint:

1) From Home, touch PERF > Flap Speeds.
2) Touch the desired aircraft configuration button to display the 'Flap Speed Entry' Screen.
3) Use the keypad to select the speed.
4) Touch the Enter Button to accept the new speed constraint.

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Restoring the default settings for modified aircraft configuration speed constraints:
1) From Home, touch PERF > Flap Speeds.
2) Touch the Restore Defaults Button.
3) Touch the Yes Button to restore aircraft configuration speeds to default values.

Flight Plan Waypoint Speed Constraints

The system can use speed constraints associated with lateral waypoints to give guidance for navigation.
These speeds are, depending on the specific instance, manually entered or retrieved from the navigation
database.

NOTE: When using FMS SPD mode, flight plan waypoint speed constraints have a higher priority than
the speed profile selected in the FMS. Flight plan waypoint speed constraints have a higher priority than
all other speed constraints, except for Vmo/Mmo, and aircraft configuration constraints. If a flight plan
waypoint speed constraint conflicts with lower priority speed constraints, the system uses the flight plan
waypoint speed constraint.

NOTE: If a flight plan leg beyond the nearest upcoming flight plan waypoint is activated, the system will
comply with all previous waypoint FMS Speeds abeam each waypoint.

NOTE: If a direct-to is activated beyond the nearest upcoming flight plan waypoint, the system will
immediately comply with the speed constraint corresponding to the waypoint immediately prior to the
selected waypoint (if any prior speed constraint exists).

Cyan Text with Pencil Icon

- Manually Entered Crossing Speed

Cyan Text
- Database Crossing Speed Value

Figure 5-129 Active Flight Plan - Waypoint Speed Constraints

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Cyan Text

Speed is retrieved from the database and is used for crossing speed guidance.  A pencil icon indicates manual data entry.

The system cannot use this speed because of an invalid constraint condition.

Table 5-10 Speed Constraint Color Coding

Constraint Type Departure or Missed Approach Arrival or Approach

Do not exceed PRIOR Do not exceed AT and AFTER

AT or BELOW
Do not exceed PRIOR, do not go below Do not go below PRIOR, do not exceed
AT AFTER, cross AT AFTER, cross AT

Do not go below AT and AFTER Do not go below PRIOR to and AT

AT or ABOVE
Table 5-11 Speed Constraint Application
Speed constraints are displayed and entered to the nearest knot indicated airspeed (KIAS) or Mach
number to the nearest 0.001 Mach. When a database speed restriction is displayed, the system allows
entry of a different speed for the waypoint.
A speed constraint is invalid if:
ƒƒ Meeting a manually entered constraint would require maximum speeds to be exceeded, or minimum
speeds to not be met.
ƒƒ The constraint requires speed to decrease in a climb segment or speed to increase in a descent segment.
Entering or modifying a flight plan waypoint speed constraint:
1) For the active flight plan: From Home, touch Flight Plan.
Or:
For the standby flight plan: From Home, touch Flight Plan > Standby Flight Plan.

2) Scroll the list, if needed, and touch an FPA/SPD Button to display the Speed Constraint Button.
3) Touch the Speed Constraint Button to display the 'Enter Speed' Window.
4) Use the keypad to select the speed.
5) If needed, touch the IAS Button or the Mach Button to select the speed units.
6) If needed, touch the At, Above, or Below Button to select the constraint type.
7) Touch the Enter Button to accept the new speed constraint.

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FPA/SPD Button

Speed
Constraint
Button

Speed Entry
Speed
Constraint
Added

Speed
Constraints
Invalid

Figure 5-130 Active Flight Plan - Adding a Speed Constraint

Speed constraints can be modified or deleted after having been added to the flight plan.
Removing a flight plan waypoint speed constraint:
1) For the active flight plan: From Home, touch Flight Plan.
Or:
For the standby flight plan: From Home, touch Flight Plan > Standby Flight Plan.

2) Scroll the list, if needed, and touch a FPA/SPD Button to display the Speed Constraint Button.
3) Touch the Speed Constraint Button. The 'Enter Speed' Window is displayed.
4) Touch the Remove Speed Button. A ‘Remove Speed Constraint?’ confirmation window is displayed.
5) Touch the OK Button. The speed constraint is removed. To cancel the request, touch the Cancel Button.

Reverting a manually entered waypoint speed constraint back to the navigation database value:
1) For the active flight plan: From Home, touch Flight Plan.
Or:
For the standby flight plan: From Home, touch Flight Plan > Standby Flight Plan.

2) Scroll the list, if needed, and touch a FPA/SPD Button to display the Speed Constraint Button.
3) Touch the Speed Constraint Button. The 'Enter Speed' Window is displayed.

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4) Touch the Remove Speed Button. A ‘Remove or Revert to published speed of nnnKT?’ confirmation window
is displayed.
5) Touch the Revert Button.

FLIGHT PATH ANGLE CONSTRAINTS

The system will automatically calculate a descent path that adheres to the designated VNAV altitude
constraints. The calculated Flight Path Angle (FPA) will be displayed in the FPA/SPD column next to a
designated VNAV descent altitude constraint. FPA constraints are displayed and entered to the nearest 0.01
degree.
The crew may optionally define a specific Flight Path Angle (FPA) constraint for a waypoint with a VNAV
descent altitude constraint. These flight path angles are, depending on the specific instance, manually entered
or computed by the FMS.

Cyan Text with Pencil Icon

- Manually Entered FPA

Cyan Dashes
- FPA Entry not available
Cyan Text
- System Computed FPA

Figure 5-131 Active Flight Plan - Waypoint Flight Path Angle Constraints

Entering or modifying a flight path angle constraint:

1) For the active flight plan: From Home, touch Flight Plan.
Or:
For the standby flight plan: From Home, touch Flight Plan > Standby Flight Plan.

2) Scroll the list, if needed, and touch a FPA/SPD Button to display the Flight Path Angle Button.
3) Touch the Flight Path Angle Button to display the 'VNAV Flight Path Angle' Screen.
4) Use the keypad to select the angle.
5) Touch the Enter Button to accept the new FPA constraint.

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FPA/SPD Button

FPA Entry

Manual FPA
Constraint
Added

Figure 5-132 Active Flight Plan - Adding an FPA Constraint

Manually entered FPA constraints can be modified or deleted after having been added to the flight plan.
Doing so will cause the system to automatically recalculate the vertical descent path to the associated VNAV
altitude constraint and may result in movement of the Top of Descent (TOD).
Removing a flight path angle constraint:
1) For the active flight plan: From Home, touch Flight Plan.
Or:
For the standby flight plan: From Home, touch Flight Plan > Standby Flight Plan.

2) Scroll the list, if needed, and touch a FPA/SPD Button to display the Flight Path Angle Button..
3) Touch the Flight Path Angle Button. The 'VNAV Flight Path Angle' Screen is displayed.
4) Touch the Remove FPA Button.
5) Touch the OK Button. The FPA reverts to the FMS computed value, or to dashes. To cancel the request, touch
the Cancel Button.

VERTICAL SITUATION DISPLAY

A Vertical Situation Display (VSD) can be shown on the bottom of the Navigation Map Display. The terrain,
obstacles, vertical track vector, selected altitude, and active flight plan information (active flight plan information
consists of waypoints, associated altitude constraints, BOC/TOC, TOD/BOD, and destination runway) can be
displayed on the VSD, depending on the selected mode. See the Hazard Avoidance section for information
about winds aloft, obstacles, and relative terrain on the VSD.

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The VSD horizontal range is equal to the navigation map indicated range when the VSD is in Track mode. When
the VSD is in Flight Plan mode, the horizontal range is the lower of twice the navigation map indicated range
or the lowest range that displays all of the remaining active flight plan. The VSD altitude range automatically
changes when the navigation map range is changed to keep a constant ratio of altitude range to horizontal
range, until both minimum and maximum display limits have been met. At ranges above the maximum, the
altitude range remains constant at the maximum.
The aircraft symbol is displayed on the left side of the VSD. The position of the aircraft symbol on the vertical
scale is close to the top for a descent phase, at the bottom for on-ground or a climb phase, and in the middle
for a cruise phase or if the phase is unknown.
If two waypoints are close together, and their labels or constraint values overlap enough to obscure any text,
one waypoint label/constraint value is removed and the vertical dashed line for that waypoint is displayed as
darker gray. The priority for which waypoint remains displayed is: (1) the current TO waypoint, (2) waypoint
with an altitude constraint, and (3) waypoint closer to the aircraft.

NOTE: Certain leg types (e.g. holds, heading legs) do not support VNV PATH descents because the lateral
distance of those legs is unknown. The VSD will not show a VNV profile for any legs that have no vertical
path guidance.

NOTE: The TOD point can be incorrectly depicted on the VSD if the aircraft climbs or descends prior to TOD
on a programmed level leg.

NOTE: VSD can display a descent path that is different than the vertical deviation if the aircraft is deviating
from the expected vertical path beyond one minute from TOD.

NOTE: It is possible for the displayed vertical path on Vertical Situation Display (VSD) to show an intercept
of the descent path at a lower altitude than where the aircraft will actually intercept the descent path. This
can occur if a vertical direct-to is commanded when the aircraft is climbing (positive vertical speed) or a
second vertical direct-to is re-initiated to the same altitude constraint from a higher altitude.

NOTE: It is possible for the baro-VNAV descent path to not be shown on the Vertical Situation Display (VSD)
even though the descent path itself is valid. The VSD path is not shown beyond the FAF waypoint. However,
the baro-VNAV descent path could remain valid beyond the FAF if the transition to approach feature adjusts
the path to be beyond the FAF in order to intercept a vertical approach path. Baro-VNAV descent guidance
is accurate and honors all altitude constraints. Neither vertical deviation nor VNAV data is affected.

NOTE: It is possible for VSD to display a disconnected descent path that is inconsistent with the path that
will be followed by VNAV guidance. This can occur if a valid BELOW descent constraint is higher in altitude
than the previous valid descent constraint, and there is an unsupported VPTH leg (e.g., user-enter hold)
before and after the BELOW constraint.

NOTE: The BOD depiction indicates the point at which the VNAV path levels off. This will not always be
coincident with the FAF altitude as the VNAV path could intersect the final approach path before the FAF
altitude.

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Destination Runway

VSD Mode (FPL)

Active FPL Waypoints
Selected Alt. (9,000ft) Altitude Constraints

Vertical Situation Display

(VSD)
Absolute Terrain

Figure 5-133 Vertical Situation Display (VSD)

Climb and descend icons are shown on the VSD when the aircraft altitude meets a condition shown in the
following table.

Condition Climb/Descend Icon

If the active leg’s flight plan line is above the highest altitude shown on the VSD, a magenta
climb icon will be displayed to the right of the ownship symbol

If a future leg’s flight plan line is above the highest altitude shown on the VSD during the climb
phase of flight, a white climb icon will be displayed to the right of the last leg visible on the VSD

If the active leg’s flight plan line is below the lowest altitude shown on the VSD, a magenta
descend icon will be displayed to the right of the ownship symbol

Table 5-12 Climb and Descent Icons

The numeric constraint values are displayed below the waypoint label, using the same color and format as
on the 'Active Flight Plan' Screen. Advisory altitude values are not shown. The graphical symbols are shown
on the descending dashed line at the constraint value altitude(s). The following table shows the numeric
representation and the graphical representation of the constraints. The tip of each constraint symbol triangle is
placed at the corresponding constraint barometric altitude.

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Constraint Type Numeric Representation Altitude Constraint Icon

AT 23OOFT

AT or ABOVE 5OOOFT

AT or BELOW 23OOFT

5OOOFT
BETWEEN
3OOOFT

Table 5-13 Altitude Constraint Icons

During a descent executed prior to the TOD, the Vertical Situation Display may display a continuous drop
in the cruise altitude every thousand feet until leveling off at the next constraint. The drop in displayed cruise
altitude is the result of the Performance Management algorithm assuming a return to path, and projecting a level
segment (this level segment is not displayed) at the current flight level to intersect the descent path. The Active
PERF display may display a drop in TOD altitude for each flight level throughout this time. Changing the cruise
altitude to the target descent altitude will stabilize the display. If the cruise altitude remains unchanged during
(or after) the early descent, the Performance Management algorithm will not predict a climb to return to the
programmed cruise altitude unless positive vertical speed greater than 100 FPM is detected.
Terrain/obstacles are available on the VSD, and will be shown if the aircraft altitude is low enough for the
terrain/obstacles to be in view (terrain will be shown subdued if the terrain is selected Off on the navigation
map). The depicted terrain profile represents an approximate forward-looking contour of the terrain based
upon the highest reported terrain elevations, measured at intervals defined by the terrain database resolution,
within a predefined width along the active flight plan between the aircraft present position and the end of the
map range or active flight plan. The predefined width is determined by the flight phase.

Flight Phase Width of Swath

Approach, Departure 0.6 nm
Terminal 2.0 nm
En Route, Oceanic 4.0 nm
Table 5-14 Swath Widths

NOTE: It is possible for a small delay to occur to the VSD while information propagates through the system.
Should such delay reach a limit of 2 seconds, a message indicating “VSD DATA is old, disable and enable
VSD.” may be momentarily displayed and then removed as the delay is overcome.

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VSD MESSAGES
Under certain conditions, some messages may appear on the VSD portion of the pane, in conjunction with
others:
Message Description
‘Loading...’ VSD is loading data due to a range change, full/half switch, or first being
selected for display.
‘Flight Plan Not Available’ Flight Plan mode is selected and there is not a flight plan loaded with at
least one leg.
‘Flight Plan mode unavailable because aircraft off All of the following are true:
course and active leg over 200 NM’ - Flight Plan mode is selected
- The active leg is greater than 200 nm
- The aircraft is outside the swath
‘Aircraft Beyond Active Leg’ Flight Plan mode is selected and the aircraft’s position, as projected on
the flight plan, is past the end of the active leg.
‘VSD Not Available’ At least one of the following is true:
- Valid terrain database not available
- GPS MSL altitude not available
- Current barometric altitude not available
- Neither current track nor current heading available
- GPS position not available
- Map range setting is less than 1 nm
‘VSD Data is old, disable and enable VSD’ The system has encountered a delay and VSD data has failed to update
for 2 seconds or more. This message may be momentarily displayed and
then removed as the delay is overcome.
Table 5-15 VSD System Messages

VERT Situation Display

Settings Button
Inset Window
Tab

Figure 5-134 Map Settings - Enabling/disabling the VSD

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Mode
VSD Mode Buttons
Button

Figure 5-135 Map Settings - Selecting VSD Mode

VSD Mode Displayed

FPL Criteria Items available on VSD
Button Mode
Available active FPL & aircraft Terrain/obstacles along the active flight plan route, vertical track
AUTO FPL
within FPL swath vector, selected altitude, and active flight plan information
Auto (1) Active FPL available &
Terrain/obstacles along the current track, vertical track vector, and
AUTO TRK aircraft not within FPL swath,
selected altitude
or (2) Active FPL not available
Terrain/obstacles along the active flight plan route, vertical track
Active FPL available
Flight Plan FPL vector, selected altitude, and active flight plan information
Active FPL not available Only shows message 'Flight Plan Not Available'
Terrain/obstacles along the current track, vertical track vector, and
Track TRK NA
selected altitude
Active flight plan information consists of waypoints, associated altitude constraints, current VNAV profile, BOC/TOC, TOD/BOD,
and destination runway
Table 5-16 VSD Mode Descriptions

Enabling/disabling the VSD:

1) From Home, touch Map > Map Selection > Map Settings.
2) Touch the Inset Window Tab.
3) Touch the VERT Situation Display Button to enable/disable display of the VSD.

Changing the VSD Mode:

1) From Home, touch Map > Map Selection > Map Settings.
2) Touch the Inset Window Tab.
3) Touch the VERT Situation Display Settings Button.
4) Touch the Mode Button to display the 'Mode Selection' Screen.
5) Touch a Mode Button to select the mode and return to the 'Vertical Situation Display Settings' Screen.

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VERTICAL NAVIGATION DIRECT TO

The system allows a vertical navigation direct-to to any waypoint in the active flight plan with an altitude
descent constraint “designated” for vertical guidance. Initiating the vertical navigation direct-to allows the flight
plan to be flown, while vertical guidance based on the altitude constraint at the VNAV direct-to waypoint is
provided. The altitude change begins on the current leg and is spread along the flight plan from current position
to the vertical direct-to waypoint, not just along the leg for the direct-to waypoint. A TOD point is computed
based on this altitude change; guidance for descent begins once the TOD is reached. All VNAV altitudes prior
to the direct-to destination are removed from the active flight plan upon successful activation of the direct-to.
All VNAV altitudes following the direct-to waypoint are retained. As with the previously discussed vertical
navigation, the direct to vertical navigation profile can be modified by directly entering either a vertical speed
target (VS Target) or a flight path angle (FPA) constraint, on the 'Active Performance' Screen.
A lateral direct-to with an altitude constraint (activated by touching the ¯ Key) also provides vertical
guidance, but would bypass flight plan waypoints between the current position in the flight plan and the direct-
to waypoint.

Altitude Constraint Button

Figure 5-136 Initiating a VNAV Direct-To

Activating a vertical navigation direct to:

1) From Home, touch Flight Plan.
2) Scroll the list, if needed, and touch a VNAV ALT Button to display the 'VNAV Constraint' Window.
3) Touch the VNAV ¯ Button to initiate the vertical navigation direct to. Vertical guidance begins to the
altitude constraint for the selected waypoint.
Or:
1) From Home, touch Flight Plan.
2) Scroll the list, if necessary, and touch the VNAV ALT Button for the desired waypoint to display the 'VNAV
Constraint' Window. Review the altitude constraint information. If it is correct, skip to step 5 to initiate the
vertical navigation direct to.
3) If necessary, touch the Phase Button to select Descent.
4) If necessary, touch the button with an altitude displayed.
5) Touch the altitude Flight Level Button or the MSL Button to select the altitude mode.

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6) Use the keypad to select the altitude and touch the Enter Button.
7) Touch the VNAV ¯ XXXXX Button to activate the vertical navigation direct to. Vertical guidance begins to the
altitude constraint for the selected waypoint.

Current Vertical Navigation

Profile
- Time to TOD is 05:35
and will begin on the
leg prior to the constraint

Figure 5-137 Active Flight Plan - VNAV Direct To Not Active

Current Vertical Navigation

Profile
- After VNAV Direct To
Time to TOD is 00:16
and will begin on the
current active leg

Figure 5-138 Active Flight Plan - VNAV Direct To Active

Removing a Direct To VNAV constraint:

1) From Home, touch Flight Plan.
2) Scroll the active flight plan to display the VNAV direct-to waypoint.
3) Touch the VNAV ALT Button for the direct-to waypoint to display the 'VNAV Constraint' Window.
4) Touch the Remove Constraint Button.
5) Touch the OK Button in response to the question “Remove Altitude Constraint?”.
Or:
1) From Home, touch Direct To.
2) Touch the Waypoint Selection Button.
3) Enter the waypoint identifier for the VNAV direct-to and touch the Enter Button.
4) Touch the VNAV Altitude Button to display the keypad.
5) Touch the Remove VNAV ALT Button.
6) Touch the OK Button in response to the question “Remove VNAV altitude?”.

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5.8 PROCEDURES
The system can access the whole range of instrument procedures available. Departures (DPs), arrivals (STARs),
and non-precision and precision approaches (APPRs) are stored within the database and can be loaded using the
Touchscreen Controller or the Procedures (PROC) Key on the PFD Controller.
The selected procedure for the origin or destination airport is added to the active or standby flight plan. The
steps for loading procedures into the standby flight plan are similar to the active flight plan (except the standby
flight plan can only be modified on the Touchscreen Controller, not on the PFD Controller). No waypoints are
required to be in the flight plan to load procedures; however, if the origin and destination airport (or runway) are
already loaded, the procedure selection screen defaults to the appropriate airport, saving some time selecting the
correct airport.
The system adds terminal procedures to the flight plan based on leg types coded within that procedure in the
navigation database. If the terminal procedure in the flight plan contains an identifier like ‘(2000)’, that indicates
a leg that requires manual termination by the pilot when the specified altitude (2000 feet) has been exceeded.
A heading leg in the flight plan displays ‘hdg’ or ‘HDG’ preceding the DTK (e.g. ‘hdg 011°’). A flight plan leg
requiring the pilot to manually initiate sequencing to the next leg displays ‘MANSEQ’ as the identifier.

NOTE: Manually adding waypoints to a flight plan after a MANSEQ leg creates a lateral gap in the flight plan.
Time, fuel, and distance values for legs beyond the gap do not include the distance across the gap.

Heading Leg Terminating at

the Specified Altitude

Manually Sequenced Heading

Leg

Figure 5-139 Procedure Leg Identifiers

Departure
Button

Arrival Button

Approach
Button

Figure 5-140 Loading Procedures on the Touchscreen Controller

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Viewing available procedures at an airport:

1) From Home, touch Waypoint Info > Airport.
2) If needed, touch the Airport Selection Button to display the keypad and use it to select the airport.
3) Touch the More Button.
4) Touch the Proc Tab to display a list of procedures available for the selected airport.
5) Scroll the list if needed and touch a procedure selection button. The procedure selection screen is displayed on
the Touchscreen Controller for the selected procedure.
6) Touch the Preview Button, then the Show on Map Button to show the procedure on the navigation map or
touch the Show Chart Button to show the chart instead of the navigation map.
7) Touch the Back Button to return to the list of available procedures.
8) Repeat steps 4 through 6 as necessary.

Loading a procedure into the active flight plan from the 'Airport Information' Screen:
1) From Home, touch Waypoint Info > Airport.
2) If needed, touch the Airport Selection Button to display the keypad and use it to select the airport.
3) Touch the More Button.
4) Touch the Proc Tab to display a list of procedures available for the selected airport.
5) Scroll the list, if needed, and touch a procedure selection button. The procedure selection screen is displayed on
the Touchscreen Controller for the selected procedure.
6) Touch the Preview Button, then the Show on Map Button to show the preview of the procedure on the
navigation map or touch the Show Chart Button to show the procedure chart instead of the navigation map.
7) Select a different procedure, if desired.
8) Touch the Load Button to insert the procedure into the active flight plan.

Loading a procedure into the active flight plan from the 'Nearest Airport' Screen:
1) From Home, touch Nearest > Airport.
2) If needed, scroll the list to find the airport and touch the airport selection button to display the 'Waypoint
Options' Window for the selected airport. If the airport is not listed, touch any airport selection button to display
the 'Waypoint Options' Window.
3) Touch the Airport Info Button to display the 'Airport Information' Screen. If in the previous step, the airport
was not listed, touch the airport button and use the keypad to select the destination airport.
4) Touch the More Button.
5) Touch the Proc Tab to display a list of procedures available for the selected airport.
6) Scroll the list, if needed, and touch a procedure selection button. The procedure selection screen is displayed on
the Touchscreen Controller for the selected procedure.
7) Touch the Preview Button, then the Show on Map Button to show the preview of the procedure on the
navigation map or touch the Show Chart Button to show the procedure chart instead of the navigation map.

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8) Select a different procedure, if desired.

9) Touch the Load Button to insert the procedure into the active flight plan.

NOTE: The system responds to a terminal procedure based on data coded within that procedure in the
Navigation Database. Differences in system operation may be observed among similar types of procedures
due to differences in the Navigation Database coding specific to each procedure.

Removing an entire procedure from the active or standby flight plan:

1) For the active flight plan: From Home, touch Flight Plan.
Or:
For the standby flight plan: From Home, touch Flight Plan > Standby Flight Plan.

2) Scroll the list if needed and touch a departure, arrival, or approach selection button to display the Departure,
Arrival, or Approach Options window.
3) Touch the Remove Departure Button, the Remove Arrival Button, or the Remove Approach Button.
4) Touch the OK Button in response to “Remove <procedure> -<procedure name> from flight plan?”. The
procedure is removed. To cancel the request, touch the Cancel Button.

NOTE: The origin airport/runway remains when removing a departure; the destination airport/runway
remains if after deleting the procedure, there is no longer a procedure at the destination airport. A procedure
replaces the respective destination/runway waypoint.

Removing an entire procedure from the active flight plan using the PFD Controller:
1) Press the FPL Key to display the 'Flight Plan' Window (PFD).
2) Turn the large PFD Knob to highlight the procedure header.
3) Press the CLR Key. The ‘Remove <procedure name> from flight plan?’ window is displayed.
4) With ‘OK’ highlighted, press the ENT Key or the small PFD Knob. To cancel the request, press the CLR Key, or
highlight ‘Cancel’ and press the ENT Key or the small PFD Knob.
Removing an entire procedure from a stored flight plan:
1) From Home, touch Flight Plan > Flight Plan Options > Flight Plan Catalog to display the 'Flight Plan
Catalog' Screen.
2) Scroll the list if needed and touch a stored flight plan button to display the 'Catalog Options' Screen.
3) Touch the Edit Button.
4) Scroll the list if needed and touch a departure, arrival, or approach selection button to display the Departure,
Arrival, or Approach Options window.
5) Touch the Remove Departure Button, the Remove Arrival Button, or the Remove Approach Button.
6) Touch the OK Button in response to “Remove <procedure> -<procedure name> from flight plan?”. The
procedure is removed. To cancel the request, touch the Cancel Button.

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PREVIEW ONLY PROCEDURES

Certain procedures that are provided by the charts database but are not supported for navigation guidance by
the system may be listed on the 'Select <Procedure>' Screen. These procedures are selectable for Preview Only.

Preview Only

Preview Only

Figure 5-141 Procedure Selection – Preview Only (Approach example)

DEPARTURES
A Departure Procedure (DP) is loaded at the origin airport in the flight plan. Only one departure can be
loaded at a time in a flight plan. If a departure is loaded when another departure is already in the flight plan, the
new departure replaces the previous departure. The departure sequence is defined by selection of a departure,
the transition waypoints, and a runway.
LOADING A DEPARTURE INTO A FLIGHT PLAN
Loading a departure into the active flight plan using the Touchscreen Controller:
1) For the active flight plan: From Home, touch PROC.
Or:
For the standby flight plan: From Home, touch Flight Plan > Standby Flight Plan > PROC.

2) Touch the Departure Button to display the 'Departure Selection' Screen.
3) If needed, touch the Airport Button to display the keypad and use it to select the origin airport.
4) Touch the Enter Button to accept the origin airport.
5) Touch the Departure Button to display the 'Select Departure' Screen with a list of available departures.
6) Scroll the list if needed and touch a departure selection button to select a departure. The 'Select Transition'
Screen will open.
7) Scroll the list if needed and touch a transition selection button to select the transition. The 'Select Runway'
Screen will open.
8) Scroll the list if needed and touch a runway selection button to select the runway and return to the 'Departure
Selection' Screen.
9) Touch the Preview Button, then the Show on Map Button to show the preview of the departure on the
navigation map or touch the Show Chart Button to show the departure chart instead of the navigation map.
10) Touch the Load Button to insert the departure into the active flight plan.

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The Filter by Button on the 'Departure Selection' Screen changes the selection order between Filter by
Departure - selecting the departure first, then showing only the transitions and runways available for that
departure; or Filter by Runway - selecting the runway first, then showing only the departures and transitions
available for that runway. Any of the buttons can still be selected in any order you choose.
Departure Button

Airport Button Transition Button

Departure Waypoint Sequence

Runway Button

Preview Button Filter by Button

Remove Button Load Button

Figure 5-142 Departure Selection

Preview of Selected
Departure

Origin Airport

Figure 5-143 Departure - Preview of the Selected Departure

Loading a departure into the active flight plan using the PFD Controller:
1) Press the PROC Key. The 'Procedures' Screen is displayed.
2) Highlight ‘Select Departure’.
3) Press the ENT Key or the small PFD Knob. The 'Select Departure' Screen is displayed.
4) Use the PFD Knobs to select an airport and press the ENT Key or the small PFD Knob.
5) Select a departure from the list and press the ENT Key or the small PFD Knob.
6) Select a runway (if required) and press the ENT Key or the small PFD Knob.
7) Select a transition (if required) and press the ENT Key or the small PFD Knob. ‘LOAD?’ is highlighted.
8) Press the ENT Key or the small PFD Knob to load the departure procedure.

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Loading a departure procedure into a stored flight plan:

1) From Home, touch Flight Plan > Flight Plan Options > Flight Plan Catalog to display the 'Flight Plan
Catalog' Screen.
2) Touch a flight plan selection button to display the 'Catalog Options' Window.
3) Touch the Edit Button to display the 'Edit Stored Flight Plan' Screen.
4) Touch the Flight Plan Options Button to display the 'Flight Plan Options' Window.
5) Touch the Load Departure Button to display the 'Departure Selection' Screen.
6) Touch the Departure Button to display the 'Select Departure' Screen with a list of available departures.
7) Scroll the list as needed and touch a departure selection button. The 'Select Transition' Screen is opened.
8) Scroll the list as needed and touch a transition selection button to select the transition. The 'Select Runway'
Screen is opened.
9) Scroll the list if needed and touch a runway selection button to select the runway and return to the 'Departure
Selection' Screen.
10) Touch the Preview Button, then the Show on Map Button to show the preview of the arrival on the navigation
map or touch the Show Chart Button to show the arrival chart instead of the navigation map.
11) Touch the Load Button to insert the arrival into the stored flight plan.

Stored Flight Plan Name

Stored Flight Plan Waypoint List Load Departure Button

Load Arrival Button

Load Approach Button

Figure 5-144 Loading a Departure into a Stored Flight Plan

REMOVING A DEPARTURE FROM THE ACTIVE/STANDBY FLIGHT PLAN

Some waypoints in the final approach segment (such as the FAF or MAP) can not be deleted individually.
Attempting to delete a waypoint that is not allowed results in a window displaying ‘Invalid flight plan
modification.’

NOTE: If removal of a flight plan item (waypoint, procedure, etc.) results in deletion of the end waypoint of
the active leg, an off-route direct-to to the deleted waypoint is created and activated.

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Removing a departure from the active/standby flight plan using the Touchscreen Controller:
1) For the active flight plan: From Home, touch PROC.
Or:
For the standby flight plan: From Home, touch Flight Plan > Standby Flight Plan > PROC.

2) Touch the Departure Button to display the 'Departure Selection' Screen.
3) Touch the Remove Button. A 'Remove Departure- <departure identifier> from flight plan?' Window is
displayed.
4) Touch the OK Button. The departure is removed from the flight plan. To cancel the request, touch the Cancel Button.
Or:
1) For the active flight plan: From Home, touch Flight Plan.
Or:
For the standby flight plan: From Home, touch Flight Plan > Standby Flight Plan.

2) Touch the Departure selection button to display the 'Departure Options' Window.
3) Touch the Remove Departure Button. A 'Remove Departure- <departure identifier> from flight plan?'
Window is displayed.
4) Touch the OK Button. The departure is removed from the flight plan. To cancel the request, touch the Cancel
Button.
Removing a departure from the active flight plan using the PFD Controller:
1) Press the FPL Key to display the 'Flight Plan' Window on the PFD.
2) Turn the large PFD Knob to highlight the departure header in the active flight plan.
3) Press the CLR Key. A confirmation window is displayed.
4) With ‘OK’ highlighted, press the ENT Key or the small PFD Knob to confirm the 'Remove <departure> from
flight plan?' prompt. To cancel the removal request, highlight ‘Cancel’ and press the ENT Key or the small PFD
Knob.

ARRIVAL
A Standard Terminal Arrival (STAR) can be loaded at any airport that has one available. Only one arrival can
be loaded at a time in a flight plan. If an arrival is loaded when another arrival is already in the flight plan, the
new arrival replaces the previous arrival. The arrival sequence is defined by selection of an arrival, the transition
waypoints, and a runway.

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LOADING AN ARRIVAL INTO THE FLIGHT PLAN

Loading an arrival into the active/standby flight plan using the Touchscreen Controller:
1) For the active flight plan: From Home, touch PROC.
Or:
For the standby flight plan: From Home, touch Flight Plan > Standby Flight Plan > PROC.

2) Touch the Arrival Button to display the 'Arrival Selection' Screen.
3) If needed, touch the Airport Button to display the keypad and use it to select the destination airport.
4) Touch the Enter Button to accept the destination airport.
5) Touch the Arrival Button to display the 'Select Arrival' Screen with a list of available arrivals.
6) Scroll the list if needed and touch an arrival selection button to select the arrival. The 'Select Transition' Screen
will open.
7) Scroll the list if needed and touch a transition selection button to select the transition. The 'Select Runway'
Screen will open.
8) Scroll the list if needed and touch a runway selection button to select the runway and return to the 'Arrival
Selection' Screen.
9) Touch the Preview Button, then the Show on Map Button to show the preview of the arrival on the navigation
map or touch the Show Chart Button to show the arrival chart instead of the navigation map.
10) Touch the Load Button to insert the arrival into the flight plan.
The Filter by Button on the 'Arrival Selection' Screen changes the selection order between Filter by Arrival -
selecting the arrival first, then showing only the transitions and runways available for that arrival; or Filter by
Runway - selecting the runway first, then showing only the arrivals and transitions available for that runway.
Any of the buttons can still be selected in any order you choose.
Arrival Button

Airport Button Transition Button

Arrival Waypoint Sequence

Runway Button

Preview Button Filter by Button

Remove Button Load Button

Figure 5-145 Arrival Selection

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Destination Airport

Preview of Selected
Arrival

Figure 5-146 Arrival - Preview of the Selected Arrival

Loading an arrival into the active flight plan using the PFD Controller:
1) Press the PROC Key. The 'Procedures' Window is displayed.
2) Highlight ‘Select Arrival’.
3) Press the ENT Key or the small PFD Knob. The 'Select Arrival' Window is displayed.
4) Use the PFD knobs to select an airport and press the ENT Key or the small PFD Knob.
5) Select an arrival from the list and press the ENT Key or the small PFD Knob.
6) Select a transition (if required) and press the ENT Key or the small PFD Knob.
7) Select a runway (if required) and press the ENT Key or the small PFD Knob. ‘LOAD?’ is highlighted.
8) Press the ENT Key or the small PFD Knob to load the arrival procedure.

Loading an arrival procedure into a stored flight plan:

1) From Home, touch Flight Plan > Flight Plan Options > Flight Plan Catalog to display the 'Flight Plan
Catalog' Screen.
2) Touch a flight plan selection button to display the 'Catalog Options' Window.
3) Touch the Edit Button to display the 'Edit Stored Flight Plan' Screen.
4) Touch the Flight Plan Options Button to display the 'Flight Plan Options' Screen.
5) Touch the Load Arrival Button to display the 'Arrival Selection' Screen.
6) Touch the Arrival Button to display the 'Select Arrival' Screen with a list of available arrivals.
7) Scroll the list as needed and touch an arrival selection button. The 'Select Transition' Screen is opened.
8) Scroll the list as needed and touch a transition selection button to select the transition. The 'Select Runway'
Screen is opened.

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9) Scroll the list if needed and touch a runway selection button to select the runway and return to the 'Arrival
Selection' Screen.
10) Touch the Preview Button, then the Show on Map Button to show the preview of the arrival on the navigation
map or touch the Show Chart Button to show the arrival chart instead of the navigation map.
11) Touch the Load Button to insert the arrival into the stored flight plan.

REMOVING AN ARRIVAL FROM THE ACTIVE/STANDBY FLIGHT PLAN

When plans change while flying IFR, arrivals can be easily removed from the flight plan.
Removing an arrival from the active/standby flight plan using the Touchscreen Controller:
1) For the active flight plan: From Home, touch PROC.
Or:
For the standby flight plan: From Home, touch Flight Plan > Standby Flight Plan > PROC.

2) Touch the Arrival Button to display the 'Arrival Selection' Screen.
3) Touch the Remove Button. A 'Remove Arrival - <arrival> from flight plan?' Window is displayed.
4) Touch the OK Button. The arrival is removed from the flight plan. To cancel the request, touch the Cancel
Button.
Or:
1) For the active flight plan: From Home, touch Flight Plan.
Or:
For the standby flight plan: From Home, touch Flight Plan > Standby Flight Plan.

2) Touch the Arrival selection button to display the 'Arrival Options' Window.
3) Touch the Remove Arrival Button. A 'Remove Arrival- <arrival> from flight plan?' Window is displayed.
4) Touch the OK Button. The arrival is removed from the flight plan. To cancel the request, touch the Cancel
Button.
Removing an arrival from the active flight plan using the PFD Controller:
1) Press the FPL Key to display the 'Flight Plan' Window on the PFD.
2) Turn the large PFD Knob to highlight the arrival header in the active flight plan.
3) Press the CLR Key. A confirmation window is displayed.
4) With ‘OK’ highlighted, press the ENT Key or the small PFD Knob to confirm the 'Remove <arrival> from flight
plan?' prompt. To cancel the removal request, highlight ‘Cancel’ and press the ENT Key or the small PFD Knob.

APPROACHES
The system can provide navigation guidance for GPS and NAVAID instrument approach procedures. Visual
Approach guidance is also available. This section will discuss loading, activating, and removing approaches
designated for navigation. For information on changing the navigation source of the CDI, and for information
on the display of vertical guidance on the PFD, see the Flight Instruments Section. See the Audio Panel & CNS
Section for information on selecting and tuning a NAV receiver.

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INSTRUMENT APPROACH

NOTE: If certain GPS parameters (SBAS, RAIM, etc.) are not available, some published approach procedures
for the desired airport may not be displayed in the list of available approaches.
The system provides guidance for non-precision and precision approaches to airports with published
instrument approach procedures. Only one approach can be loaded at a time in a flight plan. 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.

NOTE: Loading (only) an approach, to follow on after the destination airport, can cause loss of VPath tracking.

NOTE: The Baro-VNAV approach feature is a compensated Baro-VNAV system, automatically using the outside
air temperature (OAT) to adjust the approach glidepath. Temperature compensation values entered by the pilot
will have no effect on the Baro-VNAV approach glidepath.

NOTE: When flying Direct-to the Final Approach Fix (FAF), the system will suspend (SUSP) leg sequencing
if the approach intercept angle exceeds 45 degrees.

NOTE: When Vectors to Final is selected, the system will display an extended centerline, but guidance is not
provided to the Final Approach Course.

Approaches using GPS

RNAV/GPS and RNAV/RNP approach procedures require GPS and can be selected for use. When an
approach procedure lists ‘gps’ after a NAVAID prefix, (such as ‘VORgps 17L’), this indicates the procedure
is an Overlay Approach. The procedure may be flown either as a conventional, ground-based approach
procedure or may be flown with the GPS.
Refer to the current, pertinent flight manual and regulations for information on alternatively using GPS
navigation for NAVAID exclusive approaches.

HSI Annunciation Description Example on HSI

LNAV
Approach to the published MDA
LP

LNAV+V
Approach with advisory vertical guidance to the published MDA Approach Service Level
LP+V - LNAV, LNAV+V, L/VNAV, LP, LP+V, LPV, RNP 0.30

L/VNAV
Approach with approved vertical guidance to the published DA
LPV

RNP 0.30 RNP Approach (RNP APCH) or Authorization Required Approach

(RNP AR) with approved vertical guidance to the published DA
Table 5-17 Approach Service Levels

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The system GPS receivers will use Satellite Based Augmentation (SBAS) when available. Some approaches
require the use of SBAS for lateral and/or vertical GPS navigation. However, the system will provide
Barometric Vertical Navigation (Baro VNAV) if SBAS is not available. For information on how lateral and
vertical guidance is depicted on the PFD, see the Flight Instruments Section.

Vertical Navigation
Approach Service Level Lateral Navigation Source
Source

LNAV GPS N/A

GPS
LNAV+V GPS
(advisory only)
GPS*
LNAV/VNAV GPS
or Baro VNAV**

LP GPS* N/A

GPS*
LP+V GPS*
(advisory only)
GPS*
LPV GPS*
or Baro VNAV**

RNP AR GPS GPS or Baro VNAV

*SBAS required
**See Approach Degradation Behavior Table
Table 5-18 Source of Lateral and Vertical Navigation per Approach Service Level
Loss of SBAS
Due to the high level of precision required by some approach service levels, losing SBAS may require the
pilot to acknowledge a downgrade of approach service level, or to abort the approach. See the following
table for approach degradation behavior:

NOTE: Refer to the current, pertinent flight manual for additional information regarding crew responses for
loss of SBAS and approach downgrade procedures.

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SBAS Becomes
Approach Description Action Required Downgrade
Unavailable
Approach phase SBAS not required.
LNAV None N/A
not specified The approach is continued.
Acknowledge
HSI displays amber ‘LNAV+V’;
Prior to the FAF message to display N/A
VDI displays ‘NO GP’. **
LNAV+V Baro VNAV Glidepath
HSI displays magenta ‘LNAV’;
At/after the FAF None LNAV*
VDI displays ‘NO GP’.
Acknowledge
HSI displays amber ‘L/VNAV’;
Prior to the FAF message to display N/A
LNAV/ VDI displays ‘NO GP’. **
Baro VNAV Glidepath
VNAV
HSI displays magenta ‘LNAV’;
At/after the FAF None LNAV*
VDI displays ‘NO GP’.
More than 1 min
HSI displays amber ‘LP’ None N/A
prior to the FAF
Acknowledge
LP Within 1 min HSI displays magenta ‘LNAV’;
message to redisplay LNAV*
prior to the FAF CDI is removed. **
CDI with LNAV
At/after the FAF CDI is removed ** Abort N/A
More than 1 min HSI displays amber ‘LP+V’;
None N/A
prior to the FAF VDI displays ‘NO GP’.
HSI displays magenta ‘LNAV’; Acknowledge
Within 1 min
LP+V CDI is removed. message to redisplay LNAV*
prior to the FAF
VDI displays ‘NO GP’. ** CDI with LNAV
CDI is removed;
At/after the FAF Abort N/A
VDI displays ‘NO GP’. **
More than 1 min
HSI displays amber ‘LPV’ None N/A
prior to the FAF
HSI displays magenta Acknowledge
Within 1 min LNAV/
LPV ‘L/VNAV’; message to display
prior to the FAF VNAV
VDI displays ‘NO GP’. ** Baro VNAV Glidepath
HSI displays magenta ‘LNAV’;
At/after the FAF None LNAV*
VDI displays ‘NO GP’.
If GPS integrity is insufficient, Acknowledge
Prior to the FAF HSI displays amber ‘RNP 0.XX’; message to display N/A
the VDI displays ‘NO GP’. ** Baro VNAV Glidepath
RNP AR
If GPS integrity is insufficient,
At/after the FAF PFD displays ‘GPS LOI’; the VDI Abort N/A
displays ‘NO GP’. **
*If there are no LNAV minimums available for the approach, abort.
**System message is generated.
Table 5-19 Approach Degradation Behavior

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NOTE: The system requires 30 seconds of valid SBAS integrity monitoring prior to selecting an approach that
requires SBAS vertical guidance.

Loss of GPS
When GPS sensors are no longer being utilized for position fixing while on a GPS approach, the
approach must be aborted. The GTC ‘Notifications’ Screen will display an ‘ABORT APR’ message. When
a loss of GPS occurs during a GPS approach, the CDI deviation bar may still be visible and the Approach
Service Level may not change. However, expect the HSI to no longer display the CDI deviation bar and
the Service Level to display an amber ‘LNAV’. Once the pilot acknowledges the abort message, the HSI
flight phase will change to RNP 1.0 and the CDI deviation bar will reappear. Reference the Abnormal
Operations of this section for what position fixing mode will be displayed.
VISUAL APPROACH
The system provides a visual approach feature. Unlike instrument approaches, visual approaches are not
defined in the navigation database and do not follow a precise prescribed path. Instead, the system calculates
the lateral and vertical path for the chosen runway and creates visual approach waypoints based on runway
position and course as specified in the navigation database.

NOTE: The charts database may contain Charted Visual Flight Procedures (CVFPs) for certain airports. CVFPs
follow a precise prescribed path and are classified as Instrument Approach Procedures (IAPs). See the Additional
Features Section for more information on Charts.
Each visual approach will have two transitions, the straight in transition (STRAIGHT) and the Vectors-to-
Final transition (VECTORS). The visual approach waypoints (fixes) consist of the initial fix (STRGHT), the
final approach fix (FINAL), and the missed approach point (RWxx).

NOTE: When flying Direct-To the visual Final Approach Fix (FINAL), the system will suspend (SUSP) leg
sequencing if the approach intercept angle exceeds 45 degrees.
When Vectors-to-Final (VTF) is activated, the system will go into Suspend (SUSP) Mode. When the system
determines the aircraft is properly aligned with respect to the final approach course, it will unsuspend. The
pilot can manually unsuspend the system at any time. Once unsuspended, the flight plan will display an
active final approach course to the 'FINAL' waypoint.
For visual approaches, the pilot is responsible for avoiding terrain, obstacles and traffic. Therefore, when a
visual approach is selected, the “Obstacle clearance is not provided for visual approaches” window is displayed
and must be acknowledged before the visual approach is loaded into the flight plan.

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Figure 5-147 Approach - Preview of the Selected Visual Approach

Visual
Approach
loaded into
flight plan

FINAL waypoint

MAP

Figure 5-148 Active Flight Plan - Visual Approach Loaded

APPROACH SELECTION AND REMOVAL

Whenever an approach is selected, the choice to either ‘Load’ or ‘Activate’ is given. ‘Load’ 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 for
quick activation when needed. ‘Activate’ also adds the procedure to the end of the flight plan but immediately
begins to provide guidance to the first waypoint in the approach.
In many cases, it may be easiest to load the full approach while still some distance away, enroute to the
destination airport. Later, if vectored to final, use the steps below to select ‘Activate Vector-To- Final’ — which
makes the inbound course to the FAF waypoint active.

NOTE: If there is no arrival procedure in the active flight plan, loading an approach to a flight plan in which
the destination airport has already been entered, will result in the previously entered destination airport
waypoint followed by the newly loaded approach.

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Approach Button

Airport Button Transition Button

Approach Waypoint Sequence

Minimums Button
SBAS Button

Preview Button Load Button

Remove Button Load & Activate Button

Figure 5-149 Approach Selection (other than RNP)

Approach RNP Button

Figure 5-150 RNP Approach Selection

Figure 5-151 Loading an Approach - Setting Minimums

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Destination Runway

Preview of Selected
Approach

Figure 5-152 Approach - Preview of the Selected Approach

Loading an approach into the active/standby flight plan using the Touchscreen Controller:
1) For the active flight plan: From Home, touch PROC.
Or:
For the standby flight plan: From Home, touch Flight Plan > Standby Flight Plan > PROC.

2) Touch the Approach Button to display the ‘Approach Selection’ Screen.
3) Select the airport and approach:
a) If needed, touch the Airport Button to display the keypad and use it to select the approach airport.
b) Touch the Enter Button to accept the approach airport.
c) If needed, touch the Approach Button to display the ‘Select Approach’ Screen with a list of available
approaches.
d) Scroll the list if needed and touch an approach selection button to select the approach.
Or:
a) If the SBAS Button is available, touch the SBAS Button to display the keypad and use it to select the
SBAS channel number (The SBAS channel Button is only available when an RNAV, GPS, or no approach is
selected).
If the SBAS Button is not available, touch the Approach Button to display the ‘Select Approach’ Screen.

Scroll as needed and touch the Select by SBAS Channel Button to display the keypad, and use it to select
the SBAS channel number.
b) Touch the Enter Button to accept the SBAS channel and return to the ‘Approach Selection’ Screen with the
airport and approach selected.
4) If needed, touch the Transition Button to display the ‘Select Transition’ Screen with a list of available transitions.
Normally, this screen will automatically appear with transition options.

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5) Scroll the list if needed and touch a transition selection button to select the transition.
6) If needed, touch the RNP level minimums in the 'Select RNP Level' Screen that may automatically appear when
an RNP approach has been selected.
7) To set the minimums, touch the Minimums Button to display the ‘Minimums’ Screen.
a) If Baro is desired, touch the Minimums Button to display the ‘Minimums Source’ Window.
b) Touch the Baro Button to select barometric minimums and return to the ‘Minimums’ Screen.
c) Use the keypad to select the minimums altitude.
d) Touch the Enter Button to accept the barometric minimum altitude and return to the ‘Approach Selection’
Screen.
Or:
a) If a radar altitude minimum is desired, touch the Minimums Button to display the ‘Minimums Source’
Window.
b) Touch the Radio Alt Button to select radar altitude minimums and return to the ‘Minimums’ Screen.
c) Use the keypad to select the minimums altitude.
d) Touch the Enter Button to accept the radar altitude minimums and return to the ‘Approach Selection’
Screen.
Or:
a) If temperature compensated minimum is desired, touch the Minimums Button to display the ‘Minimums
Source’ Window.
b) Touch the Temp Comp Button. The first time temperature compensation is enabled, the ‘Destination
Temp’ Screen is displayed. Use the keypad and the Enter Button to select the temperature at the airport.
If temperature compensation was previously enabled, the previous entry for destination temperature is
automatically entered.
c) Use the keypad to select the minimums altitude.
d) Touch the Enter Button to accept the temperature compensated minimums and return to the ‘Approach
Selection’ Screen.
8) Touch the Preview Button, then the Show on Map Button to show the preview of the approach on the
navigation map or touch the Show Chart Button to show the approach chart instead of the navigation map.
9) Touch the Load Button to insert the approach into the flight plan.
If a visual approach was selected, the message ‘Obstacle clearance is not provided for visual approaches’ is
displayed. Touch the OK Button to continue.

NOTE: If the desired IAF is also an entry waypoint to a hold in leu of procedure turn, and the option to load
the course reversal is accepted, the altitude constraint for this IAF may not be loaded.

An Approach Procedure can be loaded into a stored flight plan. Only one approach can be loaded at a time
in a stored flight plan.

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Loading an approach procedure into a stored flight plan:

1) From Home, touch Flight Plan > Flight Plan Options.
2) Touch the Flight Plan Catalog Button to display the ‘Flight Plan Catalog’ Screen.
3) Touch a flight plan selection button to display the ‘Catalog Options’ Screen.
4) Touch the Edit Button to display the ‘Edit Stored Flight Plan’ Screen.
5) Touch the Flight Plan Options Button to display the ‘Flight Plan Options’ Screen.
6) Touch the Load Approach Button to display the ‘Approach Selection’ Screen.
7) Select the airport and approach:
a) If needed, touch the Airport Button to display the keypad and use it to select the approach airport.
b) Touch the Enter Button to accept the approach airport.
c) If needed, touch the Approach Button to display the ‘Select Approach’ Screen with a list of available
approaches.
d) Scroll the list if needed and touch a approach selection button to select the approach and display the ‘Select
Transition’ Screen.
e) Scroll the list if needed and touch a transition selection button to select the transition and return to the
‘Approach Selection’ Screen.
Or:
a) If the SBAS Button is available , touch the SBAS Button to display the keypad and use it to select the SBAS
channel number (The SBAS channel Button is only available when an RNAV or GPS based approach is
selected, or no approach is selected).
Or:
If the SBAS Button is not available , touch the Approach Button to display the ‘Select Approach’ Screen.

Scroll as needed and touch the Select by SBAS Channel Button to display the keypad, and use it to select
the SBAS channel number.
b) Touch the Enter Button to accept the SBAS channel and return to the ‘Approach Selection’ Screen with the
airport and approach selected.
c) Touch the Transition Button to display the ‘Select Transition’ Screen with a list of available transitions.
d) Scroll the list if needed and touch a transition selection button to select the transition and return to the
‘Approach Selection’ Screen.
8) Touch the Preview Button, then the Show on Map Button to show the preview of the approach on the
navigation map or touch the Show Chart Button to show the approach chart instead of the navigation map.
9) Touch the Load Button to insert the approach into the stored flight plan.

NOTE: The SBAS Button may change to an approach Primary Frequency Button for NAVAID-based
approaches. For more information, see the Audio & CNS Section.

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Stored Flight Plan Name

Inserted Approach Header
- Approach Identifier: [destination
airport]-[runway and approach type].
(e.g., KCOS-RNAV GPS Y 35R LPV)

Figure 5-153 Edit Stored Flight Plan - Approach Inserted

“Activate Approach” creates a direct path to the first approach waypoint. The approach mode will not
become active until the first leg of the approach becomes active. A previously loaded approach can be
activated from the ‘Procedures’ Screen or the ‘Active Flight Plan’ Screen on the Touchscreen Controller.
Activating a previously loaded approach using the Touchscreen Controller:
1) From Home, touch PROC.
2) Touch the Activate Approach Button to activate the approach.
Or:
1) From Home, touch Flight Plan.
2) Touch the Approach Header Button to display the ‘Approach Options’ Window.
3) Touch the Activate Approach Button to activate the approach.

Activate Vectors To Final

Button

Activate Approach
Button
Figure 5-154 Activating an Approach on the Touchscreen Controller
In many cases, it may be easiest to “load” the full approach while still some distance away, enroute to the
destination airport. Later, if vectored to final, activate Vectors To Final, which makes the inbound course to
the FAF waypoint active.

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Activating a previously loaded approach with vectors to final using the Touchscreen Controller:
1) From Home, touch PROC.
2) Touch the Activate Vectors To Final Button to activate vectors to final.
Or:
1) From Home, touch Flight Plan.
2) Touch the Approach Header Button to display the ‘Approach Options’ Window.
3) Touch the Activate Vectors To Final Button to activate vectors to final.

Activating a previously loaded approach with vectors to final using the PFD Controller:
1) Press the PROC Key. The 'Procedures' Window is displayed.
2) Highlight ‘Activate Vector-To-Final’.
3) Press the ENT Key or the small PFD Knob. Vector to final is activated.

REMOVING AN APPROACH FROM THE FLIGHT PLAN

When plans change while flying IFR, approaches can be easily removed from the flight plan.
Removing an approach from the active/standby flight plan using the Touchscreen Controller:
1) For the active flight plan: From Home, touch PROC.
Or:
For the standby flight plan: From Home, touch Flight Plan > Standby Flight Plan > PROC.

2) Touch the Approach Button to display the ‘Approach Selection’ Screen.
3) Touch the Remove Button. A ‘Remove approach <approach> from flight plan?’ Window is displayed.
4) Touch the OK Button. The approach is removed from the active flight plan. To cancel the request, touch the
Cancel Button.
Or:
1) For the active flight plan: From Home, touch Flight Plan.
Or:
For the standby flight plan: From Home, touch Flight Plan > Standby Flight Plan.

2) Touch the Approach Header Button to display the ‘Approach Options’ Screen.
3) Touch the Remove Approach Button. A ‘Remove Approach – <approach> from flight plan?’ Window is
displayed.
4) Touch the OK Button. The approach is removed from the active flight plan. To cancel the request, touch the
Cancel Button.

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Removing an approach from the active flight plan using the PFD Controller:
1) Press the FPL Key to display the Active 'Flight Plan' Window on the PFD.
2) Turn the large PFD Knob to highlight the approach header in the active flight plan.
3) Press the CLR Key. A confirmation window is displayed listing the approach procedure.
4) With ‘OK’ highlighted, press the ENT Key or the small PFD Knob to confirm the 'Remove - <approach> from
flight plan?' prompt. To cancel the removal request, highlight ‘Cancel’ and press the ENT Key or the small PFD
Knob.
MISSED APPROACH
The system is capable of providing guidance for the approach as well as the missed approach. Once the
missed approach is activated, 'MAPR' will be displayed on the HSI next to the CDI. If the missed approach is
activated prior to the Missed Approach Point (MAP), waypoint sequencing will continue along the approach
to the missed approach. If the missed approach is not activated prior to the MAP, the system will enter SUSP
Mode once the aircraft crosses the MAP until the missed approach is activated or SUSP Mode is disabled. See
the Flight Instruments, Course Deviation Indicator section for more information on SUSP Mode.
See the Using Map Displays, Map Symbols discussion previously given in this section for information on
displaying the missed approach preview on the navigation map.

Activate Missed Approach

Button
Figure 5-155 Activating a Missed Approach on the Touchscreen Controller

In the missed approach procedure shown in the following figure, the altitude immediately following the
MAP is not part of the published procedure. It is simply a Course to Altitude (CA) leg which guides the
aircraft along the runway centerline until the required altitude required to safely make the first turn toward
the MAHP is exceeded. In this case, if the aircraft altitude is below the specified altitude after crossing the
MAP, a direct-to is established to provide a course on runway heading until the altitude is reached. After
reaching the altitude, a direct-to is established to the next published waypoint. If the aircraft altitude is above
the specified altitude after crossing the MAP, a direct-to is established to the published fix to begin the missed
approach procedure.

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Course to Altitude Leg

Figure 5-156 Course to Altitude

In some missed approach procedures this Course to Altitude leg may be part of the published procedure.
For example, a procedure may dictate a climb to 5,500 feet, then turn left and proceed to the Missed Approach
Hold Point (MAHP). In this case, the altitude would appear in the list of waypoints as "5500FT". Again, if
the aircraft altitude is lower than the prescribed altitude after crossing the MAP, a direct-to is established on a
Course to Altitude leg when the missed approach procedure is activated.
Activating a missed approach in the active flight plan:
P ress the GA Switch. The system begins automatic sequencing through the missed approach waypoints to the
MAHP. See the AFCS Section for more details.
Or:
Fly past the MAP and touch the SUSP Button on the PFD Home Screen.
Or:
1) From Home, touch PROC.
2) Touch the Activate Missed Approach Button to activate the missed approach (only on RNAV approaches).
The system begins automatic sequencing through the missed approach waypoints to the MAHP.
Or:
1) From Home, touch Flight Plan.
2) Touch the Approach Header Button to display the 'Approach Options' Screen.
3) Touch the Activate Missed Approach Button to activate the missed approach (only on RNAV approaches).
The system begins automatic sequencing through the missed approach waypoints to the MAHP.
Or:
1) Press the PROC Key on the PFD Controller. The 'Procedures' Window is displayed on the PFD.
2) Highlight ‘Activate Missed Approach’.
3) Press the ENT Key or the small PFD Knob to activate the missed approach (only on RNAV approaches). The
system begins automatic sequencing through the missed approach waypoints to the MAHP.

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TRANSITION TO APPROACH FUNCTION

The system utilizes the Transition to Approach (TTA) function to calculate and adjust the descent path
when the aircraft is within one mile prior to the Final Approach Fix (FAF) so that a seamless capture of and
transition to approach vertical guidance occurs. The time and location of the Bottom of Descent (BOD) may
change once any TTA adjustments are made.
TEMPERATURE COMPENSATION
Temperature Compensation for approach altitudes
If desired, the system can calculate temperature compensation for waypoint crossing altitudes loaded as
part of an approach procedure. The pilot must manually enable temperature compensation and then enter
the destination airport temperature. The system adjusts the altitudes accordingly, and the snowflake icon
( ) is displayed next to those altitudes.

NOTE: Manually enabling temperature compensation for approach altitudes inhibits the Transition to
Approach (TTA) function.

Manually enabling/disabling temperature compensation for approach waypoint altitudes:

1) From Home, touch Flight Plan > Flight Plan Options.
2) Touch the APPR WPT TEMP COMP Button to display the ‘Temp Compensation’ Screen.
3) Touch the Temp Compensation Annunciator Button to enable/disable temperature compensation.
4) The first time temperature compensation is enabled, the ‘Destination Temp’ Screen is displayed. Use the keypad
and the Enter Button to select the temperature at the airport. Touch the Back Button to return to the ‘Temp
Compensation’ Screen. If temperature compensation was previously enabled, the previous entry for destination
temperature is automatically entered.
5) To edit the airport temperature, touch the Temp at Dest Button and use the keypad and the Enter Button to
select the temperature at the airport.

NOTE: Activating/canceling temperature compensation for the loaded approach altitudes does not select/
deselect temperature compensated minimums (MDA/DH), nor does selecting/deselecting temperature
compensated minimums activate/cancel temperature compensated approach altitudes.

NOTE: Regardless of when the destination temperature setting is entered (when enabling temperature
compensation for approach waypoint altitudes, or when enabling temperature compensation for approach
minimums), the system will use the same temperature setting for all temperature compensation calculations.

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Temp
Compensation
Annunciator
Button
Temp at Dest
Button
APPR WPT
TEMP COMP FAF Altitude and
Button Compensated
Altitude

Temperature
Compensated
Altitude

Figure 5-157 Temperature Compensation for Approach Waypoints

Temperature Compensation for Approach Minimums

A temperature compensated minimum descent altitude can be entered for the approach. Once this is
entered on the touchscreen controller, the altitude is also displayed on the PFD.
Entering a temperature compensated minimum into an approach:
1) From Home, touch PROC > Approach to display the ‘Approach Selection’ Screen.
Or:
a) From Home, touch Flight Plan.
b) Touch the Approach Header Button to display the ‘Approach Options’ Window.
c) Touch the Edit Approach Button to display the ‘Approach Selection’ Screen.
2) Touch the Minimums Button to display the ‘Minimums’ Screen.
3) Touch the Minimums Button to display the ‘Minimums Source’ Window.
4) Touch the Temp Comp Button. If necessary, use the keypad and touch the ENT Button to enter the destination
airport temperature. If temperature compensation was previously enabled, the previous entry for destination
temperature is automatically entered.
5) If not already entered, use the keypad to select the minimums altitude.
6) Touch the Enter Button to return to the ‘Approach Selection’ Screen.

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Entering a temperature compensated minimum into an approach using the PFD Controller:
1) Press the PROC Key. The 'Procedures' Window is displayed.
2) Use the large PFD Knob to highlight ‘Select Approach’.
3) Press the ENT Key or the small PFD Knob. The 'Select Approach' Window is displayed.
4) Press the CLR Key to close the approach selection window.
5) Use the large PFD Knob to highlight the 'Minimums' Field.
6) Use the small PFD Knob to select ‘TEMP COMP’, then press the ENT Key or the small PFD Knob. The altitude
field is highlighted.
7) If not already entered, use the PFD knobs to select the minimums altitude, then press the ENT Key or the small
PFD Knob. The “TEMP AT DEST’ Field is highlighted.
8) Use the small PFD Knob to select the temperature at the destination, then press the ENT Key or the small PFD
Knob. The temperature compensated altitude is computed and displayed.

Minimums
Button

TEMP COMP
Minimum
Touchscreen Controller – 'Approach Selection' Screen PFD – COMP MIN Shown
Figure 5-158 Entering Temp Comp Minimums on the Touchscreen Controller

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5.9 WEIGHT AND FUEL MANAGEMENT

The system includes a weight and fuel planning function. The weight and fuel planning function allows the
pilot to enter weight and fuel data, which is used with the active flight plan to estimate takeoff and landing
weights, landing fuel, and excess fuel.
• 'Basic Empty Weight' is calculated by summing the weights of the airframe/engine, fixed equipment, unusable
fuel, full oil and other items necessary for flight.
• 'Basic Operating Weight = Basic Empty Weight + Crew + Crew Stores.
• 'Zero Fuel Weight' = 'Basic Operating Weight' + Passengers + Baggage/Cargo
• 'Fuel on Board' = Weight for current Fuel on Board
• 'Takeoff Weight' (current Aircraft Weight) = Zero Fuel Weight + Fuel on Board
• 'Aircraft Weight' = Zero Fuel Weight + Fuel on Board (synchronized with fuel burn)
• 'Fuel Reserves' = Weight in pounds for the estimated fuel reserve required
The following calculated values require a destination waypoint and/or an ability to determine fuel flow. Fuel
flow can be determined if Performance has been initialized or the aircraft is airborne. If the system is unable to
calculate a value, the field will display dashes.
• 'Est Landing Weight' = 'Zero Fuel Weight' + 'Est Landing Fuel' weight
• 'Est Landing Fuel' weight = 'Fuel on Board' weight - (fuel flow x ETE) - estimated holding fuel weight
• Hold Fuel weight = fuel flow x Holding Time'
• 'Excess Fuel' weight = 'Est Landing Fuel' weight - 'Fuel Reserves' weight - Hold Fuel weight
WEIGHT AND FUEL PLANNING
Weight planning is done on the 'Weight and Fuel' Screen by entering data on each of the tabs. The basic
operating weight is shown on the Operating Weight Tab and is calculated by adding the basic empty weight
to the pilot and stores weight.

Operating Weight Basic Empty Weight

Tab
Pilot(s) & Stores Weight
Button
Basic Operating Weight

Set Empty Weight

Button

Figure 5-159 Weight and Fuel - Operating Weight

Calculating basic operating weight:

1) From Home, touch PERF > Weight and Fuel.
2) Touch the Set Empty Weight Button to display the keypad.
3) Use the keypad to enter the basic empty weight.

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4) Touch the Enter Button to accept the entry, and return to the 'Weight and Fuel' Screen.
5) Touch the Crew & Stores Button to display the keypad.
6) Use the keypad to enter the crew and stores weight.
7) Touch the Enter Button to accept the entry, and return to the 'Weight and Fuel' Screen.
Total passenger weight is calculated by multiplying the number of passengers by the average passenger weight.
Zero Fuel Weight is calculated by adding the basic operating weight, total passenger weight, and cargo weight.

Basic Operating Weight

Average Passenger Weight
Payload Tab Button
Total Passenger Weight
Number of Passengers Button Cargo Weight Button

Zero Fuel Weight

Figure 5-160 Weight and Fuel - Payload

Calculating zero fuel weight:

1) From Home, touch PERF > Weight and Fuel.
2) Touch the Payload Tab to display the zero fuel weight calculation.
3) Touch the Passengers Button to display the keypad.
4) Use the keypad to enter the number of passengers.
5) Touch the Enter Button to accept the entry, and return to the 'Weight and Fuel' Screen.
6) Touch the average passenger weight (WT Each) Button to display the keypad.
7) Use the keypad to enter the average passenger weight.
8) Touch the Enter Button to accept the entry, and return to the 'Weight and Fuel' Screen.
9) Touch the Cargo Button to display the keypad.
10) Use the keypad to enter the cargo weight.
11) Touch the Enter Button to accept the entry, and return to the 'Weight and Fuel' Screen.
Aircraft weight is calculated by adding the zero fuel weight to the fuel on board weight. Both the fuel on
board and aircraft weight decrease as fuel is burned, providing the current value for each.

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Zero Fuel Weight

Initialized Fuel On Board

Button

Takeoff Aircraft Weight

Tab

FOB SYNC Button

Figure 5-161 Weight and Fuel - Takeoff

Calculating aircraft weight:

1) From Home, touch PERF > Weight and Fuel.
2) Touch the Takeoff Tab to display the aircraft weight calculation.
3) Touch the Fuel On Board Button to display the keypad.
4) Use the keypad to enter the fuel on board.
5) Touch the Enter Button to accept the entry, and return to the 'Weight and Fuel' Screen.
Or:
1) From Home, touch PERF > Weight and Fuel.
2) Touch the Takeoff Tab to display the aircraft weight calculation.
3) Touch the FOB SYNC Button to insert the fuel weight from the fuel sensors.

NOTE: Aircraft Weight is based on the Initialized FOB value (set by touching the FOB SYNC Button, or
by manually entering Fuel on Board). The Initialized FOB and Takeoff Weight on the Takeoff Tab do not
decrease as fuel is burned.

Estimated Landing Weight

Estimated Landing Fuel

Holding Time Button Fuel Reserves Weight

Button
Landing Estimated Holding Fuel Weight
Tab
Excess Fuel Weight

Figure 5-162 Weight and Fuel - Landing Tab

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If the aircraft is on the ground or a destination waypoint has not been entered, Est. Landing Weight, Est.
Landing Fuel, Holding Fuel Weight, and Excess Fuel display invalid values consisting of five dashes.

Estimated Landing Weight

Estimated Landing Fuel Weight

Holding Fuel Weight

Excess Fuel Weight

Figure 5-163 Weight and Fuel - Landing Tab with Invalid Fields

Entering fuel reserve and estimated holding time:

1) From Home, touch PERF > Weight and Fuel.
2) Touch the Landing Tab to display the landing weight and fuel calculations.
3) Touch the Fuel Reserves Button to display the keypad.
4) Use the keypad to enter the fuel reserves weight.
5) Touch the Holding Time Button to display the keypad.
6) Use the keypad to enter the estimated holding time.
7) Touch the Enter Button to accept the entry, and return to the 'Weight and Fuel' Screen.

The system is capable of providing landing weight and fuel calculations derived from linking , or "joining", the
aircraft present position to a specified waypoint in the Standby Flight Plan. This feature is for weight and fuel
planning purposes only. It does not create any changes to the active flight plan, nor does it provide navigation
guidance to the selected waypoint. Standby Performance entry and forecast weather must be completed in
order to display the standby weight and fuel estimated landing weight and fuel.
Linking weight and fuel calculations from present position to a standby flight plan waypoint:
1) From Home, touch Flight Plan > Standby Flight Plan.
2) Touch a waypoint options button desired for linking weight and fuel planning to.
3) Touch the Join From P. Pos Button.
4) A P. POS Options Button is added to the standby flight plan with a white arrow drawn to indicate the link created.
5) Touch the Standby PERF Button.
6) Touch the Standby Weight and Fuel Button.

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PPOS link to
waypoint

Figure 5-164 Join From P. POS link for Weight and Fuel

Removing P. Pos link from active weight and fuel to standby weight and fuel:
1) From Home, touch Flight Plan > Standby Flight Plan.
2) Touch the P. POS Button.
3) Touch the Remove Link Button.
4) Touch the OK Button in response to “Remove link from P. POS?”. To cancel the request, touch the Cancel Button.

WEIGHT CAUTION AND WARNING CONDITIONS

If the zero fuel weight is greater than the maximum allowable zero fuel weight, then the zero fuel weight is
displayed in amber.
If the takeoff weight is greater than the maximum allowable takeoff weight, then the takeoff weight is displayed
in amber.
If the estimated landing weight is greater than the maximum allowable landing weight, then the estimated
landing weight is displayed in amber.
If the estimated landing fuel weight is positive, but less than or equal to the fuel reserves weight, the following
values are displayed in amber:
-- Estimated landing fuel weight -- Holding fuel weight -- Excess fuel weight
If the estimated landing fuel weight is zero or negative, then the following values are displayed in red:
-- Estimated landing fuel weight -- Holding fuel weight -- Excess fuel weight

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5.10 TAKEOFF AND LANDING DATA

The Takeoff and Landing Data (TOLD) function allows the pilot to enter the airport, runway, weather information
runway conditions, and aircraft configuration data necessary to compute required speeds and required field
length for takeoff and landing. A valid TOLD database is required to access any of the TOLD screens.

TOLD database TOLD database

Valid Invalid
Takeoff
Data Button
Takeoff Data (unavailable)
Button
Landing
Landing Data Data Button
Button (unavailable)

Figure 5-165 'PERF' Screen - TOLD Valid/Invalid

TAKEOFF DATA
ORIGIN TAB
The origin airport and runway default to the active flight plan selections, if available. If there is not an
origin airport in the active flight plan, the system will attempt to default to a nearest airport. The Takeoff
Weight defaults to the takeoff weight calculated on the Weight and Fuel Screen.

NOTE: The default selections for the takeoff data are only applied the first time the 'Takeoff Data' Screen is
displayed after initial application of power, a system restart, or initialization reset.

NOTE: If the origin airport and/or runway is changed in the active flight plan, the TOLD takeoff data will be
updated and the takeoff v-speeds deselected. Changing the origin airport will also reset the weather data
to cyan dashes and reset the barometric pressure to match the PFD setting.

Origin Tab Origin Airport Button

Runway Button

Takeoff Weight

Flight Plan Button

Takeoff Data Tab (calculations
are incomplete when subdued)

Figure 5-166 Origin Tab

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Manually selecting an origin airport and runway on the 'Takeoff Data' Screen:
1) From Home, touch PERF > Takeoff Data.
2) Touch the Origin Tab, if necessary, to display the origin airport data.
3) Touch the origin airport button to display the keypad.
4) Use the keypad to enter the origin airport.
5) Touch the Enter Button to accept the entry, and return to the 'Takeoff Data' Screen.
6) Touch the Runway Button to display the 'Select Runway' Window.
7) Touch the desired runway selection button.

WEATHER TAB
The origin airport on the Weather Tab is the same as the one selected on the Origin Tab. If there is a
METAR available for the selected origin airport, the Load METAR Data Button and the Show METAR
Button are available. If there is not a METAR available for the selected origin airport, the Load METAR Data
Button and the Show METAR Button are subdued. Touching the Load METAR Data Button will load the
origin airport METAR data into the Wind Button, the Temperature Button, and the Barometric Pressure
Button.
Touching the Show METAR Button displays a window showing the Raw METAR data.
Touching the Use RAT Button enables/disables using the ram air temperature (RAT). When using RAT, the
Use RAT Button annunciator is green and (RAT) is shown in the Temperature Button.
Origin Airport Information
- METAR Status Runway Surface Button
- Takeoff Runway - Dry
- Runway Length - Wet
- Water Covered
Weather Tab - Slush
Load METAR Wind Button - Compact Snow
- Dry Snow
- Ice
Use RAT Button
Wind Button

Show METAR Button Temperature Button

Figure 5-167 Takeoff Data - Weather Tab

Selecting the runway surface condition on the Takeoff Data Screen:

1) From Home, touch PERF > Takeoff Data.
2) Touch the Weather Tab, if necessary, to display the runway surface data.
3) Touch the Runway Surface Button to display the Runway Condition window.
4) Scroll, if necessary, to show the desired selection. Touch the desired runway condition button to select the
runway condition.
5) If necessary, a Runway Condition Depths window will be displayed. Touch the desired depth button.
6) The system returns to the 'Takeoff Data' Screen.

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Selecting a manual wind value on the 'Takeoff Data' Screen:

1) From Home, touch PERF > Takeoff Data.
2) Touch the Weather Tab, if necessary, to display the wind data.
3) Touch the Wind Button to display the Wind Direction keypad.
4) Touch the desired Mode Button for magnetic or true winds.
5) Use the keypad to enter the wind direction.
6) Touch the Enter Button to accept the entry, and display the Wind Speed keypad.
7) Use the keypad to enter the wind speed.
8) Touch the Enter Button to accept the entry, and return to the 'Takeoff Data' Screen.

Selecting a manual temperature value on the 'Takeoff Data' Screen:

1) From Home, touch PERF > Takeoff Data.
2) Touch the Weather Tab, if necessary, to display the temperature data.
3) Touch the Temperature Button to display the Temperature keypad.
4) Use the keypad to enter the temperature.
5) Touch the Enter Button to accept the entry, and return to the 'Takeoff Data' Screen.

RUNWAY TAB
The Runway Tab on the 'Takeoff Data' Screen enables manual entry of the takeoff run available, runway
elevation, runway heading, and runway gradient for the selected runway at the origin airport.
The origin airport on the Runway Tab is the same as the one selected on the Origin Tab. Takeoff Run
Available, and Runway Elevation, Heading, and Gradient values are pulled from the system database.
Optionally, these values may be manually adjusted. To repopulate the data from the database again, touch
the Reload From Database Button.
Touching the Remove Runway Button will remove the selected runway from the takeoff data. All runway
data will be shown as dashes on the takeoff data tabs. All the fields on the Runway Tab will change to
buttons, allowing manual entry of values for Takeoff Run Available, Runway Elevation, Runway Heading, and
Runway Gradient. The takeoff run available is limited to values less than the database value.
Origin Airport Information
- METAR Status
- Takeoff Runway Takeoff Run Available Button
- Runway Length

Reload From Database Button Runway Elevation Button

Runway Tab Runway Heading Button

Runway Gradient Button

Figure 5-168 Takeoff Data - Runway Tab

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Selecting manual runway data value on the 'Takeoff Data' Screen:

1) From Home, touch PERF > Takeoff Data.
2) Touch the Runway Tab, if necessary, to display the runway data.
3) Touch a runway data button to display the keypad.
4) Use the keypad to enter the value.
5) Touch the Enter Button to accept the entry, and return to the 'Takeoff Data' Screen.

Returning to the Origin Tab and selecting a runway will restore the runway data from the database.
TAKEOFF CONFIG TAB
The Takeoff Config Tab on the 'Takeoff Data' Screen enables manual entry of the takeoff configuration
settings: Takeoff Flaps, Anti-Ice, Takeoff Factor, Rolling Takeoff, and Runway Line Up.

Use Defaults Button

Takeoff Configuration Buttons

- Takeoff Flaps
- Anti-Ice
Takeoff Config Tab - Thrust Reversers
- Takeoff Factor
Change Defaults Button - Rolling Takeoff
- Runway Line-Up

Figure 5-169 Takeoff Data - Takeoff Config Tab

Selecting a takeoff configuration setting on the 'Takeoff Data' Screen:

1) From Home, touch PERF > Takeoff Data.
2) Touch the Takeoff Config Tab.
3) Input the configuration settings:
a) Scroll if necessary to show the desired item. Touch a takeoff configuration button to display a list of
settings.
b) Touch the desired setting button to choose the setting and return to the 'Takeoff Data' Screen.
Or:
a) Scroll if necessary to show the desired item. Touch a takeoff configuration button to display the keypad.
b) Use the keypad to enter the value.
c) Touch the Enter Button to accept the entry, and return to the 'Takeoff Data' Screen.
Touching the Use Defaults Button will set all the takeoff configuration items to the default value.
Touching the Change Defaults Button will display the Defaults window, allowing the pilot to change the
default value for each of the displayed items.

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Takeoff Flaps Button

Rolling Takeoff Button

Runway Line-Up Button

Figure 5-170 Takeoff Data Configuration Defaults

Selecting a default value for a takeoff configuration item on the 'Takeoff Data' Screen:
1) From Home, touch PERF > Takeoff Data.
2) Touch the Takeoff Config Tab.
3) Touch the Change Defaults Button to display the 'Defaults' Screen.
4) Touch a default takeoff configuration button to display a list of settings.
5) Touch the desired setting button to choose the setting and return to the 'Defaults' Screen. Repeat steps 4 and
5 as desired.
6) Touch the Back Button to return to the 'Takeoff Data' Screen.

TAKEOFF DATA TAB

Takeoff Data
The Takeoff Data Tab on the 'Takeoff Data' Screen displays the calculated takeoff data, and provides a
button to accept the takeoff speeds for use on the airspeed tape. The Takeoff Data Tab is not available
until all required data has been entered on the other tabs.
Origin Airport Information
- METAR Status
- Takeoff Runway Calculated Takeoff Data
- Runway Length - Takeoff v-speeds
- Takeoff Field Length Available/Required
- Headwind/Tailwind, Crosswind
Accept Takeoff Speeds Button - Takeoff Weight from Weight and Fuel Planning

Takeoff Data Tab

(calculations are incomplete
when subdued)
Figure 5-171 Takeoff Data - Takeoff Data Tab

Touching the Accept Takeoff Speeds Button will cause the system to use the calculated speeds as v-speed
Reference Bugs. If any takeoff limit is exceeded, the Accept Takeoff Speeds Button will be subdued and
not available for selection. This is an example of the field length being too short for the conditions.

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Takeoff Limts
When a takeoff limit is exceeded, touching the Accept Takeoff Speeds Button (if available) will display a
confirmation window. Touch the OK Button to accept and use the calculated Vspeeds, or touch the Cancel
Button to return to the 'Takeoff Data' Screen without accepting the calculated Vspeeds.
This is an example of the field length being too short for the conditions.

Calculated Takeoff Data

Accept Takeoff Speeds Button (exceedance values shown in amber)
(subdued, not available)

Figure 5-172 Takeoff Data - Field Length Limit Exceeded

There are also limits for weight, pressure altitude, temperature, wind, and internal system errors:

Figure 5-173 Takeoff Data - Other Takeoff Limits Exceeded

Figure 5-174 Takeoff Data - AFM Data Range Exceeded for Headwind

If a headwind exceeds 30 knots for any runway condition, the system will use 30 knots for TOLD
calculations and display the 'WIND LIMIT EXCEEDED' message. If a tailwind exceeds 10 knots for any
runway condition, a similar confirmation window will be displayed, and the system TOLD calculations will
always use only the 10 knot tailwind value.

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If an abnormal error occurs within the system or the TOLD database contains insufficient files, the 'NO
TAKEOFF' message will appear. The condition can be resolved by a technician or by reloading another
database. If the condition cannot be resolved, TOLD must be calculated manually.
TOLD Consistency Monitor
The TOLD consistency monitor will display an amber message ('CHK WEIGHT', 'CHK FLAPS', etc.) on the
'Takeoff Data' Screen for each item that is currently set differently than as defined for the calculated takeoff
data. The TOLD consistency monitor is active when: (1) the aircraft is on the ground, and (2) the aircraft
is not at takeoff thrust.

Consistency Monitor Messages

Figure 5-175 Takeoff Data - TOLD Consistency Monitor Messages

Message Condition
CHK FLAPS The current aircraft flap setting is not the same as the Takeoff Flaps selection on the Takeoff Config Tab.
CHK ANTI-ICEThe current ice protection is not the same as the ice protection selection on the Takeoff Config Tab.
CHK WEIGHT The current aircraft weight is greater than the Takeoff Weight on the Origin Tab.
CHK BARO The current sensed pressure altitude is not within 100 ft. tolerance of the pressure altitude calculated by
the system.
CHK FPL RWY The current departure runway is not the same as the Runway selection on the Origin Tab.

CHK FPL APT The current departure airport is not the same as the airfield on the Origin Tab.

CHK TEMP The current ambient temperature is not within 1.5 degrees Celsius tolerance of the 'Temperature' value on
the Weather Tab.
Table 5-20 TOLD consistency monitor messages - Takeoff
'Takeoff Data' Pane
When the 'Takeoff Data' Screen is displayed on the Touchscreen Controller, a corresponding 'Takeoff
Data' Pane is shown on the highlighted MFD Pane. The 'Takeoff Data' Pane element fields, as shown in the
following figure, will contain values when the Takeoff Data Tab is no longer subdued.

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Navigation Map showing the Takeoff

Airport and Active Flight Plan

Takeoff Conditions Calculated Takeoff Speeds

Takeoff Field Length Available/Required

Figure 5-176 Takeoff Data Pane

Takeoff data is automatically recalculated if these conditions are true:
ƒƒ The aircraft is on the ground and
ƒƒ The throttle lever angle (TLA) is less than the CRU detent and
ƒƒ The current weight changes by 100 pounds, or the PFD barometer setting had changed by 0.1 in Hg, or
outside air temperature has changed by one degree (must have selected ‘Use RAT’).
LANDING DATA
DESTINATION TAB
The DEST Tab on the 'Landing Data' Screen enables manual entry of the destination airport, the destination
airport runway, emergency return airfield, and the aircraft landing weight source. The TOLD destination
airport and runway default to an active flight plan airport. If a destination airport and/or destination runway
is not present in the active flight plan, the destination airport and/or runway are shown as dashes, allowing
manual entry.

DEST Tab Destination Airport Button

WT Source Button Runway Button

'Current' or 'Predicted'
Load Emergency Return Landing Weight
Button

Flight Plan Button

Figure 5-177 Landing Data - DEST Tab

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The TOLD destination airport and runway default to the flight plan destination airport, the TOLD origin
airport, or to dashes.
ƒƒ The default will be the destination airport and runway if one is available in the active flight plan, and
either the aircraft position is not within 30 nm of the origin airport, or there is no origin airport on the
'Landing Data' Screen.
ƒƒ The default will be the origin airport if one is available on the 'Landing Data' Screen, and the aircraft
position is within 30 nm of the origin airport. This loads emergency return data in the 'Landing Data'
Screen.
ƒƒ The destination airport and runway are shown as dashes (allowing manual entry) if neither of the
preceding criteria are satisfied.
The 'Landing Weight' Field is sourced from either the current aircraft weight or the predicted aircraft weight
upon arrival at the flight plan destination. The source can be changed by touching the WT Source Button to
show the desired source setting. When 'Predicted' is displayed, the system will use the 'Est. Landing Weight'
from the 'Weight and Fuel' Screen Landing Tab.
The Load Emergency Return Button can be used to quickly load origin data for a return to land scenario.
If the Takeoff Data calculations were completed with no errors on the 'Takeoff Data' Screen, touching the
Load Emergency Return Button will copy the takeoff data to the landing data. If there is no takeoff input
data present, or if the calculation resulted in an error, the Load Emergency Return Button will be subdued.

NOTE: The default selections for destination airport, runway, landing weight, and other landing data are
only applied the first time the 'Landing Data' Screen is displayed after a system restart, or initialization reset.

NOTE: If the destination airport is changed in the active flight plan (directly or by loading an approach), the
destination airport and runway will be updated on the 'Landing Data' Screen. Weather data is reset to cyan
dashes, barometric pressure is reset to the PFD setting, estimated landing weight is updated, and v-speeds
will be deselected.

Selecting a destination airport and runway on the 'Landing Data' Screen:

1) From Home, touch PERF > Landing Data.
2) Touch the DEST Tab, if necessary, to display the destination airport and runway data.
3) Touch the destination airport button to display the keypad.
4) Use the keypad to enter the destination airport.
5) Touch the Enter Button to accept the entry, and return to the 'Landing Data' Screen.
6) Touch the Runway Button to display the 'Select Runway' Window.
7) Touch the desired runway selection button.

Selecting the landing weight source:

1) From Home, touch PERF > Landing Data.
2) Touch the DEST Tab, if necessary.
3) Touch the WT Source Button to select the Current or Predicted weight.

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WEATHER TAB
The Weather Tab on the 'Landing Data' Screen enables manual entry of the runway surface, wind,
temperature, and barometric pressure for the destination airport.
The destination airport on the Weather Tab is the same as the one selected on the DEST Tab. If there is
a METAR available for the selected origin airport, the Load METAR Data Button and the Show METAR
Button are available. If there is not a METAR available for the selected origin airport, the Load METAR Data
Button and the Show METAR Button are subdued. Touching the Load METAR Data Button will load the
METAR data into the weather data fields.
Touching the Show METAR Button displays a window showing the Raw METAR data.
The barometric pressure defaults to the value set on the PFD corresponding to the Touchscreen Controller
on which TOLD is first accessed (e.g. L PFD for GTC1).
Destination Airport Information
- METAR Status
- Takeoff Runway Runway Surface Button
- Runway Length

Weather Tab Wind Button

Load METAR Data Button
Temperature Button

Barometric Pressure Button

Show METAR Button

Figure 5-178 Landing Data - Weather Tab

Selecting the runway surface condition on the 'Landing Data' Screen:

1) From Home, touch PERF > Landing Data.
2) Touch the Weather Tab, if necessary, to display the runway surface data.
3) Touch the Runway Surface Button to display the 'Runway Condition' Window.
4) Scroll, if necessary, to show the desired selection. Touch the desired runway condition button to select the
runway condition.
5) The system return to the 'Landing Data' Screen.
Or:
If the selected condition requires a depth condition, touch the desired depth quantity.

Selecting a manual wind value on the 'Landing Data' Screen:

1) From Home, touch PERF > Landing Data.
2) Touch the Weather Tab, if necessary, to display the wind data.
3) Touch the Wind Button to display the 'Wind Direction' keypad.
4) Touch the desired Mode Button for magnetic or true winds.

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5) Use the keypad to enter the wind direction.

6) Touch the Enter Button to accept the entry, and display the 'Wind Speed' keypad.
7) Use the keypad to enter the wind speed.
8) Touch the Enter Button to accept the entry, and return to the 'Landing Data' Screen.

Selecting a manual temperature value on the 'Landing Data' Screen:

1) From Home, touch PERF > Landing Data.
2) Touch the Weather Tab, if necessary, to display the temperature data.
3) Touch the Temperature Button to display the keypad.
4) Use the keypad to enter the temperature.
5) Touch the Enter Button to accept the entry, and return to the 'Landing Data' Screen.

Selecting a manual barometric pressure value on the 'Landing Data' Screen:

1) From Home, touch PERF > Landing Data.
2) Touch the Weather Tab, if necessary, to display the barometric pressure data.
3) Touch the Barometric Pressure Button to display the keypad.
4) Use the keypad to enter the barometric pressure.
5) Touch the Enter Button to accept the entry, and return to the 'Landing Data' Screen.

RUNWAY TAB
The Runway Tab on the 'Landing Data' Screen enables manual entry of the landing distance available
(LDA), runway elevation, runway heading, and runway gradient for the selected runway at the destination
airport.
The destination airport on the Runway Tab is the same as the one selected on the DEST Tab. When a
runway is selected on the Destination Tab, the landing distance available, runway elevation, runway heading,
and runway gradient are set to the database values for that runway. If any database value has been manually
overridden, the Reload From Database Button is enabled. Touching the Reload From Database Button
will load the selected runway data from the database into the runway landing data. Touching the Remove
Runway Button removes the runway and enables manual entry for runway information.
Origin Airport Information
- METAR Status
- Takeoff Runway Landing DIS Available Button
- Runway Length

Reload From Database Button Runway Elevation

Runway Tab Runway Heading

Remove Runway Button
Runway Gradient

Figure 5-179 Landing Data - Runway Tab

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Selecting a manual landing distance available value on the 'Landing Data' Screen:
1) From Home, touch PERF > Landing Data.
2) Touch the Runway Tab, if necessary, to display the runway data.
3) Touch the Landing DIS Available Button to display the keypad.
4) Use the keypad to enter the value.
5) Touch the Enter Button to accept the entry, and return to the 'Landing Data' Screen.

Selecting a manual runway elevation value on the 'Landing Data' Screen:

1) From Home, touch PERF > Landing Data.
2) Touch the Runway Tab, if necessary, to display the runway data.
3) Touch the Runway Elevation Button to display the keypad.
4) Use the keypad to enter the value.
5) Touch the Enter Button to accept the entry, and return to the 'Landing Data' Screen.

Selecting a manual runway heading value on the 'Landing Data' Screen:

1) From Home, touch PERF > Landing Data.
2) Touch the Runway Tab, if necessary, to display the runway data.
3) Touch the Runway Heading Button to display the keypad.
4) Use the keypad to enter the value.
5) Touch the Enter Button to accept the entry, and return to the 'Landing Data' Screen.

Selecting a manual runway gradient value on the 'Landing Data' Screen:

1) From Home, touch PERF > Landing Data.
2) Touch the Runway Tab, if necessary, to display the runway data.
3) Touch the Runway Gradient Button to display the keypad.
4) Use the keypad to enter the value.
5) Touch the desired slope button (Up or Down).
6) Touch the Enter Button to accept the entry, and return to the 'Landing Data' Screen.

LANDING CONFIG TAB

The Landing Config Tab on the 'Landing Data' Screen enables manual entry of the landing configuration
settings: Landing Flaps, Anti-Ice, Anti-Skid, and Landing Factor.

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Use Defaults Button

Landing Configuration Buttons
- Landing Flaps
- Anti-Ice
- Thrust Reversers
- Landing Factor
- Autothrottle
Landing Config Tab
Change Defaults Button

Figure 5-180 Landing Data - Landing Config Tab

Selecting a landing configuration setting on the 'Landing Data' Screen:

1) From Home, touch PERF > Landing Data.
2) Touch the Landing Config Tab, if necessary, to display the landing configuration settings.
3) Input the configuration settings:
Touch the desired setting button to choose the setting and return to the 'Landing Data' Screen.
Or:
a) Touch a landing configuration button to display the keypad.
b) Use the keypad to enter the value.
c) Touch the Enter Button to accept the entry, and return to the 'Landing Data' Screen.
Touching the Use Defaults Button will set all the Landing configuration items to the default value.
Touching the Change Defaults Button will display the Defaults window, allowing the pilot to change the
default value for each of the displayed items.

'Defaults' Screen

Figure 5-181 Landing Data - Landing Configuration Defaults

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Selecting a default value for a landing configuration item on the 'Landing Data' Screen:
1) From Home, touch PERF > Landing Data.
2) Touch the Landing Config Tab, if necessary, to display the landing configuration settings.
3) Touch the Change Defaults Button to display the 'Defaults' Screen.
4) Touch a default landing configuration button to display a list of settings or keypad.
5) Enter the desired value and touch the Enter Button or touch the desired setting button, and return to the
'Defaults' Screen. Repeat steps 4 and 5 as desired.
6) Touch the Back Button to return to the 'Landing Data' Screen.

LANDING DATA TAB

Landing Data
The Landing Data Tab on the 'Landing Data' Screen displays the calculated landing data and provides
a button to accept the landing speeds (shown as v-speed reference bugs) for use on the airspeed tape. The
Landing Data Tab is not available until all required data has been entered on the other tabs. If all of the
data is within safe parameters and do not exceed any limitations, the Accept Landing Speeds Button may
be enabled (the button is no longer subdued). Touch the button to accept the landing data and enable the
computed v-speeds. When enabled, the annunciator bar on the button will turn green. A subsequent push
of the Accept Landing Speeds Button will cancel the acceptance and remove the calculated v-speeds from
the airspeed tape.
The Multi Function Window Display Distance (MFW DISP DISTANCE) Button is present when a loose
contaminant (Water Covered, Slush, Wet Snow, or Dry Snow) is selected within the Weather Tab. The
pilot can choose VREF or VREF+10 as the threshold speed. The required landing distances for the selected
speed are shown on the 'Landing Data - <airfield> - <runway>' Pane with the selected depth shown in cyan.
Origin Airport Information
- METAR Status Calculated Landing Data
- Landing Runway - Landing v-speeds
- Runway Length - Actual Landing DIS Available
- Required Runway Length(s)
- Vref (RECD REF) and
Accept Landing Speeds Button - Vref+10 (RECD REF10)(displayed when a
runway contaminant has been selected)
- Headwind/Tailwind, Crosswind
MFW DISP DISTANCE Button - Landing Weight from Weight & Fuel
(displayed if a loose runway Planning
contaminant has been selected)
Landing Data Tab
(calculations are incomplete
when subdued)
Figure 5-182 Landing Data - Landing Data Tab

Landing Data Limits

When a landing imit is exceeded, touching the Accept Landing Speeds Button (if available) will display
a confirmation window. Touching the OK Button will allow the system to use the speeds. Touching the
Cancel Button will return to the 'Landing Data' Screen without accepting the speeds.

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This is an example of the field length being too short for the conditions.

Calculated Landing Data

Accept Takeoff Speeds Button (exceedance values shown in amber)
(subdued, not available)

Figure 5-183 Landing Data - Field Length Limit Exceeded

There are also limits for weight, pressure altitude, temperature, and wind.

Figure 5-184 Landing Data - Other Landing Limits Exceeded

NOTE: When TOLD calculates speeds for a landing weight greater than the Maximum Landing Weight
permitted for the aircraft, the displayed “Max Allowable Weight” may differ from the published maximum
landing weight by up to 5 pounds. In this situation, the crew should refer to the pertinent flight manual if
necessary.

NOTE: When the Landing Weight changes more than 100 lbs, TOLD recalculates the Landing Data.

TOLD Consistency Monitor

The TOLD consistency monitor will display an amber message CHK STEEP on the 'Landing Data' Screen
when the Steep Approach Button is enabled within the 'TAWS Settings' Screen. When displayed, TOLD
must be calculated manually. See the Hazard Avoidance Section to enable/disable steep approaches.

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Consistency Monitor Message

Figure 5-185 Landing Data - TOLD Consistency Monitor Message

'Landing Data' Pane

When the 'Landing Data' Screen is displayed on the Touchscreen Controller, a corresponding 'Landing
Data' Pane is shown on the highlighted MFD Pane. The 'Landing Data' Pane element fields, as shown in the
following figure, will contain values when the Landing Data Tab is no longer subdued.
The 'Landing Distance' Box will display the required runway in three different formats based upon
Weather Tab inputs. If no contaminant (Dry) is entered, the runway required (REQD REF) shown is based
upon a dry runway using Vref. If a solid contaminant is entered, the runway required is shown for both
Vref and Vref+10 ('REQD REF' and 'REQD REF10'). If a loose contaminant is entered, a list of distances
are displayed, with the selected depth shown in cyan. The list of loose contaminant speeds displayed are
a function of selecting either Vref or Vref+10 as the threshold speed. The desired threshold speed can be
selected using the MFW DISP DISTANCE Button within the Landing Tab (previously discussed).

Navigation Map showing the

Landing Airport Landing Distances Required
for both Vref and Vref+10
for a runway with a solid
Landing Conditions contaminant
Landing Distances Required
Calculated Landing Speeds using Vref for a runway
with a loose contaminant.
Selected depth shown in
Landing Distance cyan.
- Landing Factor
- Runway Available
- Runway Required
(Dry runway using Vref)
Landing Distances Required
using Vref+10 for a runway
with a loose contaminant.
Selected depth shown in
cyan.

Figure 5-186 Landing Data Pane

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5.11 FMS MULTI-SENSOR FUNCTIONALITY

The system accommodates FMS multi-sensor functionality. When the system is powered on, all sensors are
enabled. Each FMS sensor is continuously monitored and compared by the system, ensuring the most accurate
source is in use.
Sensors may be manually inhibited and re-enabled at any time. In the event that any one sensor fails, FMS
degradation will determine the navigation mode and which sensor to transition to. See the Abnormal Operations
of this section for information on FMS degradation. See the Procedures portion of this section for information on
approach downgrade information.

FMS Sensor Description

GPS1
Garmin GPS sensors, one for each PFD (Primary Flight Display)
GPS2

IRS1 Laseref VI IRS (Inertial Reference Sensor)(displayed as the INS <

1 or 2 > Button) blends its inertial navigation data with Garmin
IRS2 GPS data

Table 5-21 FMS Sensors

FMS is providing RNP Level

navigation

RNP Level
Flight Phase

GPS2 used
for current GPS2 used
position for FMS
navigation

Figure 5-187 Navigation using FMS Sensors

NOTE: A sensor will not be monitored or used by the system once inhibited. Manually inhibiting sensors
will affect the availability of position fixing modes.

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Manually inhibiting/enabling FMS sensors:

1) From Home, touch Utilities > FMS Sensors.
Or:
From PFD Home, touch Sensors.
2) Touch the Position Sensors Tab.
3) Touch the desired Sensor Button to enable/inhibit which sensors the system may use. The button annunciator
will be green when enabled for use.
4) Touch the corresponding Sensor Status Button as desired to view the status.
5) Touch the Back Button to exit.

CURRENT POSITION
The system can calculate position using the GPS sensors or any combination of non-GPS sensors which are
enabled and available for use. The RNP/EPE Tab on the ‘Sensors’ Screen indicates how the current position fix
is being determined and what the current Lat/Lon position is.

NOTE: When GPS Position Fixing is not in use, the ‘GPS NOT USED’ annunciation will be show on the PFD.

NOTE: TAWS, SVT and SurfaceWatch require GPS position fixing. When GPS Position Fixing Mode is not in
use, those functions will be unavailable.

Current Lat/Lon position

GPS 2 used to determine current
position

Figure 5-188 Sensors – RNP/EPE Tab

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POSITION FIXING MODES

GPS
GPS position fixing will be available if at least one GPS sensor is available and has not been inhibited.
If more than one GPS sensor is available, the system will prioritize which sensor to use based on RAIM,
integrity, and SBAS services. Additionally, each PFD will prioritize the on-side GPS sensor.
DME/DME
DME distance from up to six different NAVAIDs is used by the system to determine aircraft position.
The DME/DME Tab on the ‘Sensors’ Screen displays a list of NAVAIDs the system has determined will give
the best accuracy, based on geometry, to calculate aircraft position. The system continually scans these
frequencies to determine distance to each NAVAID and the quality of the geometry. As the aircraft position
changes, the system may determine geometry has changed unfavorably and exclude or add a different
NAVAID. The list will update to reflect this change. When the system determines that a DME paired with
NAV1 or NAV2 is not suitable for multi-sensor navigation, dashes are displayed in the identifier and range
fields.
The geometry quality value is displayed as a number in the HDOP (Horizontal Dilution of Precision)
field, as shown in the following figure. The smaller the number, the better the accuracy of the position
calculation. A value less than 1.0 is excellent.
IRS (Laseref VI)
The system is capable of using one IRS for position fixing or the average if two are available. Refer to the
pertinent flight manual for the Honeywell Laseref VI for more information.

NOTE: An IRS requires GPS in order to initialize. Thus, IRS will not be available unless GPS was available at
least once.

Dead Reckoning
If there is no sensor data available to determine position, the system reverts to Dead Reckoning Mode.
See the Abnormal Operations portion of this section for more information on Dead Reckoning.
DME/DME NAVIGATION
DME/DME navigation may be manually inhibited and re-enabled via the DME/DME Tab on the ‘Sensors’
Screen. When a NOTAM is issued for a NAVAID that is within range of the active flight plan, it may be
necessary to exclude the specified NAVAID from use in navigation when using DME/DME.

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Figure 5-189 DME/DME Enabled

Figure 5-190 DME/DME NAVAID Settings

Enabling/Disabling DME/DME:
1) From Home, touch Utilities > FMS Sensors.
Or:
From PFD Home, touch Sensors.
2) Touch the DME/DME Tab. Touch the Enable DME/DME Button. A green annunciator indicates DME/DME is
enabled. A gray annunciator indicates DME/DME is disabled. A list of NAVAIDs is displayed showing identifiers,
frequencies and distances from the current aircraft position. NAV1 and NAV2 denote the NAVAIDs currently
tuned on the respective navigation radios.
Excluding specific NAVAIDS from DME/DME Navigation:
1) From Home, touch Utilities > FMS Sensors.
Or:
From PFD Home, touch Sensors.
2) Touch the NOTAM NAVAIDS Tab. Touch the Add NOTAM NAVAID Button. The alphanumeric entry screen
is displayed.
3) Using the alphanumeric buttons, enter the identifier of the NAVAID to be excluded.

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4) Touch the Enter Button. The entered NAVAID is displayed.

5) If desired, NAVAID information may be displayed by touching the desired NAVAID Button to display the ‘Options’
Window, then touching the Waypoint Info Button. The ‘VOR Information’ Screen is displayed.
Removing a specific NAVAID from Exclusion:
1) From Home, touch Utilities > FMS Sensors.
Or:
From PFD Home, touch Sensors.
2) Touch the NOTAM NAVAIDS Tab. Touch the NAVAID Button corresponding to the NAVAID to be removed. The
‘Options’ Window is displayed.
3) Touch the Remove Selected NAVAID Button. The NAVAID is removed from the list.

Remove all Excluded NAVAIDs from the Exclusion List:

1) From Home, touch Utilities > FMS Sensors.
Or:
From PFD Home, touch Sensors.
2) Touch the NOTAM NAVAIDS Tab. Touch the NAVAID Button corresponding to any NAVAID to display the
‘Options’ Window.
3) Touch the Remove All NAVAIDs Button. The confirmation window is displayed.
4) Touch the OK Button. All NAVAIDs are removed from the list.

MANUAL POSITION UPDATES

When non-GPS navigation is in use, the system allows the current position to be updated manually. Position
updates are allowed by utilizing Sensor or VOR/DME data, or by flying over a known point (Waypoint or Lat/
Lon).
To update the current position using sensor data, select the Update to Sensor Button and then choose the
desired Sensor. The current position and the position calculated by the sensor are compared and a Position
Difference is displayed.
Updating position manually using sensor data:
1) From Home, touch Utilities > FMS Sensors.
Or:
From PFD Home, touch Sensors.
2) If necessary, touch the RNP/EPE Tab. Touch the Update To Sensor Button.
3) Touch the desired the Sensor Button. The acceptance window is displayed.
4) Touch the OK Button to confirm the update, or touch the Cancel Button to cancel the operation.

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Figure 5-191 Update Position Using Sensor Data

To update the current position by entering a VOR/DME fix, select the Update to VOR/DME Button. Either
NAV1/DME1 or NAV2/DME2 may be selected for use. If a valid frequency is available for the selected NAV
source, the NAVAID identifier will be displayed. Otherwise, a different NAVAID can be entered and the
associated frequency for that NAVAID will be automatically entered for NAV1 or NAV2, whichever source is
selected.
Once valid bearing and distance are received, the VOR/DME fix is computed and the Lat/Lon is displayed.
The current position and VOR/DME fix are compared and a Position Difference is displayed.
Updating position manually using VOR/DME:
1) From Home, touch Utilities > FMS Sensors.
Or:
From PFD Home, touch Sensors.
2) If necessary, touch the RNP/EPE Tab. Touch the Update To VOR/DME Button.
3) If necessary, touch the Source Button to toggle between NAV1/DME1 or NAV2/DME2.
4) If necessary, touch the Select Waypoint Button,
5) Touch the OK Button to confirm overwrite of current frequency and proceed.
6) Use the alphanumeric keypad to enter a NAVAID identifier and touch the Enter Button.
7) Touch the OK Button to confirm the update, or touch the Cancel Button to cancel the operation.

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Figure 5-192 Update Position using VOR/DME

Select the Update to Waypoint Button to update position for the specified waypoint. The current position
is “frozen” so the aircraft position may be updated when flying over the waypoint. The frozen position and the
waypoint position are compared and a Position Difference is displayed.
Updating position manually by entering waypoint identifier:
1) From Home, touch Utilities > FMS Sensors.
Or:
From PFD Home, touch Sensors.
2) If necessary, touch the RNP/EPE Tab. Touch the Update To Waypoint Button.
3) Touch the Select Waypoint Button.
4) Using the alphanumeric buttons, enter the waypoint identifier.
5) Touch the Enter Button.
6) Touch the OK Button to confirm the update, or touch the Cancel Button to cancel the operation.

Figure 5-193 Update Position to Waypoint

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Select the Update to Lat/Lon Button to update position for the specified Lat/Lon coordinates. The current
position is “frozen” so the aircraft position may be updated when flying over the known point. The frozen
position and the specified Lat/Lon position are compared and a Position Difference is displayed.
Updating position manually using Lat/Lon:
1) From Home, touch Utilities > FMS Sensors.
Or:
From PFD Home, touch Sensors.
2) If necessary, touch the RNP/EPE Tab. Touch the Update To Lat/Lon Button.
3) Touch the Lat/Lon Datafield Button to display the keypad.
4) Enter a latitude and longitude coordinates.
5) Touch the Enter Button. The Lat/Lon position is now displayed on the Datafield Button.
6) Touch the OK Button to confirm the update, or touch the Cancel Button to cancel the operation.

Figure 5-194 Update Position to Lat/Lon

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5.12 ABNORMAL OPERATION

FMS DEGRADATION
This portion of the guide discusses enroute FMS degradation. For information on approach downgrade
behavior, see the Procedures portion given earlier in this section.

NOTE: Once inhibited, sensors will not be monitored or used by the system, and the system will not
uninhibit those sensors in the event of a failure. The system will revert to Dead Reckoning or no position
until an uninhibited sensor with a valid position is available.
The Flight Management System operates in different modes, depending on the available sensors and position
fixing mode. When all FMS sensors are enabled and available for use, GPS1/GPS2 have priority, and SBAS will
be used if available. If a sensor fails, the system will automatically transition to using another sensor. Regardless
of what sensor(s) fail, the system will use the following position fixing modes in order of priority:

Position Fixing Mode

GPS
DME/DME blended with the IRS
*DME/DME only
*IRS only
DR (Dead Reckoning)
*IRS only will be prioritized over DME-DME only for
operations requiring RNP less than 1.0

Table 5-22 Position Fixing Modes Hierarchy

Loss of GPS integrity is indicated by a “GPS LOI” (Loss of Integrity) annunciation displayed in amber on the
PFD. Also, a “GPS NAV LOST” message appears on the ‘Notifications’ Screen on the Touchscreen Controller.
The “GPS LOI” annunciation may change to “GPS NOT USED” as another sensor is used to maintain the aircraft
position accuracy required for the current phase of flight. Normal navigation using GPS/SBAS source data
resumes automatically once a valid GPS solution is restored.

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Touchscreen Controller
Message Annunciator

GPS NOT USED

Message

GPS Navigation Lost

Message

Figure 5-195 Non-GPS Position Sensor Providing Navigation Data

DEAD RECKONING NAVIGATION

The system will revert to Dead Reckoning (DR) Mode when the system is no longer using any other sensor
for position fixing. In DR mode, the system uses its last-known position combined with continuously
updated airspeed and heading data (when available) to calculate and display the aircraft’s current estimated
position. If a position sensor is still able to provide any data, the system may use that data to help support
DR mode. Manual position updates, discussed previously in this section, may also be entered to support
DR. It is important to note that estimated navigation data supplied by the system in DR mode may become
increasingly unreliable and must not be used as a sole means of navigation.

NOTE: If all position sensors are invalid and DR propagation is not available, DTG and MSA are invalid even
though they are displayed in amber.
DR mode is inherently less accurate than the other modes due to the lack of satellite measurements or DME
inputs needed to determine a position. Changes in wind speed and/or wind direction compound the relative
inaccuracy of DR mode. Because of this degraded accuracy, other navigation equipment must be relied upon
for position awareness until other position data is restored.
DR mode is indicated on the system by the appearance of the letters “DR” displayed in amber on the HSI
below and to the left of the aircraft symbol on the CDI, and on top of the aircraft symbol on navigation maps.
The CDI deviation bar is displayed in amber, and the “UNABLE RNP” annunciation is displayed in amber to
the left of the HSI.

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NOTE: If the FMS position is lost, the HSI Map transitions to a black background without an indication.

NOTE: GPS derived information will remain displayed in magenta (not amber) on the Flight Plan Progress
Inset and Active Flight Plan Inset when operating in Dead Reckoning mode. However, this information shall
still be considered as degraded navigation source information.
As a result of operating in DR mode, all GPS-derived data on the PFD and MFD is computed based upon
an estimated position, and is displayed as amber text to denote degraded navigation source information. The
accuracy of all bearing and distance information on nearest screens (airports, airspaces, and waypoints), and
on waypoint information screens is questionable, and is displayed in amber. If the VSD Inset is enabled, ‘VSD
Not Available’ will be displayed. Airspace alerts continue to function, but with degraded accuracy. Also,
while the system is in DR mode, SVT and TAWS are disabled.

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Touchscreen Controller
Message Annunciator

Current Track
Indicator
Desired Track
Unable to navigate
with RNP message Bearing Pointer
Dead Reckoning RNP Value
Annunciation
Course Deviation
Distance & ETE Indicator
Bearing Pointer
Wind Data selection
Ground Speed

Navigation Data Bar Wind Data

All data in amber (if shown)

Dead Reckoning
Annunciation

GPS
Navigation All Bearing/
Lost Message Distance Info
on Nearest
Screens in
Amber

All Bearing/Distance Info

on Airport Information
Screens in Amber
Figure 5-196 Dead Reckoning Mode - GPS Derived Data Shown in Amber

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SECTION 6 HAZARD AVOIDANCE

Hazard Avoidance features available for the G5000 are designed to aid situational awareness and provide
advisory information with regard to potential hazards to flight safety associated with weather, terrain, and air
traffic.
• Weather
-- GDL 69A SiriusXM Weather (Subscription Optional).
-- GSR 56 Garmin Connext Weather (Subscription Optional).
-- GDR 66 ACARS Weather (Subscription Optional).
-- L-3 Stormscope Lightning Detection System (Optional).
-- GWX 75 Airborne Color Weather Radar.
-- Reactive Windshear Detection System.
• Terrain Avoidance
-- Terrain Awareness and Warning System Class-A (TAWS-A) (Optional).
• Traffic
-- Garmin GTS 8000 Traffic Alert and Collision Avoidance System II (TCAS II).
-- Automatic Dependent Surveillance-Broadcast (ADS-B) Traffic.

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6.1 DATA LINK WEATHER

WARNING: Do not use data link weather information for maneuvering in, near, or around areas of
hazardous weather. Information contained within data link weather products may not accurately depict
current weather conditions.

WARNING: Do not use the indicated data link weather product age to determine the age of the weather
information shown by the data link weather product. Due to time delays inherent in gathering and processing
weather data for data link transmission, the weather information shown by the data link weather product
may be older than the indicated weather product age.

NOTE: The availability of specific Garmin Connext Weather products varies by region and by subscription
type. For Garmin Connext weather product coverage information, refer to flygarmin.com.

NOTE: Do not rely on data link weather information to discern precise values for any weather-related
measurements. Data link weather information is presented for informational purposes only, and should
never be used as a replacement for official sources of in-flight weather information.
The Data Link Weather feature enables the system to receive weather information from a variety of weather
sources, depending on the equipment installed in the aircraft. These sources may include SiriusXM Weather,
Garmin Connext Weather, and Aircraft Communications Addressing and Reporting System (ACARS). For each
source, a ground-based system processes the weather information collected from a network of sensors and weather
data providers.
The SiriusXM Weather service, available with the optional Garmin GDL 69A SXM SiriusXM Datalink Receiver
and an active service subscription, updates its weather data periodically and automatically, and transmits this
information to the aircraft’s receiver via satellite on the S-Band frequency. This service provides continuous
reception capabilities at any altitude throughout North America.
The optional Garmin Connext Weather service, available when equipped with the Garmin GSR 56 Iridium
Transceiver and an active service subscription, provides data link weather information to the aircraft after the pilot
defines a geographic area and subsequently selects a manual or automatically recurring Connext Data Request.
The transceiver then contacts the Garmin Connext Weather service using the Iridium Satellite telephone system
and retrieves the weather data for the specified area. The Garmin Connext Weather service offers worldwide
weather coverage, but the availability of individual weather products, such as radar precipitation, varies by region.
In order to receive Connext Weather data, an account must first be established with Garmin Connext customer
service. Refer to the Additional Features section for more information.

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ACTIVATING DATA LINK WEATHER SERVICES

ACTIVATING THE SIRIUSXM WEATHER SERVICE
Before SiriusXM Weather and SiriusXM Satellite Radio can be used, the services must be activated by
providing SiriusXM’s customer service the coded IDs unique to the installed receiver. SiriusXM Satellite Radio
(audio) and SiriusXM Weather (data) services each have coded IDs. The Data and Audio Radio IDs must be
provided to activate the weather service and entertainment subscriptions, respectively. These IDs are in the
following locations:
»» The SiriusXM Info Screen on the Touchscreen Controller.
»» The label on the back of the data link receiver.
»» The GDL 69A SiriusXM Satellite Radio Activation Instructions included with the unit.
Contact the installer if the Audio and Data Radio IDs cannot be located.
SiriusXM uses the coded IDs to send an activation signal to enable the system to receive weather data and/or
entertainment programming. Note that weather products enable/disable buttons are not shown or available
until the system is activated.
Establishing a SiriusXM Weather Data account:
1) From Home, touch Utilities > Setup > SiriusXM Info.
2) Note the ID shown in the ‘Data Radio’ Window.
3) Contact SiriusXM customer service through the telephone number listed on its website, www.siriusxm.com.
Follow the instructions provided by SiriusXM customer service.
Activating SiriusXM Weather services:
1) Position the aircraft so the GDL 69A antenna has an unobstructed view of the sky, away from buildings.
2) From Home, touch Utilities > Setup > SiriusXM Info.
3) Touch the Start Button in the ‘Activation’ Window. The ‘Activation’ Window shows ‘ACTIVATING’ while
processing the activation.
4) In the ‘Weather Products’ Window, scroll as needed to view available weather products. Available weather
products appear as white text; unavailable weather products appear in subdued (gray) text. It may take several
minutes before all subscribed-to weather products become available.
5) When the available weather products match all the weather products in the SiriusXM weather subscription,
touch the Lock Button to save the activation changes, or touch the Cancel, Back, or Home Buttons to exit
without saving changes.

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ACTIVATING GARMIN CONNEXT WEATHER

Garmin Connext weather requires an active Iridium satellite network account and an active subscription to
the Garmin Connext Weather service.
Registering the system to receive Garmin Connext Weather:
1) Ensure the aircraft is outside and has a clear view of the sky (if connecting via the Iridium network), or a WiFi
Internet connection has been established (using the GDL 59). Refer to the Additional Features section for more
information about using the GDL 59.
2) From Home, touch Utilities > Setup > Connext Registration. If the Registration Information Window
indicates ‘Not Registered’, continue with this procedure.
3) Touch the Register Button.
4) Use the Touchscreen Controller Keypad or large and small right knobs to supply the access code provided from
Garmin Connext customer service.
5) Touch the Enter Button or push the right knob. The system contacts the Garmin Connext Weather service.
Registration is complete when the ‘Registration Information’ Window displays the name of the airframe, tail
number, and the serial numbers for the airframe and Iridium unit.

Figure 6-1 ‘Connext Registration’ Screen Prior to Figure 6-2 Enter Access Code Provided by Garmin
Registration Connext Customer Service

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WEATHER PRODUCT AGE

WARNING: Do not use the indicated data link weather product age to determine the age of the weather
information shown by the data link weather product. Due to time delays inherent in gathering and processing
weather data for data link transmission, the weather information shown by the data link weather product
may be older than the indicated weather product age.
Unlike real-time weather information collected directly from weather sensors on-board an aircraft, such as an
airborne weather radar or a lightning detection system, data link weather by contrast relies on service providers
to collect, process, and transmit weather information to the aircraft. This information can come from a variety
of sources such as government agencies. Due to the time it takes to collect, process, and distribute data link
weather information, it is imperative for pilots to understand that data link weather information is not real-time
information and may not accurately depict the current conditions.
For each data link weather product which can be displayed as a map overlay, such METARs, the system can
also show a weather product age. This age represents the elapsed time, in minutes, since the weather service
provider compiled the weather product and the current time. It does not represent the age of the information
contained within the weather product itself. For example, a single mosaic of radar precipitation is comprised
data from multiple radar sites providing data at differing scan rates or intervals. The weather service provider
periodically compiles this data to create a single composite image, and assigns one time to this image which
becomes the basis of the product age. The service provider then makes this weather product available for data
link transmission at the next scheduled update time. The actual age of the weather data contained within the
mosaic is therefore older than its weather product age and should never be considered current.
SiriusXM weather products are broadcast automatically on a repeating cycle without pilot intervention. For
the Garmin Connext service, the pilot schedules a one-time or repeating data request at regular intervals.
Each data link weather product age has an expiration time. The weather product age is shown in white if it
is less than half of this expiration time, otherwise it is shown in amber until reaching its expiration time. After
a weather product has expired, the system removes the expired weather product from the displays, and shows
white dashes instead of the age. If the data link receiver has not yet received a weather product ‘N/A’ appears
instead of the age to show the product is currently not available for display. This may occur, for example, after
powering on the system but before the data link receiver has received a complete weather data transmission. It
could also indicate a possible outage of a weather product.
The weather product age is shown automatically for weather products displayed on MFD maps. For PFD
maps, the pilot can manually enable/disable the age information.
Enabling/disabling weather product information for the PFD Navigation Maps:
1) From PFD Home, touch PFD Map Settings.
2) In the Overlays Window, touch the Weather Legend Button to enable/disable the display of weather product
information for the Inset Map.
Tables 6-1 show the weather product symbols where applicable, and expiration times, for SiriusXM Weather.
The data link weather service providers and their respective weather data vendors define and control the data
update intervals, which are subject to change. These update intervals represents the interval at which the
service provider transmits new signals that may or may not contain updated weather product information. It
does not represent the rate at which the weather information is updated or when the Data Link Receiver receives
new data.

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Expiration Time
SiriusXM Weather Product Product Symbol
(Minutes)

Next-generation Radar (NEXRAD) 30

Cloud Tops 60

Echo Tops 30

SiriusXM Lightning 30

Storm Cell Movement 30

SIGMETs 60
AIRMETs 60

METARs 90

City Forecast 90

Surface Analysis 60

Freezing Levels 120

Winds Aloft 90

County Warnings 60

Cyclone (Hurricane) Warnings 60

Icing Potential (CIP and SLD) 90

Pilot Weather Report (PIREPs) 90

Air Report (AIREPs) 90

Turbulence 180
No Radar Coverage No product symbol 30

Temporary Flight Restrictions (TFRs) 60

Terminal Aerodrome Reports (TAFs) No product symbol 60

Table 6-1 SiriusXM Weather Product Symbols and Data Timing

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The following table shows the Garmin Connext Weather product symbols and expiration times. The flight
crew chooses how often to contact the Garmin Connext Weather service in order to retrieve weather data through
the Connext Data Request. This data link weather request rate represents the interval at which Garmin Connext
Weather Service makes available the most current known weather data. It does not necessarily represent the
rate at which the service receives new data from various weather sources.

NOTE: The availability of specific Garmin Connext Weather products varies by region and by subscription
type. For Garmin Connext weather product coverage information, refer to flygarmin.com.

Garmin Connext Weather Expiration Time

Product Symbol
Product (Minutes)

Connext Radar 30

IR Satellite 60

Connext Lightning 30

SIGMETs 60

AIRMETs 60

Meteorological Aerodrome Report

90
(METARs)

Winds Aloft 90

Pilot Weather Reports

90
(PIREPs)
Temporary Flight Restrictions
60
(TFRs)
Terminal Aerodrome Reports
No product symbol 60
(TAFs)
Table 6-2 Garmin Connext Weather Product Symbols and Data Timing

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DISPLAYING DATA LINK WEATHER PRODUCTS

WEATHER DATA LINK PANE
The Weather Data Link (SiriusXM/Connext) Pane is the principal map pane for viewing data link weather
information.
This pane provides the capability for displaying the most data link weather products of any map on the
system. The Weather Data Link Pane also provides system-wide controls for selecting the data link weather
source, if more than one source has been installed. The pane title indicates the selected data link weather
source (e.g., “SiriusXM” or “Connext”).
SiriusXM Weather Product
Lightning Weather Age in Minutes
Product Icon
MFD (‘SiriusXM Weather’ Pane in Full Mode)

Touchscreen Controller (‘SiriusXM Weather’ Settings Screen)

View the Map Settings
for Enabled Map
Features

Enable/Disable a Enable/Disable
Background Weather Product
Weather Product Overlays

Figure 6-3 Viewing SiriusXM Weather Products on the ‘SiriusXM Weather’ Pane

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Viewing the Weather Data Link Pane and changing the data link weather source, if applicable:
1) From Home, touch the Weather Button. Button is highlighted and becomes Weather Selection Button.
Selected display pane shows a weather pane. If a weather pane other than ‘Data Link Weather’ is shown (such
as ‘Weather Radar’ in the pane title), continue with the procedure to view the desired Weather Pane. (SiriusXm
or Connext).
2) Touch the Weather Selection Button. The ‘Weather Selection’ Screen appears.
3) Touch either SiriusXM or Connext Weather Button. Button is highlighted and becomes SiriusXM or
Connext Settings Button. The system shows the selected weather pane.
4) If necessary, touch either the SiriusXM or Connext Settings Button to access controls for the selected
weather pane.

Figure 6-4 ‘Weather Selection’ Screen

The system displays additional information about the following weather products by panning over the
product on the map with the map pointer.
-- Echo Tops (SiriusXM) -- County Warnings (SiriusXM)
-- Storm Cell Movement (SiriusXM) -- TFRs
-- SIGMETs -- PIREPSs
-- AIRMETs -- AIREPs
-- METARs -- Infrared (IR) Satellite (Connext)

The Joystick or Touchpad control the Map Pointer. These controls also adjust the map range. If the map
range is adjusted while panning is enabled, the map is re-positioned on the Map Pointer.

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Original METAR Text

Airport with
METAR Flag
Selected with
Map Pointer

Figure 6-5 Panning on the ‘SiriusXM Weather’ Pane

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WEATHER PRODUCT MAP OVERLAYS

Table 6-3 shows which Datalink Weather products can be displayed (indicated with a ‘+’ symbol) on specific
maps.

Weather Data Link Pane

‘Navigation Map’ Pane
PFD Inset/HSI Map

VSD Inset Window

Data Link Weather Product

NEXRAD + + +
Cloud Tops +
Echo Tops +
Data Link Lightning + + +
Storm Cell Movement + + +
SIGMETs/AIRMETs +
METARs + + +
City Forecast +
Surface Analysis +
Freezing Levels +
Winds Aloft +* + +
County Warnings +
Cyclone Warnings +
Icing Potential +
PIREPs +
AIREPs +
Turbulence +
No Radar Coverage + + +
TFRs + + +
TAFs +

* Winds Aloft data is available inside the VSD when VSD is enabled on the ‘Navigation Map’ Pane.
Table 6-3 Weather Product Display Maps

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The PFD GTCs control the enabling/disabling of Data link Weather information on the Inset or HSI Map.
These controls are available on the PFD Map Settings Screen. From PFD Home, touch the PFD Map Settings
Button to access this screen.

Figure 6-6 PFD Map Settings Screen

The MFD GTCs control the enabling/disabling of Data Link Weather information on display panes. The
Data Link Weather Settings Screen controls the enabling/disabling of weather information on the Data Link
Weather Pane.
Touchscreen Controller (‘SiriusXM Weather Settings’ Screen)

Enable/Disable a
Background Enable/Disable
Weather Product Weather Product
Overlay(s)

View the Legends

for Enabled Weather
Products
Figure 6-7 ‘SiriusXM Weather Settings’ Screen

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The ‘Map Settings’ Screen controls the enabling/disabling of Data Link Weather information on Navigation
Map Panes.

Figure 6-8 Map Settings Screen

For Navigation Maps (including the Inset Map and HSI Map), the flight crew can select the maximum map
range to display each Data Link Weather product. The ‘Map Settings’ Screen on the Touchscreen Controller
controls the maximum map range at which the system displays a weather product on a map; selecting a map
range higher than this range will declutter the weather product from the map. The selected maximum map
ranges apply to all onside navigation maps, regardless of which screen was used to make the maximum map
range selections.
Selecting Maximum Navigation Map Range for Data link Weather Products (MFD GTC):
1) From Home, touch Map > Map Selection > Map Settings.
2) If necessary, touch the Sensor Tab.
3) Scroll through the list to view the available weather products.
3) Touch a range button next to the corresponding weather product, then touch to select the maximum navigation
map range at which the system will display the selected weather product.

Weather Product
Map Range
Settings

Figure 6-9 ‘Map Settings’ Screen (Sensor Tab Selected)

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Selecting Maximum Navigation Map Range for Data Link Weather Products (PFD GTC):
1) From PFD Home, touch PFD Map Settings.
2) Scroll in the Overlays Tab to view the available weather products.
3) Touch a range button next to the corresponding weather product, then touch to select the maximum navigation
map range at which the system will display the selected weather product. For the NEXRAD Data Weather
Product, touch the NEXRAD Data Settings Button, then touch the NEXRAD Data range button to select the
maximum map range to display the NEXRAD weather product.

Figure 6-10 PFD Map Settings Screen

The system provides the ability to select a map orientation for the Data Link Weather Pane for the selected
display pane location on the GDU. In addition to the Heading Up, Track Up, and North Up display options, the
system can also synchronize the Data Link Weather Pane orientation to the ‘Navigation Map’ Pane orientation.
Selecting a map orientation for the Data Link (SiriusXM, Connext, or ACARS) Weather Pane:
1) From Home, touch Weather > Weather Selection > ‘Data Link’ Weather > ‘Data Link’ Weather
Settings.
2) Touch the Orientation Button to change the selected map orientation (displayed in cyan)
3) Touch the desired map orientation button (Heading Up, Track Up, North Up, Sync to Nav Map).

Button
selects map
orientation
for the
selected
‘SiriusXM
Weather’
Pane Figure 6-11 Selecting a Map Orientation for the ‘SiriusXM Weather’ Pane

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If more than one weather data link weather source has been installed (such as Garmin Connext Weather),
the system provides the option to select a source of weather information for each ‘Navigation Map’ Pane and
PFD Map.
Selecting a Data Link Weather Source for ‘Navigation Map’ Panes:
1) From Home, touch Map > Map Selection > Map Settings.
2) If necessary, touch the Sensor tab.
3) Scroll if necessary to view the WX Source Button. Cyan text on the button indicates currently selected weather
data link weather source.
4) Touch the WX Source Button.
5) Touch the button for the data link weather source to be used (such as SiriusXM, Connext or ACARS, if
installed).
Navigation Maps displaying data link weather products show the name of the selected source (‘SiriusXM’
‘Connext WX’ or ‘ACARS’) in the upper-right corner of the Inset map or lower right of the HSI map while data
link weather products are enabled for display.
Selecting a Weather Data Link Source for the PFD Map:
1) From PFD Home, touch the PFD Map Settings Button.
2) Scroll in the Overlays Window to view the WX Source Button. Cyan text on the button indicates currently
selected data link weather source for the Inset Map.
3) Touch the WX Source Button.
4) Touch the button for the data link weather service to be used (such as SiriusXM, Connext or ACARS, if
installed).
The available PFD Map Settings weather product selection buttons on the PFD GTC correspond to weather
products offered by the selected data link weather source.
Navigation Maps displaying data link weather products show the name of the selected source (‘Connext
WX’”, ‘SiriusXM’, or ‘ACARS’) in the upper-right corner of the map while data link weather products are
enabled for display.
The Data Link Settings Screen on the MFD GTC can display a legend for each weather product currently
enabled on the Data Link Weather Pane.
Viewing legends for weather products enabled on the ‘Data Link’ (SiriusXM, Connext or ACARS)
Weather Pane:
1) From Home, touch Weather > Weather Selection > ‘Data Link’ Weather > ‘Data Link’ Weather
Settings.
2) Scroll as necessary and touch the Legend Button. The ‘Weather Legends’ Window appears on the Touchscreen
Controller.
3) Scroll as needed to view the weather legends in the ‘Weather Legends’ Window.
4) To remove the ‘Weather Legends’ Window, touch the Back Button or the Home Button.

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Scroll to view legends

for enabled SiriusXM
Weather products

Figure 6-12 ‘Weather Legends’ Window (SiriusXM)

The weather product age and availability information appears automatically when a weather product is
shown on the Data Link Weather Pane. The pilot can manually enable/disable the display of this information
on the PFD Inset Map.
Displaying/Removing Weather Product Age Information on the PFD Navigation Maps:
1) Touch the PFD Map Settings Button.
2) Touch the Weather Legend Button to enable/disable the weather product age information.

CONNEXT WEATHER DATA REQUESTS

The Data Request Window on the ‘Connext Weather Settings’ Screen provides the flight crew with the options
to define weather data request coverage areas, select automatic weather data request intervals, and provides the
ability to send a manual data request immediately. The Data Request Window also displays the status of the
Connext Data Request process.
Before the system can retrieve weather information, a valid coverage area must be defined from which all
available Garmin Connext Weather products will be retrieved (regardless of which weather products are
currently enabled for display). The flight crew may define the coverage area by enabling/disabling one or more
of the following buttons at any time:

-- P.POS (Present Position) -- Flight Plan (active)

-- Destination (as part of the active flight plan) -- Waypoint
It is not necessary to provide the system with the destination, flight plan, or waypoint prior to enabling these
buttons. However, if none of this information is supplied, the present position must be included in the Connext
Data Request. Otherwise, the Data Request Window indicates ‘INVALID COVERAGE AREA’ when performing
a data request, because the system has insufficient information to define the coverage area.

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Defining Weather Data Request Coverage Area:

1) From Home, touch Weather > Weather Selection > Connext Weather > Connext Settings.
2) Touch the Define Coverage Button.
3) To change the diameter and route width of the weather data request coverage area, touch the Diameter/
Width Button. Scroll as needed and touch the desired distance button in the pop-up window.
4) To include/remove the present position in the weather data request, touch the P.POS Button.
5) To include/remove the destination of the active flight plan in the weather data request, touch the Destination
Button.
6) To include/remove any portion of the active flight plan route in the weather data request, touch the Flight Plan
Button.
7) To change distance of the flight plan to be used in the data request, touch the Flight Plan Distance Button. Scroll
as needed and touch the desired distance of the flight plan to be used (‘Remaining FPL’ uses the remainder of
the flight plan, or select a specified look-ahead distance from the list).
8) To include/remove a specific waypoint to be used in the weather data request, touch the Waypoint Button.
a) Touch the waypoint entry Button (to the right of the Waypoint Button).
b) Use Touchscreen Controller keypad or knobs to enter a waypoint to include in the weather data request,
then touch the Enter Button or push the small knob.
9) When finished, touch the Back Button to return to the Connext Weather Settings Screen, or touch the Home
Button.
Sending/Cancelling an Immediate Weather Data Request:
1) From Home, touch Weather > Weather Selection > Connext Weather > Connext Settings.
2) Touch the Send Immediate Request Button. The system contacts Garmin Connext services and displays the
status in the Data Request Window. System displays ‘Completed’ when finished.
3) If desired, touch the Cancel Immediate Request Button while a request is occurring. Data Request Window
displays ‘Cancelled’.

Data Request
Window

Figure 6-13 ‘Connext Weather Settings’ Screen Figure 6-14 Selecting coverage area for Connext Data Request

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During a weather data request, the ‘Data Request’ Window initially displays “Contacting Connext...”. Once a
connection is established, the ‘Data Request’ Window displays “Receiving Wx Data... Time Remaining:” with an
estimated data transfer time (either minutes or seconds). Connext Data Requests typically take between one to
four minutes to complete depending on the size of the selected weather coverage area and the data link signal
strength. If the system cannot complete the data request, the ‘Data Request’ Window displays an error; see the
Abnormal Operations discussion later in this section for more information.
The system retrieves all available Connext Weather products within the selected coverage area during an initial
weather data request, regardless of which products (if any) are currently enabled for display. On subsequent
weather data requests, previously retrieved textual products (such as METARs and TAFS) are retained if not
expired, while new textual weather data matching the current coverage area and all graphical weather data is
downloaded during every data request.

Present Position Selected, 200 nm Diameter Destination Selected,

Requested 200 nm Diameter Requested

Figure 6-15 Connext Weather Coverage Options for Present Position and Destination

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Next 80 nm of Flight Plan Selected, 200 nm Waypoint Selected, 200 nm Diameter Requested
Route Width Requested

Figure 6-16 Connext Weather Coverage Options based on Flight Plan and Waypoint Selections

The flight crew can schedule Connext Data Requests to recur automatically. Automatic requests remain
enabled until the flight crew disables them, or the system power is cycled. The ‘Data Request’ Window will
indicate a countdown timer until the next automatic Connext Data Request occurs. Performing an immediate
data request resets the timer unto the next Automatic data request occurs.
Enabling/disabling automatic Connext Data Requests:
1) From Home, touch Weather > Weather Selection > Connext Weather > Connext Settings.
2) Touch the Auto Request Button.
3) From the pop-up window, touch an Auto Update Request Rate Button to select the desired weather request
update interval in minutes or touch the Off Button to disable automatic Connext Data Requests.

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WEATHER PRODUCT OVERVIEW

The following is an overview of data link weather products the system can display.
NEXRAD (SIRIUSXM)

WARNING: Do not use the indicated data link weather product age to determine the age of the weather
information shown by the data link weather product. Due to time delays inherent in gathering and processing
weather data for data link transmission, the weather information shown by the data link weather product
may be older than the indicated weather product age.

NOTE: The NEXRAD weather product cannot be displayed at the same time as terrain, echo tops, turbulence,
or icing data.
The National Weather Service (NWS) operates the WSR-88D, or NEXRAD (NEXt-generation RADar)
system, an extensive network of 160 high-resolution Doppler radar systems. The NEXRAD network provides
centralized meteorological information for the continental United States and selected overseas locations. The
maximum range of a single NEXRAD site is 250 nm.
Individual NEXRAD sites supply the network with radar images, and the images from each site may arrive
at the network at different rates and times. Periodically, the weather data provider compiles the available
individual site images from the network to form a composite image, and assigns a single time to indicate when
it created the image. This image becomes the NEXRAD weather product. Individual images--gathered from
each NEXRAD site--differ in age, and are always older than the displayed NEXRAD weather product age. The
data provider then sends the NEXRAD data to the SiriusXM Weather service, whose satellites transmit this
information during the next designated broadcast time for the NEXRAD weather product.
Because of the time required to detect, assemble, and distribute the NEXRAD weather product, the displayed
weather information contained within the product may be significantly older than the current radar synopsis
and may not depict the current weather conditions. The NEXRAD weather product should never be used as a
basis for maneuvering in, near, or around areas of hazardous weather regardless of the information it contains.
For radar sites in the United States, the NEXRAD weather product shows a composite reflectivity image.
This shows the highest radar energy received from multiple antenna tilt angles at various altitudes. For radar
sites based in Canada, the NEXRAD weather product shows radar returns from the lowest antenna tilt angle,
known as base reflectivity. The display of the information is color-coded to indicate the intensity of the echoes
and the type of precipitation, if known.

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No Radar Coverage

Figure 6-17 NEXRAD Data on the ‘SiriusXM Weather’ Pane

Displaying NEXRAD weather information (‘SiriusXM Weather’ Pane):

1) From Home, touch Weather > Weather Selection > SiriusXM Weather > SiriusXM Settings.
2) Touch the NEXRAD Button in the ‘Background’ Window to enable/disable the display of NEXRAD information.

Displaying NEXRAD weather information (‘Navigation Map’ Pane)

1) From Home, touch Map > Map Selection > Map Settings.
2) If necessary, touch the Sensor Tab.
3) Scroll as needed and touch the NEXRAD Data Button in the ‘Overlays’ Window to enable/disable the display
of the NEXRAD weather product on the ‘Navigation Map’ Pane.
Changing the NEXRAD coverage area on the ‘Navigation Map’ Pane:
1) From Home, touch Map > Map Selection > Map Settings.
2) If necessary, touch the Sensor Tab.
3) Scroll and touch the NEXRAD Data Settings Button.
4) Touch the NEXRAD Region Button (displaying either ‘USA’ or ‘Canada’ in cyan), Touch either USA or Canada
Button.
5) When finished, touch the Back Button or the Home Button.

Displaying NEXRAD weather information PFD Navigation Maps:

1) If necessary, enable the Inset Map or HSI Map.
2) From PFD Home, touch PFD Map Settings Button.
3) Scroll and touch the NEXRAD Data Button to enable/disable the display of NEXRAD information in the PFD
Inset Map.

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Changing the NEXRAD coverage area on PFD Navigation Maps:

1) If necessary, enable the Inset Map or HSI Map.
2) From PFD Home, touch PFD Map Settings Button.
3) Scroll and touch the NEXRAD Data Settings Button.
4) Touch the NEXRAD Region Button, Touch either USA or Canada Button.
5) When finished, touch the Back Button or the Home Button.

Changing the NEXRAD coverage area on the ‘SiriusXM Weather’ Pane:

1) From Home, touch Weather > Weather Selection > SiriusXM Weather > SiriusXM Settings.
2) Touch the NEXRAD Settings Button. The ‘NEXRAD Options’ Window appears.
3) Touch the NEXRAD Button.
4) Touch the USA or Canada Button, or touch the Back Button or the Home Button to exit without changing the
coverage area.
The display shows composite data from all available NEXRAD radar sites in the selected coverage area
(either United States or Canada.) This data is composed of the maximum reflectivity from the individual
radar sweeps. The display of the information is color-coded to indicate the strength of the radar returns. All
weather product legends can be viewed on the Touchscreen Controller. For the NEXRAD legend, touch the
Legend Button when NEXRAD is enabled for display on the ‘SiriusXM Weather Settings’ Screen.

No Radar Coverage
Figure 6-18 NEXRAD Legend

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The system can animate a loop of NEXRAD information on the SiriusXM Weather Pane. Animation begins
after the system has received at least two NEXRAD images since the system was powered on. When animation
is enabled, a timeline appears to the left of the NEXRAD weather product age display. The large square on
the timeline indicates the relative position of the displayed frame of animation, from oldest to newest. The
NEXRAD weather product age corresponds to the displayed frame. The system can show up to six frames
of NEXRAD animation when the USA coverage option is selected, and up to three frames of animation when
Canada is selected. Due to the time it takes to accumulate successive frames, allow approximately 30 minute
for the maximum number of frames to be available for animation.
Displaying Time-Lapse NEXRAD Animation on the ‘SiriusXM Weather’ Pane:
1) From Home, touch Weather > Weather Selection > SiriusXM Weather > SiriusXM Settings.
2) If necessary, touch the NEXRAD Button in the ‘Background’ Window to enable the display of NEXRAD.
3) Touch the NEXRAD Settings Button.
4) Touch the Animation Button to enable/disable NEXRAD animation.
5) When finished, touch the Back Button or the Home Button.

Displaying Time-Lapse NEXRAD Animation on the ‘Navigation Map’ Pane:

1) From Home, touch Map > Map Selection > Map Settings.
2) If necessary, touch the Sensor Tab.
3) Scroll if necessary and touch the NEXRAD Data Settings Button.
4) Touch the NEXRAD Animation Button to enable/disable the animated NEXRAD information.
5) When finished, touch Back or Home.
The display of No Radar Coverage is always active when either the NEXRAD or Echo Tops weather products
are enabled for display. Areas where NEXRAD radar coverage and Echo Tops information is not currently
available, or outside of the selected coverage source area, or is not being collected are indicated in a gray shade
of purple.
REFLECTIVITY
The role of radar is essentially to detect moisture in the atmosphere. Simply put, certain types of weather
reflect radar better than others. The intensity of a radar reflection is not necessarily an indication of the
weather hazard level. For instance, wet hail returns a strong radar reflection, while dry hail does not. Both
wet and dry hail can be extremely hazardous.
The different NEXRAD echo intensities are measured in decibels (dB) relative to reflectivity (Z). NEXRAD
measures the radar reflectivity ratio, or the energy reflected back to the radar receiver (designated by the letter
Z). The value of Z increases as the returned signal strength increases.
Reflectivity is the amount of transmitted power returned to the radar receiver. Colors on the NEXRAD
display are directly correlative to the level of detected reflectivity. Reflectivity as it relates to hazardous
weather can be very complex. Radar reflectivity can be separated into two elements: Base or Composite.
The base reflectivity precipitation weather product shows the radar returns from the perspective of a single
antenna tilt angle. The composite reflectivity precipitation weather product shows the highest radar energy

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received from multiple antenna tilt angles. The display of the information is color-coded to indicate the
intensity of the echoes and the type of precipitation.
NEXRAD Limitations
NEXRAD radar images may have certain limitations:
ƒƒ NEXRAD base reflectivity does not provide sufficient information to determine cloud layers or precipitation
characteristics (wet hail vs. rain). For example, it is not possible to distinguish between wet snow, wet
hail, and rain.
ƒƒ NEXRAD base reflectivity is sampled at the minimum antenna elevation angle. An individual NEXRAD
site cannot depict high altitude storms at close ranges. It has no information about storms directly over
the site.
ƒƒ When zoomed in to a range of 30 nm, each square block on the display represents an area of four square
kilometers. The intensity level reflected by each square represents the highest level of NEXRAD data
sampled within the area.
ƒƒ Colors displayed from NEXRAD and airborne weather radar systems are not interchangeable. Refer to the
applicable legends based on the weather source.
The following may cause abnormalities in displayed NEXRAD radar images:
ƒƒ Ground clutter.
ƒƒ Strobes and spurious radar data.
ƒƒ Sun strobes (when the radar antenna points directly at the sun).
ƒƒ Interference from buildings or mountains, which may cause shadows.
ƒƒ Metallic dust (chaff) from military aircraft, which can cause alterations in radar scans.
NEXRAD Limitations (Canada)
ƒƒ Radar coverage extends to 55ºN.
ƒƒ Any precipitation displayed between 52ºN and 55ºN is displayed as mixed regardless of actual precipitation
type.

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PRECIPITATION (GARMIN CONNEXT)

NOTE: The Garmin Connext weather product cannot be displayed simultaneously on the same map with
relative terrain or airborne weather radar information. When one item is enabled the other is disabled.
The Garmin Connext Radar weather product, where available, shows a mosaic of weather radar images
compiled from individual radar sites. Images may arrive at ground-based collection systems at different rates
and times.
Periodically, the Garmin Connext Weather service collects these images, and assigns a single time to indicate
when it created the image. This composite image becomes the Garmin Connext Radar product. Images from
individual radar sites differ in age, and are always older than the displayed Precipitation weather product age.
Because of the time required to detect, assemble, and distribute this weather product, the displayed weather
information contained within the product may be significantly older than the current radar synopsis and may
not depict the current weather conditions. Information from the Garmin Connext Radar weather product
should never be used as a basis for maneuvering in, near, or around areas of hazardous weather regardless of
the information it contains.

Boundary of
Weather Data
No Radar Coverage Request

Figure 6-19 ‘Connext Weather’ Pane with Connext Radar Enabled

Displaying Garmin Connext Radar information (Navigation Map Panes):

1) From Home, touch Map > Map Selection > Map Settings.
2) If necessary, touch the Sensor Tab.
3) Scroll if needed and touch the Connext Radar Button.

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Displaying Garmin Connext Radar information on the ‘Connext Weather’ Pane:

1) From Home, touch Weather > Weather Selection > Connext Weather > Connext Settings.
2) Touch the Radar Button in the ‘Overlays’ Window.

Garmin Connext Radar information PFD Navigation Maps:

1) From PFD Home, touch the PFD Map Settings Button.
2) Scroll in the ‘Overlays’ Window to view the WX Source Button. Cyan text on the button indicates currently
selected data link weather source for the Inset Map.
3) Touch the WX Source Button.
4) Touch the button for the data link weather service to be used (such as SiriusXM or Connext if installed).
For radar sites in the United States, the Connext Radar weather product shows a composite reflectivity
image. This shows the highest radar energy received from multiple antenna tilt angles at various altitudes.
For radar sites based outside of the United States, the Connext Radar weather product shows radar returns
from the lowest antenna tilt angle, known as base reflectivity. The display of the information is color-coded
to indicate the intensity of the echoes and the type of precipitation, if known.

Region Radar Reflectivity Type

United States Composite Reflectivity
Canada, Europe, Australia Base Reflectivity

No Radar Coverage

Figure 6-20 Connext Weather Radar Legend

The display of no radar coverage is enabled when Garmin Connext Radar is enabled for display. Areas
where radar coverage is not currently available or is not being collected are indicated in a gray shade of
purple. A white boundary line with white tick marks depicts the selected coverage area of the Connext Data
Request (as defined in the Data Request Window). This boundary encloses the precipitation data when
this weather product is displayed. This boundary assists the flight crew in differentiating an area without
precipitation from an area outside of the Connext Data Request coverage area.

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Reflectivity
The role of radar is essentially to detect moisture in the atmosphere. Simply put, certain types of weather
reflect radar better than others. The intensity of a radar reflection is not necessarily an indication of the
weather hazard level. For instance, wet hail returns a strong radar reflection, while dry hail does not. Both
wet and dry hail can be extremely hazardous.
The different radar echo intensities are measured in decibels (dB) relative to reflectivity (Z). Weather
radars measure the reflectivity ratio, or the energy reflected back to the radar receiver (designated by the
letter Z). The value of Z increases as the returned signal strength increases.
Reflectivity is the amount of transmitted power returned to the radar receiver. Colors on the Precipitation
display directly correlate to the level of detected reflectivity. Reflectivity as it relates to hazardous weather
can be very complex.
Radar Limitations
Radar images may have certain limitations:
ƒƒ Radar base reflectivity does not provide sufficient information to determine cloud layers or precipitation
characteristics (wet hail vs. rain). For example, it is not possible to distinguish between wet snow, wet
hail, and rain.
ƒƒ Radar base reflectivity is sampled at the minimum antenna elevation angle. An individual radar site
cannot depict high altitude storms at close ranges. It has no information about storms directly over the
site.
ƒƒ When zoomed in to a range of 30 nm, each square block on the display represents an area of four square
kilometers.
ƒƒ Colors displayed from NEXRAD and airborne weather radar systems are not interchangeable. Refer to the
applicable legends based on the weather source.
The following may cause abnormalities in displayed radar images:
ƒƒ Ground clutter.
ƒƒ Strobes and spurious radar data.
ƒƒ Sun strobes (when the radar antenna points directly at the sun).
ƒƒ Interference from buildings or mountains, which may cause shadows.
ƒƒ Metallic dust (chaff) from military aircraft, which can cause alterations in radar scans.

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DATA LINK WEATHER PRODUCTS

ECHO TOPS (SIRIUSXM)

NOTE: When the Echo Tops weather product is enabled on the ‘SiriusXM Weather’ Pane, the system disables
the NEXRAD and Cloud Tops weather products.
The Echo Tops weather product shows the location and elevation of the highest radar echo. The highest
radar echo does not indicate the actual top of a storm or clouds. It indicates the highest altitude at a which
NEXRAD radar was able to detect precipitation. Note this Echo Tops altitude may be higher than the highest
altitude airborne weather radar was able to detect precipitation, particularly at longer ranges from the airborne
weather radar antenna. See section 6.3 for more information on airborne weather radar. The Echo Tops
weather product, like all data link weather products, does not provide real-time weather information.

Echo Top
Information
Selected with
No Radar Coverage Map Pointer

Figure 6-21 Echo Tops Weather Product

Enabling/Disabling Echo Tops information:

1) From Home, touch Weather > Weather Selection > SiriusXM Weather > SiriusXM Settings.
2) Touch the Echo Tops Button in the ‘Background’ Window.
Touch the Legend Button on the ‘SiriusXM Weather’ Settings Screen to display the Echo Tops legend when
Echo Tops is enabled. Since Echo Tops and Cloud Tops use the same color scaling to represent altitude, only
one of these products may be displayed at a time. When Echo Tops is enabled, the system disables NEXRAD
and Cloud Tops information.

No Radar Coverage
Figure 6-22 Echo Tops Legend

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The display of No Radar Coverage is always active when either Echo Tops or NEXRAD is enabled. Areas
where NEXRAD radar coverage and Echo Tops information is not available, or is not being collected are
indicated in gray shade of purple.
CLOUD TOPS (SIRIUSXM)

NOTE: The Cloud Tops and Echo Tops weather products cannot be displayed at the same time on the
‘SiriusXM Weather’ Pane.
The Cloud Tops weather product depicts cloud top altitudes as determined from satellite imagery. When
the Cloud Tops weather product is enabled, the system removes the Echo Tops weather product. When the
Map Pointer is activated, the system displays the altitude of the selected Cloud Top.

Cloud Top
Information
Selected with
Map Pointer

Figure 6-23 Cloud Tops Weather Product

Enabling/Disabling Cloud Tops information:

1) From Home, touch Weather > Weather Selection > SiriusXM Weather > SiriusXM Settings.
2) Touch the Cloud Tops Button in the ‘Background’ Window.
Touch the Legend Button on the ‘SiriusXM Weather Settings’ Screen to display weather legend(s) for
enabled weather product(s). Scroll as necessary to view the information, then touch the Back Button or the
Home Button.

Figure 6-24 Cloud Tops Legend

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DATA LINK LIGHTNING (SIRIUSXM, GARMIN CONNEXT)

NOTE: Lightning from a data link source cannot be displayed simultaneously on the same map as information
from an optional on-board lightning detection system.
The Lightning weather product shows the approximate location of cloud-to-ground lightning strikes. A
strike icon represents a strike has occurred within a two-kilometer region. The exact location of the lightning
strike is not displayed.

Lightning
Strikes

Figure 6-25 SiriusXM Lightning Weather Product

Enabling/Disabling Data Link Lightning information (SiriusXM or Connext) Weather Pane:

1) From Home, touch Weather > Weather Selection > ‘Data Link’ Weather > ‘Data Link’ Weather
Settings.
2) Touch the Lightning Button in the ‘Overlays’ Window.
Touch the Legend Button on the ‘SiriusXM Weather Settings’ Screen to display weather legend(s) for
enabled weather product(s). Scroll as necessary to view the information, then touch the Back Button or the
Home Button.

Figure 6-26 SiriusXM Lightning Legend

Displaying ‘Data Link’ Lightning information (SiriusXM or Connext on ‘Navigation Map’ Panes):
1) From Home, touch Map > Map Selection > Map Settings.
2) If necessary, touch the Sensor Tab.
3) Scroll as needed and touch the ‘Data Link’ Lightning Button.

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Displaying ‘Data Link’ Lightning information on PFD Navigation Maps (SiriusXM or Connext):
1) From PFD Home, touch PFD Map Settings.
2) Scroll as necessary and touch the ‘Data Link’ Lightning Button.
3) When finished, touch the Back Button or the Home Button.

CELL MOVEMENT (SIRIUSXM)

The Cell Movement weather product shows the location and movement of storm cells as identified by
the ground-based system. Orange squares represent cells, with short arrows indicating direction of cell
movement. When the Map Pointer is panned over a Storm Cell, the system displays the path, speed, and
altitude range of the Storm Cell, as determined by the NEXRAD system.

NOTE: The Storm Cell base height is not available if a GDL 69A SiriusXM Datalink Receiver is installed. In
this case, the Storm Cell base height is displayed as 0 feet when the map pointer selects a storm cell.

Additional information for selected

Storm Cell

Storm Cell
highlighted with
Map Pointer

Storm Cells

Figure 6-27 Storm Cell Movement Weather Product

Enabling/Disabling Storm Cell Movement Information (SiriusXM Weather Pane):

1) From Home, touch Weather > Weather Selection > SiriusXM Weather > SiriusXM Settings.
2) Touch the Storm Cell Movement Button in the ‘Overlays’ Window.
Touch the Legend Button on the ‘SiriusXM Weather Settings’ Screen to display weather legend(s) for
enabled weather product(s). Scroll as necessary to view the information, then touch the Back Button or the
Home Button.

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Figure 6-28 Cell Movement Legend

Displaying Storm Cell Movement Information (Navigation Map Panes):

1) From Home, touch Map > Map Selection > Map Settings.
2) If necessary, touch the Sensor Tab.
3) Scroll as needed and touch the NEXRAD Data Settings Button.
4) Touch the Storm Cell Movement Button. When button annunciator is green, the system shows Storm Cell
Movement with the NEXRAD weather product on navigation map panes. When button annunciator is gray,
system will not show the Storm Cell Movement weather product on navigation map panes.
Displaying Storm Cell Movement on PFD Navigation Maps:
1) From PFD Home, touch PFD Map Settings.
2) In the ‘Overlays’ Window, touch the NEXRAD Data Settings Button.
3) Touch the Storm Cell Movement Button. When button annunciator is green, the system shows Storm Cell
Movement with the NEXRAD weather product on the Inset Map. When button annunciator is gray, system will
not show the Storm Cell Movement weather product on the Inset Map.
INFRARED SATELLITE (GARMIN CONNEXT)
The Infrared (IR) Satellite weather product depicts cloud top temperatures, as determined from infrared
satellite imagery. Darker colors indicate warmer cloud tops typically associated with lower altitudes; lighter
colors indicate cooler cloud tops typically associated with higher altitudes. When panning over a Cloud Top
with the Map Pointer, the system displays an estimated temperature range for the selected Cloud Top.
Temperature range for selected Cloud Top

Data selected
with Map
Pointer

Figure 6-29 Cloud Tops Weather Product on ‘Connext Weather’ Pane

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Displaying Cloud Tops information (Connext Weather Pane):

1) From Home, touch Weather > Weather Selection > Connext Weather > Connext Settings.
2) Touch the IR Satellite Button in the ‘Overlays’ Window.
To display the IR Satellite legend, touch the Legend Button on the ‘Connext Weather Settings’ Screen when
the Cloud Tops weather product is enabled for display.

Figure 6-30 Infrared Satellite Legend

SIGMETS AND AIRMETS

The National Weather Service issues SIGMETs (SIGnificant METeorological Information) and AIRMETs
(AIRmen’s METeorological Information) for potentially hazardous weather. Convective SIGMETs are issued for
hazardous convective weather. Dashed lines enclose a SIGMET or AIRMET occurring over a large geographic
area. If a SIGMET OR AIRMET exists only for a small geographic area, a diamond shape may appear; both
are shown in the legend.

NOTE: If a GDL 69A SiriusXM Datalink Receiver is installed, then the SIGMET and AIRMET weather products
are not available unless at least one SIGMET or AIRMET has been received. The weather product age
indicates ‘N/A’ when no SIGMET or AIRMET is available.

AIRMET

SIGMET highlighted
with Map Pointer

Figure 6-31 AIRMET and SIGMET Weather Products

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Enabling/Disabling AIRMET and SIGMET information (SiriusXM or Connext) Weather Pane:

1) From Home, touch Weather > Weather Selection > ‘Data Link’ Weather > ‘Data Link’ Weather
Settings.
2) Scroll as needed and touch the AIRMETs and/or SIGMETs Buttons in the ‘Overlays’ Window.
3) To view the text of an AIRMET or SIGMET, push the Joystick and move the map pointer with the Joystick or
Touchpad over the SIGMET or AIRMET until it is highlighted.
4) Touch the Info Button to show the ‘AIRMET / SIGMET Information’ Screen with the selected AIRMET or SIGMET.
5) Scroll as needed to view full text of the report, then touch the Back Button or the Home Button.
Touch the Legend Button on the ‘Data Link’ Weather Settings Screen to display weather legend(s) for
enabled weather product(s). Scroll as necessary to view the information, then touch the Back Button or the
Home Button.
View
Selected
AIRMET
or SIGMET
Text

Figure 6-32 Map Pointer Control Screen Figure 6-33 AIRMET/SIGMET Information Screen

Figure 6-34 SIGMET/AIRMET Legend

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METARS AND TAFS

NOTE: Atmospheric pressure as reported for METARs is given in hectopascals (hPa), except for in the United
States, where it is reported in inches of mercury (in Hg). Temperatures are reported in Celsius.

NOTE: METAR information is only displayed within the installed navigation database service area.
METARs typically contain information about the temperature, dewpoint, wind, precipitation, cloud cover,
cloud base heights, visibility, and barometric pressure at an airport or observation station. They can also
contain information on precipitation amounts, lightning, and other critical data. METARs reflect hourly
observations; non-routine updates include the code “SPECI” in the report. METARs are shown as colored
flags at airports which have a requested METAR available.
TAFs (Terminal Aerodrome Forecasts) are weather predictions for specific airports within a 24- hour period,
and may span up to 36 hours. TAFs typically include forecast wind, visibility, weather phenomena, and sky
conditions using METAR codes.
Original METAR Text

Airport with
METAR Flag
Selected with
Map Pointer

Figure 6-35 Displaying METARS on the ‘SiriusXM Weather’ Pane

Showing METAR text (SiriusXM or Connext) Weather Pane:

1) From Home, touch Weather > Weather Selection > ‘Data Link’ Weather > ‘Data Link’ Weather
Settings.
2) Touch the METARs Button in the ‘Overlays’ Window. The system displays METAR flags at available reporting
stations when METARs are enabled (button annunciator is green).
3) To view METAR text, push the Joystick and move the map pointer with the Joystick or Touchpad over a
METAR flag. The system displays the original METAR text near the METAR flag. If the display has not yet
received the METAR text associated with the selected flag, it displays “Waiting for METAR text,” until it receives
this information.

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Showing METAR information (‘Navigation Map’ Pane):

1) From Home, touch Map > Map Selection > Map Settings.
2) If necessary, touch the Sensor Tab.
3) Touch the Graphical METARs Button. The system displays METAR flags at available reporting stations when
METARs are enabled (button annunciator is green).
4) To view METAR text, push the Joystick and move the map pointer with the Joystick or Touchpad over a
METAR flag. The system displays the original METAR text near the METAR flag. If the GDU has not yet received
the METAR text associated with the selected flag, it displays “Waiting for METAR text.” until it receives this
information.
Textual METAR information is also available on the Airport Information screens on the Touchscreen
Controllers. When viewing the Airport Information screen for an airport, touch the Weather Tab and scroll
as needed to view the METAR text.
The graphical METAR flag color shown on the maps is determined by the information in the METAR text.
The system displays a gray METAR flag when the METAR text does not contain adequate information to
determine the METAR category, as shown in the legend.
Showing METAR information on PFD Navigation Maps:
1) From PFD Home, touch PFD Map Settings.
2) Scroll in the ‘Overlays’ Window and touch the Graphical METARs Button. The system displays METAR flags at
available reporting stations when METARs are enabled (button annunciator is green).
3) To view METAR text, push the PFD GTC Joystick and move the map pointer with the Joystick or Touchpad
over a METAR flag. The system displays the original METAR text near the METAR flag. If the GDU has not yet
received the METAR text associated with the selected flag, it displays “Waiting for METAR text.” until it receives
this information.
Textual METAR/TAF information is available on the Airport Information Screen on the Touchscreen
Controller for airports with a requested METAR available. This textual METAR/TAF information may come
from any data link weather source available to the system (such as SiriusXM, or Garmin Connext), if more
than one source is installed. In this case, the system automatically displays the newest available METAR. If
the METAR age is identical from all available data link sources, the system selects one METAR to display in
the following order of source priority: SiriusXM, Garmin Connext.
The textual display of METAR information on the GTCs begins with the decoded version, followed by the
original METAR text. Note the original METAR text may contain additional information not present in the
decoded version. The TAF, if available for the selected airport, appears below the original METAR text. The
system displays the data link weather source of the displayed METAR/TAF at the end of the report.
Viewing textual METAR/TAF information on the ‘Airport Information’ Screen:
1) From Home, touch Waypoint Info > Airport.
2) If the desired airport identifier and name already appears in the airport button near the top of the screen, go to
step 5.
3) Touch the airport button.

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4) Input the airport identifier using the keypad or the large and small right knobs, then touch Enter or push the
right knob.
5) Touch the METAR/TAF Tab.
6) Touch a button for an available weather product (METAR Raw, METAR Decoded, TAF Raw, TAF Decoded).
If a button is subdued, that weather product is currently unavailable for the selected airport.
7) Scroll as necessary to view the weather text. Note raw weather products may provide additional information
not present in the decoded version.

Figure 6-36 METAR information on the Airport Weather Screen

NOTE: METAR/TAF data is not automatically updated on the Airport Weather Screen when new data is
received. Due to this, it is possible for the Touchscreen Controllers to show different METAR timestamps,
depending on when the METAR/TAF Tab was selected. In order to see the latest METAR/TAF, touch another
tab, then touch the METAR/TAF Tab again.
Touch the Legend Button on the ‘Data Link’ Weather Settings Screen to display weather legend(s) for
weather product(s) enabled on the ‘Data Link’ Weather Pane. Scroll as necessary to view the information,
then touch the Back Button or the Home Button.
The graphical METAR flag color shown on the maps is determined by the information within the METAR.
The system displays a gray METAR flag when the SiriusXM Weather service was unable to categorize the
METAR.

Figure 6-37 METAR Legend

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SURFACE ANALYSIS AND CITY FORECAST (SIRIUSXM)

The Surface Analysis and City Forecast weather products are available for current and forecast weather
conditions. Forecasts are available for intervals of 12, 24, 36, and 48 hours.

Figure 6-38 Current Surface Analysis Weather Product

Displaying Surface Analysis and City Forecast information:

1) From Home, touch Weather > Weather Selection > SiriusXM Weather > SiriusXM Settings.
2) Scroll as needed in the ‘Overlays’ Window and touch the Surface Analysis Button.
3) If needed, touch the Surface Analysis forecast period button (to the right of the Surface Analysis Button)and
select from Current, 12 Hours, 24 Hours, 36 hours, or 48 Hours forecast periods from the pop-up selection
window.
Touch the Legend Button on the ‘SiriusXM Weather Settings’ Screen to display weather legend(s) for
enabled weather product(s). Scroll as necessary to view the information, then touch the Back Button or the
Home Button.

Figure 6-39 Surface Analysis and City Forecast Legend

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FREEZING LEVEL (SIRIUSXM)

Freezing Level data shows the color-coded contour lines for the altitude and location at which the first
isotherm is found. When no data is displayed for a given altitude, the data for that altitude has not been
received, or is out of date and has been removed from the display.

Figure 6-40 Freezing Level Weather Product

Displaying Freezing Level information:

1) From Home, touch Weather > Weather Selection > SiriusXM Weather > SiriusXM Settings.
2) Scroll as needed in the ‘Overlays’ Window and touch the Freezing Level Button.
Touch the Legend Button on the ‘SiriusXM Weather Settings’ Screen to display weather legend(s) for
enabled weather product(s). Scroll as necessary to view the information, then touch the Back Button or the
Home Button.

Figure 6-41 Freezing Level Legend

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WINDS ALOFT
The Winds Aloft weather product shows the predicted wind speed and direction at the surface and at
selected altitudes. Altitude can be displayed in 3,000-foot increments from the surface up to 42,000 feet MSL.
Displaying Winds Aloft data:
1) From Home, touch Weather > Weather Selection > ‘Data Link’ Weather > ‘Data Link’ Weather
Settings.
2) Scroll as needed in the ‘Overlays’ Window and touch the Winds Aloft Button.
3) To change the selected winds aloft altitude, touch the Winds Aloft altitude button and select the desired winds
aloft altitude from Surface to 42,000 feet MSL from the pop-up Window.
Winds Aloft Overlay at 30,000 Feet
Data Age
(US and
Canada)

Selected Winds Aloft

Altitude

Selects Winds Aloft

Altitude

Touch to Enable/
Disable Winds
Aloft Overlay

Figure 6-42 Selecting a Winds Aloft Altitude on the ‘SiriusXM Weather Settings’ Screen

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Touch the Legend Button on the ‘Data Link’ Weather Settings Screen to display weather legend(s) for
enabled weather product(s). Scroll as necessary to view the information, then touch the Back Button or the
Home Button.

Figure 6-43 Winds Aloft Data Legend

Headwind and tailwind components aloft are available inside the Vertical Situation Display (VSD) Inset
Window on the ‘Navigation Map’ Pane. The displayed wind components are relative to current aircraft
altitude and track or flight plan, depending on the selected VSD Mode, but not relative to aircraft speed.
VSD
Mode

Wind
Altitude Component
Scale Velocity and
Direction
Arrows

Distance Scale
Figure 6-44 VSD Inset Window with Winds Aloft Information

Enabling/Disabling VSD (containing winds aloft data):

1) From Home, touch Map > Map Selection > Map Settings.
2) If necessary, touch the Inset Window Tab.
3) Touch the VERT Situation Display Button to enable/disable the VSD Inset Window. If the winds aloft
weather product icon does not appear in the inset window, continue with this procedure to enable winds aloft
information.
4) Touch the VERT Situation Display Settings Button.
5) Touch the Winds Button. When enabled, the system displays the winds aloft weather product inside the
Vertical Situation Display.

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Enables/
Disables
Vertical
Situation
Display Inset
Window

Enables/
Disables Winds
Aloft Product
when Vertical
Situation
Display is
shown

Figure 6-45 Controlling the display of Winds Aloft information for VSD Inset Window

Arrows pointing to the left indicate headwind components; tailwind component arrows point to the right,
as shown in Table 6-4.

Headwind Tailwind
Headwind/Tailwind Component
Symbol Symbol

None None Less than 5 knots

5 knots

10 knots

50 knots

Table 6-4 Profile View Headwind/Tailwind Component Symbols

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COUNTY WARNINGS (SIRIUSXM)

County data provides specific public awareness and protection weather warnings from the National Weather
Service (NWS). This can include information on severe thunderstorms, tornadoes, and flood conditions.

Tornado
Warning
Selected
with Map
Pointer

Figure 6-46 County Warnings Weather Product

Displaying County Warning information:

1) From Home, touch Weather > Weather Selection > SiriusXM Weather > SiriusXM Settings.
2) Scroll as needed in the ‘Overlays’ Window and touch the County Warnings Button.
3) To view additional information (such as county name), push the Joystick to activate the map pointer and move
the Joystick or Touchpad to highlight a selected County Warning. County Warning information appears in a
box near the map pointer.
4) When finished, push the Joystick to deactivate the map pointer.
Touch the Legend Button on the ‘SiriusXM Weather Settings’ Screen to display weather legend(s) for
enabled weather product(s). Scroll as necessary to view the information, then touch the Back Button or the
Home Button.

Figure 6-47 County Warnings Legend

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CYCLONE (SIRIUSXM)
The Cyclone weather product shows the current location of cyclones (hurricanes), tropical storms, and
their projected tracks. The track consists of a two digit date, followed by the estimated time of arrival.

Cyclone
with Track
Information

Figure 6-48 Cyclone (Hurricane) Weather Product

NOTE: If a GDL 69A SiriusXM Datalink Receiver is installed, then the Cyclone weather product is not
available unless at least one cyclone or tropical storm has been received. The weather product age indicates
‘N/A’ when no cyclone or tropical storm has been received.

Enabling/Disabling cyclone (Hurricane) weather product:

1) From Home, touch Weather > Weather Selection > SiriusXM Weather > SiriusXM Settings.
2) Scroll as needed in the ‘Overlays’ Window and touch the Cyclone Warnings Button.
Touch the Legend Button on the ‘SiriusXM Weather Settings’ Screen to display weather legend(s) for
enabled weather product(s). Scroll as necessary to view the information, then touch the Back Button or the
Home Button.

Figure 6-49 Cyclone Legend

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ICING (CIP & SLD) (SIRIUSXM)

NOTE: Icing data cannot be displayed at the same time as NEXRAD data.
The Current Icing Potential (CIP) weather product shows a graphical view of the icing environment. Icing
severity is displayed in four categories: light, moderate, severe, and extreme (not specific to aircraft type). The
CIP product is not a forecast, but a presentation of the current conditions at the time of the analysis.
Supercooled Large Droplet (SLD) icing conditions are characterized by the presence of relatively large,
super cooled water droplets indicative of freezing drizzle and freezing rain aloft. SLD threat areas are depicted
as magenta dots over the CIP colors.
Displaying Icing data:
1) From Home, touch Weather > Weather Selection > SiriusXM Weather > SiriusXM Settings.
2) Scroll as needed in the ‘Overlays’ Window and touch the Current Icing Potential Button to enable/disable
icing information.
3) Touch the altitude button (to the right of the Current Icing Potential annunciator Button) and scroll to and
touch the desired altitude Button (from 1,000 feet up to 30,000 feet).

Current Icing Selected Current

Potential Icing Potential
Altitude

SLD Threat
Area

Figure 6-50 Current Icing Potential Overlay at 21,000 Feet

Touch the Legend Button on the ‘SiriusXM Weather Settings’ Screen to display weather legend(s) for
enabled weather product(s). Scroll as necessary to view the information, then touch the Back Button or the
Home Button.

Figure 6-51 Icing Legend

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TURBULENCE (SIRIUSXM)

NOTE: The Turbulence weather product cannot be displayed at the same time as NEXRAD weather product.
The Turbulence weather product identifies the potential for erratic movement of high-altitude air mass
associated winds. Turbulence is classified as light, moderate, severe or extreme, at altitudes between 21,000
and 45,000 feet. Turbulence data is intended to supplement AIRMETs and SIGMETs.
Displaying Turbulence data:
1) From Home, touch Weather > Weather Selection > SiriusXM Weather > SiriusXM Settings.
2) Scroll in the ‘Overlays’ Window and touch the Turbulence Button.
3) Touch the Turbulence altitude button (to the right of the Turbulence annunciator button) and touch to select
an altitude from which to display turbulence data (from 21,000 feet up to 45,000 feet).

Selected
Turbulence
Altitude

Figure 6-52 Turbulence Weather Product at 33,000 Feet

Touch the Legend Button on the ‘SiriusXM Weather Settings’ Screen to display weather legend(s) for
enabled weather product(s). Scroll as necessary to view the information, then touch the Back Button or the
Home Button.

Figure 6-53 Turbulence Legend

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PIREPS AND AIREPS

Pilot Weather Reports (PIREPs) provide weather observations collected from pilots. When significant
weather conditions are reported or forecast, Air Traffic Control (ATC) facilities are required to solicit PIREPs.
A PIREP may contain adverse weather conditions, such as low in-flight visibility, icing conditions, windshear,
and turbulence. PIREPs are issued as either Routine (UA) or Urgent (UUA).
Another type of PIREP is an Air Report (AIREP). Commercial airlines are typically the source of AIREPs.

PIREP
Urgent PIREP
Selected with
Map Pointer

AIREP

Figure 6-54 AIREPs and PIREPs on the ‘SiriusXM Weather’ Pane

Displaying PIREP or AIREP information (SiriusXM or Connext) Weather Pane:

1) From Home, touch Weather > Weather Selection > ‘Data Link’ Weather > ‘Data Link’ Weather
Settings.
2) Scroll in the ‘Overlays’ Window as needed and touch the AIREPs or PIREPs Buttons.
3) To view PIREP/AIREP text, push the joystick to activate the map pointer and move the pointer with the joystick
until the selected report is highlighted, then touch the PIREP Info or AIREP Info Button.
4) Scroll as needed through the report text, then touch the Back Button or the Home Button.

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PIREP Location

Age of PIREP
in HH:MM

PIREP Text

AIREP Information Screen

Touch to Display Information
for Selected AIREP/PIREP

Figure 6-55 Displaying PIREPS/AIREPS on the Touchscreen Controller

Touch the Legend Button on the ‘Data Link’ Weather Settings Screen to display weather legend(s) for
enabled weather product(s). Scroll as necessary to view the information, then touch the Back Button or the
Home Button.
The PIREP color is determined by the type (routine or urgent).

Figure 6-56 AIREPs & PIREPs Legend

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TEMPORARY FLIGHT RESTRICTIONS (TFRS)

NOTE: Do not rely solely upon data link services to provide Temporary Flight Restriction (TFR) information.
Always confirm TFR information through official sources such as Flight Service Stations or Air Traffic Control.
The Federal Aviation Administration (FAA) issues TFR’s to designate areas where flight is restricted. TFR’s
are issued to restrict flight for a variety of reasons including national security, law enforcement, fire suppression
efforts, air shows, and large sporting events. TFR’s may be issued at any time, and TFR data displayed on
the system is only intended to supplement TFR information obtained from official sources including Flight
Service Stations (FSS), and air traffic control.
If the TFR product is not available or has expired, the system displays ‘TFR N/A’ in the upper-right corner
of maps on which the display of TFR’s is enabled.

Figure 6-57 TFR Text for TFR Selected with Map Pointer

Enabling/disabling TFR information (SiriusXM or Connext) Weather Pane:

1) From Home, touch Weather > Weather Selection > ‘Data Link’ Weather > ‘Data Link’ Weather
Settings.
2) Scroll in the ‘Overlays’ Window as needed and touch the TFRs Button.
3) To view TFR text, push the Joystick to activate the map pointer and move the pointer with the Joystick or
Touchpad until the selected TFR is highlighted. The TFR text appears near the map pointer for the selected TFR.
4) When finished, push the Joystick, or touch Back Button or the Home Button.
The Map Settings Screen provides controls for enabling/disabling the display of TFR information on
navigation maps, in addition to selecting the maximum map range for the system to display TFR information.
If the crew selects a map range above this setting, the system declutters TFR information from the selected
pane.

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Maps other than the ‘Navigation Map’ Pane use settings based on those selected on the Map Settings Screen.
To control the display of TFR information on the PFD Inset Map, enable Split Mode on the PFD, then refer
to the following procedures.
Enabling/disabling TFR information (Navigation Maps):
1) From Home, touch Map > Map Selection > Map Settings.
2) If necessary, touch the Sensor Tab.
3) Scroll to find the TFR Button, and touch to enable/disable TFR information.

Setting up and customizing TFR data for maps on which TFR data can be displayed:
1) From Home, touch Map > Map Selection > Map Settings.
2) If necessary, touch the Sensor tab.
3) Touch the TFR Range Button.
4) Scroll as necessary and touch the maximum navigation map range to display TFR information.

Select the
Maximum map
range for system
Enables/ to show TFR’s on
disables TFR Navigation Maps
information
on Navigation
Maps

Figure 6-58 Customizing TFR display settings for Navigation Maps

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ABNORMAL OPERATIONS FOR GARMIN CONNEXT WEATHER

If the system cannot complete a Connext Data Request, one or more messages will appear in the Data Request
Window and an amber ‘WEATHER DATA LINK FAIL’ banner will be displayed on the ‘Connext Weather’ Pane.

Weather Request Status Description

Message
Auto requests inhibited The system has disabled automatic weather data requests due to excessive errors. Automatic
Send manual request to reset. weather data requests have stopped. Send a manual weather data request to resume
automatic updates.
Auto update retry: ## The system will attempt another automatic weather data request after an error occurred
Seconds during the previous request. Timer counts down until the next automatic request occurs.
Connext Comm Error [2] A communications error has occurred with the GIA or GDL 59. The system should be
serviced.
Connext Comm Error [4] This occurs if multiple automatic weather data requests have recently failed, or the GIA is
off-line.
Connext Comm Error [5] The Iridium or Garmin Connext services are not accessible. Check Iridium signal strength. If
this error persists, the system should be serviced.
Connext Comm Error [6] A communications error has occurred. If this error persists, the system should be serviced.
Connext Comm Error [7] A weather data transfer has timed out. Check Iridium signal strength and re-send the
Connext Data Request.
Connext Comm Error [8] A server error has occurred or invalid data received.
Connext Login Invalid There is a problem with the Garmin Connext registration. Please contact Garmin Aviation
Support through the phone number listed on its website, flygarmin.com.
Connext Server Temporarily The Garmin Connext weather data server is temporarily out of service, but is expected to
Inop return to service in less than 30 minutes.
Connext Server Inop The Garmin Connext weather data server will be out of service for at least 30 minutes.
Invalid Coverage Area The Connext Data Request does not sufficiently define a coverage area on which to retrieve
weather data. Verify the selections in the Connext Weather Coverage Window, then issue
another Connext Data Request.
No Connext Subscription The system is not currently subscribed to the Garmin Connext Weather service, or the access
code is incorrect. Verify the access code. Please contact Garmin Aviation Support through
the phone number listed on its website, flygarmin.com.
Reduce Request Area The weather data request area exceeds size limits. Reduce weather coverage area and re-
send data request.
Request Cancelled The user has cancelled a weather data request.
Request Failed - Try Again The weather data request timed-out. Re-send data request.
Transfer Preempted The data link is busy. Retry request later.
Table 6-5 Abnormal Weather Data Request Status Messages

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6.2 ACARS WEATHER

WARNING: Do not use data link weather information for maneuvering in, near, or around areas of
hazardous weather. Information contained within data link weather products may not accurately depict
current weather conditions.

WARNING: Do not use the indicated data link weather product age to determine the age of the weather
information shown by the data link weather product. Due to time delays inherent in gathering and processing
weather data for data link transmission, the weather information shown by the data link weather product
may be older than the indicated weather product age.

NOTE: Do not rely on data link weather information to discern precise values for any weather-related
measurements. Data link weather information is presented for informational purposes only, and should
never be used as a replacement for official sources of in-flight weather information.

NOTE: When the selected datalink weather source is ACARS, and map syncing is set to onside or full,
changing the NEXRAD source does not change the NEXRAD source on the synced side.

The optional Aircraft Communications Addressing and Reporting System (ACARS) provides line-of-sight data
link weather information to the system through the GDR 66 Digital Radio Unit.
ACARS Weather information appears graphically on map displays and in textual form on the Touchscreen
Controllers, depending on the type of weather content.
In order for the system to display ACARS Weather information, the flight crew must first define the weather data
request area, and select which weather products to request. Then the flight crew then selects either an immediate
or automatically recurring weather data request.
ACARS weather data comes from third-party data service providers, and coverage and weather product
availability may vary from one provider to another. ACARS weather information, like all data link weather
information, is not considered real-time due to delays inherent in the processing, transmission, and reception of
weather data.

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ACCESSING ACARS WEATHER PRODUCTS

The ‘ACARS Weather’ Pane is the principal map display for viewing ACARS Weather information.
Viewing the ‘ACARS Weather’ Pane:
1) From Home, touch the Weather Button. Button is highlighted and becomes Weather Selection Button.
Selected display pane shows a weather pane. If a weather pane other than ‘ACARS Weather’ is shown (such as
‘Weather Radar’ in the pane title), continue with the procedure to view the ‘ACARS Weather’ Pane.
2) Touch the Weather Selection Button. The Weather Selection Screen appears.
3) Touch the ACARS Weather Button. Button is highlighted and becomes ACARS Settings Button. The system
shows the ‘ACARS Weather’ Pane.
4) If necessary, touch the ACARS Settings Button to access controls for the ‘ACARS Weather’ Pane, viewing
weather legends, as well as controls for defining and sending ACARS Weather Data Requests.

Figure 6-59 ‘Weather Selection’ Screen

In order for the system to display ACARS Weather information, the flight crew must first send an ACARS
Weather Data Request using the ‘ACARS Weather Settings’ Screen on the Touchscreen Controller. This is
discussed in further detail later in this section.

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Weather
Product Age

Weather Product Weather Product

Overlay Enabled Not Available
Icon

Figure 6-60 ‘ACARS Weather’ Pane

Data Request
Window Provides
Status and
Controls for
Touch to ACARS Weather
manage Data Requests
ACARS
Weather Data
Requests
and to select
ACARS
Weather
products for View Legends
display for Enabled
ACARS Weather
Products
Figure 6-61 ‘Weather Selection’ Screen Figure 6-62 ‘ACARS Weather Settings’ Screen

When a weather product overlay is enabled for display on the ‘ACARS Weather’ Pane, a box containing the
icon for the product and its age (in minutes) appears in the upper right of the pane. If weather data has not
been requested, has not been received, or is not currently available from the service provider, ‘N/A’ is shown
next to the product symbol instead of an age. The age of the weather product is based on the time difference
between when the data was assembled on the ground and the current GPS time. Third-party weather data
providers define and control how often weather data updates become available for retrieval via ACARS.
If for any reason, a weather product is not refreshed within the defined Expiration Time intervals (see Table
6-6), the data is considered expired and is removed from the display. The age of the expired product is replaced
by dashes. If more than half of the expiration time has elapsed, the color of the product age changes to amber.
The weather product age and availability information can also be displayed for ACARS Weather products
enabled on the PFD Inset/HSI Map.

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Displaying/Removing Weather Product Age Information on the PFD Navigation Maps:

1) From PFD Home, touch PFD Map Settings.
2) In the Overlays Tab, touch the Weather Legend Button to enable/disable the display of the weather product
information for the PFD Navigation Maps.
Table 6-6 shows the ACARS Weather product symbols and expiration times.

Expiration Time
ACARS Weather Product Product Symbol
(Minutes)

Meteorological Aerodrome Report (METARs) 90

Metro Weather no product image Not Applicable

Pilot Weather Reports (PIREPs) 90

Terminal Aerodrome Forecast (TAFs) no product image 540 (9 hours)

Terminal Weather Information for Pilots (TWIP) no product image Not Applicable
Table 6-6 ACARS Weather Product Symbols and Data Timing
Table 6-7 shows which ACARS Weather products can be displayed (indicated with a ‘+’ symbol) on specific
maps.
PFD Inset/HSI Map

‘Navigation Map’

‘ACARS Weather’
Pane

Pane
ACARS Weather Product

METARs + + +
PIREPs +

Table 6-7 ACARS Weather Product Display Maps

The PFD GTCs control the enabling/disabling of ACARS Weather information on the Inset Map. These
controls are available on the PFD Map Settings Screen. From PFD Home, touch the PFD Map Settings Button
to access this screen.
The MFD GTCs control the enabling/disabling of ACARS Weather information on display panes. The ‘ACARS
Weather Settings’ Screen controls the enabling/disabling of weather information on the ‘ACARS Weather’ Pane.

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Enable/Disable
Weather
Product
Overlay(s)

View Legends
for Enabled
ACARS Weather
Products
Figure 6-63 ‘ACARS Weather Settings’ Screen

The ‘Map Settings’ Screen controls the enabling/disabling of ACARS Weather information on ‘Navigation Map’
Panes.

Weather Product
Map Range
Setting

Figure 6-64 ‘Map Settings‘ Screen

(Sensor Tab Selected)

For Navigation Maps (including the Inset Map), the flight crew can select the maximum map range to display
graphical METAR information. If the flight crew increases the map range beyond the selected maximum map
range, the system removes the Graphical METAR the map. The maximum map range settings are accessible
using the MFD GTC (Map Settings Screen) and PFD GTC (PFD Map Settings Screen). The selected maximum
map ranges apply to all onside navigation maps, regardless of which screen was used to make the maximum
map range selections.
Selecting Maximum Navigation Map Range for ACARS Weather Products (MFD GTC):
1) From Home, touch Map > Map Selection > Map Settings.
2) If necessary, touch the Sensor Tab.
3) Scroll through the list to view the available weather products (Graphical METARs, TFR).
4) Touch a range button next to the corresponding weather product, then touch to select the maximum navigation
map range at which the system will display the selected weather product.

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Selecting Maximum Navigation Map Range for ACARS Weather Products (PFD GTC):
1) From PFD Home, touch PFD Map Settings.
2) Scroll in the ‘Overlays’ Tab to view the available weather products.
3) Touch a range button next to the corresponding weather product, then touch to select the maximum navigation
map range at which the system will display the selected weather product.
The system provides the ability to select a map orientation for the ‘ACARS Weather’ Pane. In addition to the
Heading Up, Track Up, and North Up display options, the system can also synchronize the ‘ACARS Weather’
Pane orientation to the ‘Navigation Map’ Pane orientation.
Selecting a map orientation for the ‘ACARS Weather’ Pane:
1) From Home, touch Weather > Weather Selection > ACARS Weather > ACARS Settings.
Or:
From Home, touch Services > ACARS > Weather.
2) Touch the Orientation Button to change the selected map orientation (displayed in cyan).
3) Touch the desired map orientation button (Heading Up, Track Up, North Up, Sync to Nav Map).

Button
selects map
orientation for
the selected
‘ACARS
Weather’
Pane

Figure 6-65 Selecting a Map Orientation for the ‘ACARS Weather’ Pane

If more than one data link weather source has been installed besides ACARS (such as SiriusXM Weather or
Garmin Connext Weather), the system provides the option to select a source of weather information for each
‘Navigation Map’ Pane and PFD Inset/HSI Map.
Selecting a ‘Data Link’ Weather Source for Navigation Maps Panes:
1) From Home, touch Map > Map Selection > Map Settings.
2) If necessary, touch the Sensor Tab.
3) Scroll if necessary to view the WX Source Button. Cyan text on the button indicates currently selected weather
data link weather source.
4) Touch the WX Source Button.
5) Touch the button for the data link weather source to be used.

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Selecting a Weather Data Link Source for the PFD Navigation Maps:
1) If necessary, enable the Inset Map or HSI Map.
2) From PFD Home, touch the PFD Map Settings Button.
3) Scroll in the ‘Overlay’ Window to view the WX Source Button. Cyan text on the button indicates currently
selected data link weather source for the Inset Map.
4) Touch the WX Source Button.
5) Touch the button for the data link weather service to be used (such as SiriusXM, Connext or ACARS, if
installed).
The weather overlays buttons for the ‘Navigation Map’ Pane and Inset Map correspond to the selected data
link weather source.
Navigation maps displaying data link weather products show the name of the selected source (‘ACARS WX’,
‘Connext WX’ or ‘SiriusXM’) in the upper-right corner of the map while data link weather products are enabled
for display and are within the maximum map range setting limits.
The ‘ACARS Weather Settings’ Screen on the MFD GTC can display a legend for each weather product
currently enabled on the selected ‘ACARS Weather’ Pane.
Viewing legends for weather products enabled on the ‘ACARS Weather’ Pane:
1) From Home, touch Weather > Weather Selection > ACARS Weather > ACARS Weather Settings.
2) Touch the Legend Button. The ‘Weather Legends’ Window appears on the Touchscreen Controller.
3) To remove the ‘Weather Legends’ Window, touch the Back Button or the Home Button.
The system provides METAR and PIREP text when panning over the weather product on the map with the
Map Pointer
The Joystick or Touchpad controls the Map Pointer. These controls also adjust the map range. If the map
range is adjusted while panning is enabled, the map is re-positioned on the Map Pointer.
Original Text for Selected METAR

METAR flag
selected with
Map Pointer

Figure 6-66 Panning with the Map Pointer for Additional Information

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REQUESTING ACARS WEATHER DATA

The flight crew uses the ‘ACARS Weather Settings’ Screen to request the following ACARS Weather products:
-- TAF -- PIREP
-- Metro Weather -- Text NOTAM
-- METAR

NOTE: The TWIP weather product is requested using a different procedure, discussed later in this section.
An ACARS Weather Data Request consists of at least one selected ACARS Weather product, and at least
one waypoint upon which to retrieve weather information (if available for that waypoint, as determined by
the weather data provider). The flight crew defines the data request, and may execute it either manually, or
automatically on a recurring schedule.
The Data Request Window indicates the status of the request. The following messages appear in this window,
where <time> indicates the time when the most recent message appeared.
Data Request Window Message Description
The flight crew has not executed an ACARS Weather data request. No weather data
No requests made
from ACARS is displayed.
A connection to the ACARS system was not available at the displayed time. When a
Request queued <time>
connection becomes available, the system will attempt to send the request.
Last request was cancelled <time> The flight crew cancelled the ACARS Weather Data request at the given time.
The system successfully transmitted the ACARS Weather Data Request at the given
Request sent <time>
time.
An error occurred while either sending or receiving the ACARS Weather Data Request
Request error <time>
at the given time.
Table 6-8 ACARS Data Request Window Status Messages

Figure 6-67 Defining ACARS Weather Data Request Area Figure 6-68 Sending an ACARS Weather Data Request

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Defining an ACARS Weather Data Request area:

1) From Home, touch Weather > Weather Selection > ACARS Weather > ACARS Settings.
Or:
From Home, touch Services > ACARS > Weather.
2) On the ‘ACARS Weather Settings’ Screen, touch the Define Weather Request Button. The ‘ACARS Weather
Coverage’ Screen appears.
3) Touch the Origin Button to include the active flight plan origin in the request.
4) Touch the P.POS Button to include the present position in the request.
5) Touch the Destination Button to include the active flight plan destination in the request.
6) Touch the FPL Button to include the active flight plan in the request.
7) Touch the MAX Data PTS Button to change the maximum number of waypoints to include in the request.
Scroll as necessary, and touch a button for the desired number.
8) Touch the Flight Plan Distance Button to select how much of the flight plan is included in the request.
a) Touch the Remaining FPL Button to only include upcoming waypoints in the request.
b) Touch the Entire FPL Button to include the entire flight plan in the request.
9) Touch the Add Waypoint Button to include additional waypoints in the request.
a) Use the Keypad or large and small right knobs to enter a waypoint.
b) When finished, touch Enter or push the right knob.
10) When finished defining the request, touch the Back Button or the Home Button.

Removing additional waypoints from an ACARS weather data request:

1) From Home, touch Weather > Weather Selection > ACARS Weather > ACARS Settings.
Or:
From Home, touch Services > ACARS > Weather.
2) Touch the desired waypoint button in the ‘Additional Waypoints’ Window.
3) Touch either the Remove Button to remove the selected additional waypoint, or touch the Remove All Button
to remove all additional waypoints from the request.
4) Touch the OK Button to confirm waypoint removal or touch the Cancel Button to exit without removing.
After an ACARS Weather Data Request area has been defined, the flight crew can issue either a manual or
automatically recurring data request.

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Sending an ACARS Weather Data Request:

1) From Home, touch Weather > Weather Selection > ACARS Weather > ACARS Settings.
Or:
From Home, touch Services > ACARS > Weather.
2) On the ‘ACARS Weather Settings’ Screen, touch the annunciator button in the Request column corresponding
to the weather product to include/exclude from the data request. The button annunciator is green if a weather
product is included, gray when excluded.
3) For automatically recurring weather requests, touch the Auto Request Button.
a) Scroll as needed and touch a button for the desired number of between requests.
b) To disable automatically recurring weather requests, touch the Off Button.
4) Touch the Send Request Button.

ACARS WEATHER PRODUCTS

METARS AND TAFS
METARs typically contain information about the temperature, dewpoint, wind, precipitation, cloud cover,
cloud base heights, visibility, and barometric pressure at an airport or observation station. They can also
contain information on precipitation amounts, lightning, and other critical data. METARs reflect hourly
observations; non-routine updates include the code “SPECI” in the report. METARs are shown as colored
flags at airports which have a requested METAR available.
TAFs (Terminal Aerodrome Forecasts) are weather predictions for specific airports within a 24- hour period,
and may span up to 36 hours. TAFs typically include forecast wind, visibility, weather phenomena, and sky
conditions using METAR codes.
Original Text for Selected METAR

METAR flag
selected with
Map Pointer

Figure 6-69 METAR Weather Product on the ‘ACARS Weather’ Pane

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Showing METAR information ‘ACARS Weather’ Pane:

1) From Home, touch Weather > Weather Selection > ACARS Weather > ACARS Settings.
2) Touch the METARs Button in the ‘Overlay’ Window.
3) To view METAR text, push the Joystick and move the Map Pointer with the Joystick or Touchpad over a
METAR flag.
Showing METAR information ‘Navigation Map’ Pane:
1) From Home, touch Map > Map Selection > Map Settings.
2) If needed, touch the Sensor Tab.
3) Touch the Graphical METARs Button.

Showing METAR information on PFD Navigation Maps:

1) From PFD Home, touch PFD Map Settings.
2) Scroll in the ‘Overlay’ Window and touch the Graphical METARs Button. The system displays METAR flags at
available reporting stations when METARs are enabled (button annunciator is green).
3) To view METAR text, push the PFD GTC Joystick and move the map pointer with the Joystick or Touchpad
over a METAR flag. The system displays the original METAR text near the METAR flag. If the GDU has not yet
received the METAR text associated with the selected flag, it displays “Waiting for METAR text.” until it receives
this information.
The METAR flag color is determined by the information contained in the METAR text. The system displays
a gray METAR flag when the METAR text does not contain adequate information to determine the METAR
category.
Touch the Legend Button on the ‘ACARS Weather Settings’ Screen to display weather legend(s) for weather
product(s) enabled on the ‘ACARS Weather’ Pane. Scroll as necessary to view the information, then touch the
Back Button or the Home Button.

Figure 6-70 METAR Legend

Textual METAR/TAF information is available on the Airport Information Screen on the Touchscreen
Controller for airports with a requested METAR available. This textual METAR/TAF information may come
from any data link weather source available to the system (such as ACARS, SiriusXM, or Garmin Connext), if
more than one source is installed. In this case, the system automatically displays the newest available METAR.
If the METAR age is identical from all available data link sources, the system selects one METAR to display in
the following order of source priority: SiriusXM, ACARS, Garmin Connext.

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The textual display of METAR information on the Touchscreen Controllers begins with the decoded version,
followed by the original METAR text. Note the original METAR text may contain additional information not
present in the decoded version. The TAF, if available for the selected airport, appears below the original
METAR text. The system displays the data link weather source of the displayed METAR/TAF at the end of
the report.
Viewing textual METAR/TAF information on the ‘Airport Information’ Screen:
1) From Home, touch Waypoint Info > Airport.
2) If the desired airport identifier and name already appears in the airport button near the top of the screen, go to
step 5.
3) Touch the Airport Button.
4) Input the airport identifier using the keypad or the large and small right knobs, then touch Enter or push the
right knob.
5) Touch the METAR/TAF Tab.
6) Touch a button for an available weather product (METAR Raw, METAR Decoded, TAF Raw, TAF Decoded).
If a button is subdued, that weather product is currently unavailable for the selected airport.
7) Scroll as necessary to view the weather text. Note raw weather products may provide additional information
not present in the decoded version.

Figure 6-71 METAR information on the ‘Airport Weather’ Screen

PIREPS
Pilot Weather Reports (PIREPs) describe in-flight weather collected from pilots. A PIREP may contain
adverse weather conditions, such as low in-flight visibility, icing conditions, windshear, turbulence, and type
of aircraft flown. PIREPs are issued as either Routine (UA) or Urgent (UUA). PIREPs appear graphically
on the ACARS Weather Pane, and the associated text for the selected PIREP appears on the Touchscreen
Controllers.

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Urgent PIREP
PIREP Selected with
Map Pointer

Figure 6-72 PIREPs on the ‘ACARS Weather’ Pane

Displaying PIREP information on the ‘ACARS Weather’ Pane:

1) From Home, touch Weather > Weather Selection > ACARS Weather > ACARS Settings.
Or:
From Home, touch Services > ACARS > Weather.
2) In the ‘Overlay’ Window, touch the PIREPs Button.
3) To view PIREP text, push the Joystick to activate the map pointer and move the pointer with the Joystick or
Touchpad until the selected report is highlighted, then touch the Info Button.
4) Scroll as needed through the report text, then touch the Back Button or the Home Button.

PIREP
Location

Age of
PIREP in
HH:MM

PIREP Text

Touch to Display Information for Selected ‘PIREP Info’ Screen

PIREP

Figure 6-73 Displaying PIREPs on the Touchscreen Controller

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To display the PIREPs legend, touch the Legend Button on the ‘ACARS Weather Settings’ Screen when
the PIREPs weather product is enabled on the ‘ACARS Weather’ Pane. Scroll as needed to view the legend
information, then touch the Back Button or the Home Button.

Figure 6-74 AIREPs & PIREPs Legend

METRO WEATHER (METRO WX)

The Metro Weather product is a textual forecast for a metropolitan area surrounding an airport. It is
shown only on the Touchscreen Controllers. The format of the text may vary by location and weather data
provider, but typically includes weather information of interest to the general public, such as expected high/
low temperature, sky condition, and chance of precipitation. When the Metro Weather Product is available,
it appears on the ‘Airport Information’ Screen on the ‘Metro Weather’ Tab.
Viewing Metropolitan Weather:
1) From Home, touch Waypoint Info > Airport.
2) If necessary, touch the airport identifier button and enter the desired airport.
3) Touch the Metro Weather Tab.
4) Scroll if necessary to view the weather text. Otherwise, ‘No Metro Weather data available’ appears.

Figure 6-75 Metro Weather on the ‘Airport Metro Weather’ Screen

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TERMINAL WEATHER INFORMATION FOR PILOTS (TWIP)

The TWIP weather product, available at selected airports in the United States, provides information about
microbursts, windshear, significant precipitation, and convective activity occurring within 30 nm of a terminal
area. The TWIP weather product is requested separately from all other ACARS weather products, and must
be manually requested each time an update is desired.
The system displays up to five TWIPs for the requested airport, from newest to oldest, after which, the
oldest TWIP is removed. Unlike other data link weather products, the on-board system does not expire the
display of a TWIP based on a pre-determined weather product age.

Figure 6-76 Requesting and Displaying a TWIP on the ‘ACARS TWIP’ Screen

Requesting a TWIP:
1) From Home, touch Services > ACARS > TWIP.
Or:
From Home, touch Waypoint Info > Airport.
2) If the ACARS TWIP Tab is not displayed, touch the More button.
3) Touch the ACARS TWIP Tab.
4) If necessary, touch the airport identifier button and enter the desired airport.
5) Touch the Request Button. The system processes the request. An ACARS message notification icon appears
on the PFD when the requested TWIP becomes available.
6) If a TWIP is available, scroll to view the TWIP, if available. Otherwise, ‘No TWIP data available’ appears.

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TEXT NOTICES TO AIRMEN (NOTAM)

NOTE: The availability of the Text NOTAM feature is dependent on the ACARS service provider.
Text NOTAMs contain important information about aviation facilities, services, or procedures. Text
NOTAMS may also advise of hazards in the National Airspace System. The flight crew defines the waypoints
to request Text NOTAMS on the ACARS Weather Settings Screen. When the system receives a Text NOTAM,
a message appears on the Notifications Screen on the ACARS Tab.
The system can display up to two Text NOTAMs for an airport, which is retained until the next avionics
power cycle. If a Text NOTAM is not available or has not been requested for an airport, ‘No NOTAMs
available’ appears on the Text NOTAM tab for the selected airport.

Figure 6-77 Viewing an ACARS Text NOTAM

Viewing Text NOTAMs:

1) From Home, touch Waypoint Info > Airport.
2) If the desired airport name is shown is already shown in the screen title, skip to step 3.
a) Touch the airport button.
b) Enter the airport identifier using the Keypad or large and small right knobs.
c) When finished, touch the Enter Button or push the right knob.
3) Touch the More Button.
4) Touch the Text NOTAMs Tab.
5) Scroll as needed to view the Text NOTAM, then touch the Back Button or the Home Button.

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6.3 AIRBORNE COLOR WEATHER RADAR

SYSTEM DESCRIPTION
The Garmin GWX 75 Airborne Color Weather Radar is a solid-state pulsed-Doppler radar with forty watts of
output power. It combines excellent range and adjustable scanning profiles with high-definition target displays.
The Cessna Citation Latitude uses a 14-inch antenna that is fully stabilized to accommodate 30º of pitch and
roll.
To focus radar scanning on specific areas, Sector Scanning offers crew-adjustable horizontal scan angles of
20º, 40º, 60º, 90º, or select a full 120º scan. A vertical scanning function helps to analyze storm tops, gradients,
and cell buildup activity at various altitudes.
Radar features include:
-- Independent weather radar settings for each Display Pane.
-- Extended Sensitivity Time Constant (STC) logic that automatically correlates distance of the return echo with
intensity, so cells do not suddenly appear to get larger as they get closer.
-- Turbulence Detection (optional) presents areas of turbulence associated with precipitation using the color
white.
-- WATCH® (Weather ATtenuated Color Highlight) helps identify possible shadowing effects of short-range cell
activity, identifying areas where radar return signals are weakened or attenuated by intense precipitation (or
large areas of lesser precipitation) and may not fully depict the weather occurring behind a storm.
-- Altitude-Compensated Tilt (ACT) management which automatically adjusts the antenna tilt as the aircraft
altitude changes.
-- Ground Clutter Suppression (GCS) (optional) removes the majority of ground clutter from the displays.

NOTE: Garmin recommends the user obtain instruction in the effective operation of airborne weather radar.

PRINCIPLES OF AIRBORNE WEATHER RADAR

The term RADAR is an acronym for RAdio Detecting And Ranging. Pulsed radar locates targets by transmitting
a microwave pulse beam that, upon encountering a target, is reflected back to the radar receiver as a return echo.
The microwave pulses are focused and radiated by the antenna, with the most intense energy in the center of
the beam and decreasing intensity near the edge. The same antenna is used for both transmitting and receiving.
Radar detection is a two-way process that requires 12.36 µs for the transmitted microwave pulses to travel out
and back for each nautical mile of target range. It takes 123.6 µs for a transmitted pulse to make the round trip
if a target is ten nautical miles away.
The airborne weather radar has the capability to detect the velocity of precipitation moving toward or away
from the radar antenna. As the radar pulse beam strikes a moving object, the frequency of the returned echo
shifts in relation to the speed at which the object is moving. This effect is analogous to the audible pitch change
observed when an emergency vehicle’s siren gets closer or moves away. Doppler radar employs this effect to
detect areas of precipitation moving at a high rate of speed (indicative of turbulence), and to determine when
an object, such as the ground, is stationary. The system can use this information to suppress the display of
ground clutter.
Airborne weather radar should be used to avoid severe weather. The decision to fly into an area of radar targets
depends on target intensity, spacing between the targets, aircraft capabilities, and crew experience. Airborne

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weather radar is efficient at detecting wet precipitation such as rain, wet snow, and water coated hail, however
it will not detect clouds or mist. The display may indicate clear areas between intense returns, but this does not
necessarily mean it is safe to fly between them, as these areas may contain severe turbulence or other hazards
such as hail. In addition, Doppler radar measurement of precipitation velocity only occurs when rain or hail
is moving along the radar beam and either toward or away from the antenna. Airborne weather radar systems
cannot detect Clear Air Turbulence (CAT) as there are no particulate for the radar to detect.
Airborne weather radar has other capabilities beyond weather detection. It also has the ability to detect and
provide distance to cities, mountains, coastlines, rivers, lakes, and oceans.
NEXRAD AND AIRBORNE WEATHER RADAR
Both Airborne Weather Radar and NEXRAD measure weather reflectivity in decibels (dB). A decibel is a
logarithmic expression of the ratio of two quantities. Airborne Weather Radar measures the ratio of power
against the gain of the antenna, while NEXRAD measures the energy reflected back to the radar, or the radar
reflectivity ratio.
Although both radar systems use colors to identify the different echo intensities, the thresholds and
colors are not interchangeable. Airborne color radar values from the installed weather radar system must not
be confused with NEXRAD radar values. In addition, NEXRAD depicts lower intensity returns than airborne
weather radar. Airborne weather radar return images will not appear the same as NEXRAD return images.
Convective weather activity is known to develop rapidly, with cell growth capable of exceeding several
thousand feet per minute. Airborne weather radar provides the flight crew with real-time weather avoidance
information for precipitation detected within the airborne weather radar’s beam. NEXRAD information is not
real-time. It is intended to assist the flight crew with hazardous weather avoidance planning. NEXRAD images
are comprised of individual radar scans arriving at a network at different rates and times, which are periodically
compiled into a mosaic (the NEXRAD weather product) and transmitted via data link. Due to inherent delays in
this process, it is common for the displayed NEXRAD images to be significantly older than the current weather
situation, and may also differ from information the airborne weather radar presents.
Because NEXRAD operates from an extensive network of ground-based radar antennas performing 360º
scans, it is capable of providing information on large-scale weather patterns such as precipitation associated
with significant frontal activity from multiple radar locations. Airborne weather radar can perform up to 120º
scan, but is more affected by distance and precipitation attenuation discussed earlier in this section. Other
factors including curvature of the earth (particularly at map ranges greater than 150 miles), antenna tilt setting,
and aircraft altitude may also cause the airborne weather radar’s antenna beam to miss areas of precipitation
which are detected by NEXRAD. In addition, since the airborne weather radar’s beam often produces ground
returns, it may be difficult to distinguish precipitation from ground returns, especially stratus rain when the
aircraft is above the precipitation.
Both airborne weather radar and the NEXRAD system can detect a radar top of a storm cell. Airborne weather
radar can display this information in vertical scan mode, while NEXRAD radar top information appears in the
Echo Tops SiriusXM Weather Product (Refer to Section 6.1 for more information about SiriusXM Weather).
Because airborne weather radar and NEXRAD use different detection thresholds, a radar top from airborne
weather radar may appear 5,000 feet or more below the NEXRAD-derived Echo Top. Furthermore, radar top
information provided from either source is not the actual or true top of the storm, which is only observable with
the eyes in clear air and may be much higher than the radar top detected by either system.
Because airborne weather radar and NEXRAD present information using similar (but not interchangeable
colors), only one radar source may be shown on a map Display Pane at a time. Pilots should carefully consider

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information from airborne and data link weather sources, in addition to other available resources to avoid flight
into hazardous weather conditions.
ANTENNA BEAM ILLUMINATION
Radar beams are much like the beam of a flashlight, in that they will illuminate targets within the beam. Just
as with a flashlight, the further the beam travels, the wider it becomes and the less effective it is at illuminating
targets. The certified beam width contains 90% of the energy of the radar signal, with the strongest part of
the beam in the center. Pointing the center of the beam at targets to investigate provides the best returns for a
particular target.
The remaining 10% of beam energy (outside the certified beam) has sufficient strength and the antenna has
the sensitivity to display highly reflective targets, including additional weather and ground returns. Weather
returns from this portion of the beam energy will most likely be under representative of the true intensity of
the hazards, because they are so far from the center of the beam (and outside of the certified beam width).
The strong reflective nature of terrain features will cause the display of ground clutter well short of where the
certified beam width intersects the ground. For the 14-inch antenna this additional beam energy represents
approximately four additional degrees at the top and bottom of the certified beam width of 7 degrees.
The following figure depicts the radar beam as seen from the side, with both the certified beam width and the
additional beam energy illustrated. With the aircraft at 30,000 ft. AGL and a radar tilt angle of zero degrees,
ground clutter may be observed starting at approximately 36 NM. The cell located 20 NM from own ship
would be over-scanned by the beam, and as a result would not be represented on the radar display. The cell
located 80 NM from own ship displays radar tops of 22,000 ft. AGL which is relatively close to the beam center,
so this cell would be represented on the display. However, utilizing a lower radar tilt angle would better depict
the precipitation intensities of this cell. The cell located at approximately 190 NM displays radar tops of 28,000
ft. AGL, while the center of the beam is at about 65,500 ft. AGL (due to the Earth’s curvature at that distance).
While this particular cell may appear on the display due to being within the certified beam width, it would most
likely be under-represented due to being so distant from the beam center. The radar tilt angle would need to
be adjusted downwards to properly explore this cell’s precipitation intensity.

Figure 6-78 Radar Beam in Relation to the Curvature of the Earth from a 14 inch Antenna

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RADAR SIGNAL ATTENUATION

The phenomenon of radar signal attenuation affects the operation of weather radar. When the radar signal
is transmitted, it is progressively absorbed and scattered, making the signal weaker. This weakening, or
attenuation, is caused by two primary sources, distance and precipitation.
Distance attenuation occurs due to the fact the radar energy leaving the antenna is inversely proportional
to the square of the distance. The reflected radar energy from a target 40 miles away that fills the radar beam
is one fourth the energy reflected from an equivalent target 20 miles away. This would appear to the flight
crew the storm is gaining intensity as the aircraft gets closer. Internal signal processing within the equipped
weather radar system compensates for much of this distance attenuation.
Attenuation due to precipitation is not as predictable as distance attenuation. It is also more intense. As the
radar signal passes through moisture, a portion of the radar energy is reflected back to the antenna. However,
much of the energy is absorbed. If precipitation is very heavy, or covers a large area, the signal may not
reach completely through the area of precipitation. The weather radar system cannot distinguish between an
attenuated signal and an area of no precipitation. If the signal has been fully attenuated, the radar displays
a radar shadow. This appears as an end to the precipitation when, in fact, the heavy rain may extend much
further. A cell containing heavy precipitation may block another cell located behind the first, preventing it
from being displayed on the radar. Never fly into these shadowed areas and never assume that all of the heavy
precipitation is being displayed unless another cell or a ground target can be seen beyond the heavy cell. The
WATCH® feature of the installed weather radar system can help to identify these shadowed areas. Areas in
question appear as shadowed or gray on the radar display. Proper use of the antenna tilt control can also help
detect radar shadows.
Attenuation can also be due to poor maintenance or degradation of the radome. Even the smallest amount
of wear and scratching, pitting, and pinholes on the radome surface can cause damage and system inefficiency.
RADAR SIGNAL REFLECTIVITY
Precipitation
Precipitation or objects more dense than water, such as the surface of the earth or solid structures, are
detected by the weather radar. The weather radar does not detect clouds, thunderstorms, or turbulence
directly. It detects precipitation associated with clouds, thunderstorms, and turbulence. The best radar
signal reflectors are raindrops, wet snow, or wet hail. The larger the raindrop, the better the reflectivity. The
size of the precipitation droplet is the most important factor in radar reflectivity. Because large drops in a
small concentrated area are characteristic of a severe thunderstorm, the radar displays the storm as a strong
return. Ice crystals, dry snow, and dry hail have low levels of reflectivity as shown in the illustration, and
often are not displayed by the radar. Additionally, a cloud that contains only small raindrops, such as fog
or drizzle, does not reflect enough radar energy to produce a measurable target return.

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Figure 6-79 Precipitation Type and Reflectivity

Figure 6-80 Precipitation Reflectivity by Temperature as Related to Altitude

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When using the airborne weather radar to explore a more intense thunderstorm cell, it is critical to
understand where radar returns can be expected to be intense, and where they can be expected to decrease
to a point where no returns will be displayed. Since wet precipitation reflects radar energy far better than dry
precipitation, strong radar returns can be expected at lower altitudes, with the strongest radar returns found
near the melting level. At higher altitudes, precipitation becomes frozen, and reflectivity is significantly
reduced. At a certain altitude within in a thunderstorm cell, returns will begin to diminish. This is the “echo
top” of a cell, where radar can no longer detect the frozen precipitation, but this is not the actual top of the
cell, which could extend significantly further into the atmosphere. Since it is difficult to detect the actual
tops of a thunderstorm cell with radar, and invisible bow waves may extend beyond visible tops, overflight
of thunderstorms should never be attempted.
Ground Returns
The intensity of ground target returns depends upon the angle at which the radar beam strikes the
ground target (Angle of Incidence) and the reflective properties of that target. The gain can be adjusted so
shorelines, rivers, lakes, and cities are well defined. Increasing the gain too much causes the display to fill
in between targets, thus obscuring some landmarks.
Cities normally provide a strong return signal. While large buildings and structures provide good returns,
small buildings can be shadowed from the radar beam by the taller buildings. As the aircraft approaches
and shorter ranges are selected, details become more noticeable as the highly reflective regular lines and
edges of the city become more defined.
Bodies of water such as lakes, rivers, and oceans are not good reflectors and normally do not provide good
returns. The energy is reflected in a forward scatter angle with inadequate energy being returned. They
can appear as dark areas on the display. However, rough or choppy water is a better reflector and provides
stronger returns from the downwind sides of the waves.
Mountains also provide strong return signals to the antenna, but also block the areas behind. However,
over mountainous terrain, the radar beam can be reflected back and forth in the mountain passes or off
canyon walls, using up all or most of the radar energy. In this case, no return signal is received from this
area, causing the display to show a dark spot which could indicate a pass where no pass exists.
Ground Clutter Suppression (Optional)
Ground Clutter Suppression (GCS) enhances the flight crews ability to differentiate precipitation returns
from ground clutter, by suppressing most, but not all, returns from ground objects. The optional feature
is most effectively used by first obtaining the desired tilt and range settings, and then activating GCS. For
normal surveillance of an air mass, tilt angle and range should be adjusted to obtain minimal ground clutter
prior to activation of the GCS feature. This ensures the radar beam is functioning and tilt is set to observe
the air above the ground clutter before that clutter is suppressed. The same holds true for investigating
suspected precipitation returns. Tilt angle and range should be set to maximize the precipitation return
image prior to activation of GCS to suppress clutter.
Angle of Incidence
The angle at which the radar beam strikes the target is called the Angle of Incidence. The figure illustrates
the incident angle (‘A’). This directly affects the detectable range, the area of illumination, and the intensity
of the displayed target returns. A large incident angle gives the radar system a smaller detectable range and
lower display intensity due to minimized reflection of the radar energy.

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Figure 6-81 Angle of Incidence

A smaller incident angle gives the radar a larger detectable range of operation and the target display shows
a higher intensity. Since more radar energy is reflected back to the antenna with a low incident angle, the
resulting detectable range is increased for mountainous terrain.
SAFE OPERATING DISTANCE

WARNING: Do not operate the weather radar in transmitting mode when personnel or objects are within
the MPEL boundary.
The following information establishes a minimum safe distance from the antenna for personnel near
operating weather radar. The minimum safe distance is based on the FCC’s exposure limit at 9.3 to 9.5 GHz for
general population/uncontrolled environments, which is 1 mW/cm2. See Advisory Circular 20-68B for more
information on safe distance determination.
MAXIMUM PERMISSIBLE EXPOSURE LEVEL (MPEL)
The zone in which the radiation level exceeds the US Government standard of 1 mW/cm2 is the semicircular
area of at least 16 feet from the 14-inch antenna. All personnel must remain outside of this zone. This
recommendation slightly exceeds the calculation methods defined in Advisory Circular 20-68B. With a
scanning or rotating beam, the averaged power density at the MPEL boundary is significantly reduced.

NOTE: The previously published MPEL values are still valid and beyond the minimum safe distances as
determined by AC 20-68B. For elevated safety margins, Garmin recommends minimum safe distance values
that exercise further caution than those determined by AC 20-68B.

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Approximate MPEL
Boundary

16’ for 14”

antenna

Figure 6-82 MPEL Boundary

BASIC ANTENNA TILT AND RANGE SETUP

Proper antenna tilt management techniques are a major factor for the successful use of any airborne weather
system. If the antenna tilt angle is set too low, the radar display will show excessive ground returns, making it
difficult for the pilot to distinguish adverse weather phenomena from ground clutter. If the antenna tilt angle
is set too high, the radar beam will overscan the top of the adverse weather. In either of these examples, the
flight crew would be unable to adequately recognize critical weather information.
The following discussion is a simple method for setting up the weather radar antenna tilt for most situations.
It is not to be considered an all encompassing setup that works in all situations, but this method does provide
good overall parameters for the monitoring of intense weather threats. Correct application of tilt angle is
directly dependent on the storms height and intensity and its relative distance from own ship. Adjusting the
airborne weather radar tilt angle setting until minimal ground clutter is displayed is the simplest setup method
for general surveillance of precipitation returns. For ranges of up to 80 NM this ground clutter should appear
on the outer portion of the radar display. At ranges greater than 80 NM, the displayed ground clutter will
move lower on the radar display due to the curvature of the earth. By displaying a minimal amount of ground
clutter on the installed weather radar system the flight crew can ensure the system is operating and the air
mass above the ground clutter is being scanned.
When a strong a weather return is detected within the ground clutter it must be further investigated to
determine the source of this return. Further tilt angle adjustment of the airborne radar may be required to
explore this return. Adjusting the radar tilt angle upwards can reveal the radar tops of this return, while
adjusting the tilt angle downwards may be necessary to investigate the strongest intensity of a particular
return.
Effective airborne weather radar range management during all phases of flight should be based on the
volume of air to be scanned for returns ahead of own aircraft, to allow sufficient time needed to investigate,
analyze, decide, and tactically maneuver around these hazardous weather returns. Longer ranges may be

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used to tactically identify intense weather returns that may warrant further investigation, and closer ranges
may be used during the investigation process.
There is no one tilt or range setting that works for all situations. It is best to remember that active tilt and
range management is necessary to identify and then investigate returns.

NOTE: When a strong weather return is displayed on the weather radar, the tilt angle may be adjusted to
explore return intensities at various altitudes to aid in determination of radar tops.

WARNING: Overflight of thunderstorms should not be considered safe, as extreme turbulence may exist
significantly above observed returns.

NOTE: It is the sole responsibility of the flight crew to avoid areas of hazardous weather by adequate
margins.

MANAGING TILT ANGLE AND RANGE

There are many factors to be considered in order to become proficient at using airborne weather radar in
all situations. The following setup provides a good starting point for the practical application of radar tilt
management.
Radar tilt management can easily be remembered by use of the 1-10-1000 rule. The summary of this rule is
the fact that when the flight crew changes the radar tilt angle by 1 degree the resulting change will displace the
center of the beam 1000 feet vertically at a range of 10 nautical miles. Applying the 1-10-1000 rule to various
distances provides the flight crew with the ability to determine how much a 1-degree change in tilt will
move the beam vertically. The radar tilt angle is capable of being adjusted in one-quarter degree increments,
allowing for greater accuracy in the placement of the beam center at desired altitudes.

4000

Vertical Change of Radar Beam (feet)

3000
Change in Antenna Tilt
+4° 2000
+3°
+2° 1000
+1°
0° 0
-1°
-2°
-3°
1000
-4°
2000
3000
4000
10 nm

Figure 6-83 Vertical Change in Radar Beam per Nautical Mile

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The 14-inch antenna has a certified beam width of 7 degrees, which means the beam is 7,000 feet in height
(and width) at 10 NM and 70,000 feet in height (and width) at 100 NM.
»» At 20 NM range the beam height changes by 2,000 ft. per degree of tilt change.
»» At 40 NM range the beam height changes by 4,000 ft. per degree of tilt change.
»» At 100 NM range the beam height changes by 10,000 ft. per degree of tilt change.
Additionally, setting the tilt to UP 4.00 degrees places the bottom of the certified beam at the same altitude
as the aircraft, which is a technique used to determine whether radar tops reach your current altitude.

Phase of Flight Tilt Angle Range Setting Notes

Taxi Up 7.50° to 20 NM Activate weather mode when clear
10.00° of ramp area.

Takeoff / Initial Up 7.50° to 40 - 60 NM If precipitation is observed in

Climb 10.00° the departure path, gain can be
Altitude reduced to aid in identification of
Compensated Tilt intense returns.
On
10,000 Ft. AGL Up 3.00 to 5.00° 60 - 80 NM Range setting is dependent upon
Altitude ground speed and time available
Compensated Tilt for deviations.
On
Cruise Tilt to Minimize 60 - 120 NM Range setting is dependent upon
Clutter ground speed and time available
Altitude for deviations. Tilt angle set to
Compensated Tilt show minimal ground clutter.
On
Descent To Tilt to Minimize 60 - 120 NM Range setting is dependent upon
10,000 FT Clutter ground speed and time available
Altitude for deviation.
Compensated Tilt
On
Descent Below Up 7.50° to 40 - 60 NM Range setting is dependent upon
10,000 FT 10.00° ground speed and time available
Altitude for deviation. Tilt angle set to show
Compensated Tilt ground clutter in outer 1/3 of radar
On display.
Approach Up 7.50° to 20 NM These settings allow for observation
10.00° of the approach area and the
Altitude missed approach holding area.
Compensated Tilt
On
Table 6-9 Typical Tilt Settings by Phase of Flight

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NOTE: Garmin recommends the user obtain instruction in the proper operation of airborne weather radar.

ALTITUDE COMPENSATED TILT (ACT)

The Altitude Compensated Tilt feature enables the equipped weather radar system to automatically adjust
the antenna beam tilt angle setting based on changes of the aircraft’s altitude. For example, if the ACT feature
is enabled and the aircraft climbs, the system compensates by adjusting the tilt downward. As the aircraft
descends with ACT enabled, the system adjusts the antenna tilt upward. The system uses the ground as a
reference for adjusting the antenna tilt angle setting with ACT enabled.
WEATHER MAPPING AND INTERPRETATION
WEATHER DISPLAY INTERPRETATION
When evaluating various target returns, the colors denote precipitation intensity and rates shown in the
following table.

Weather Mode Color Intensity (in dBz)

Black < 23 dBZ
Green 23 dBZ or 24 dBZ
Green 25 dBZ or 26 dBZ
Green 27 dBZ or 28 dBZ
Green 29 dBZ or 30 dBZ
Green 31 dBZ or 32 dBZ
Yellow 33 dBZ or 34 dBZ
Yellow 35 dBZ or 36 dBZ
Yellow 37 dBZ or 38 dBZ
Yellow 39 dBZ or 40 dBZ
Red 41 dBZ or 42 dBZ
Red 43 dBZ or 44 dBZ
Red 45 dBZ or 46 dBZ
Red 47 dBZ or 48 dBZ
Magenta 49 dBZ to 50 dBZ
Magenta 51 dBZ to 53 dBZ
Magenta > 54 dBZ
TURB- Turbulence Detection uses the
White color white to show areas of rain or hail
that may also contain turbulence
Table 6-10 Precipitation Intensity Levels GWX-75
In addition, when Turbulence Detection feature is enabled on the Touchscreen Controller, the system uses
the color magenta to show areas of rain or hail which may also contain turbulence.

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Thunderstorms
Updrafts and downdrafts in thunderstorms carry water through the cloud. The more severe the drafts, the
greater the number and size of the precipitation droplets. With this in mind, the following interpretations
can be made from what is displayed on the weather radar. Avoid these areas by an extra wide margin.
ƒƒ Areas that show steep color gradients (intense color changes) over thin bands or short distances suggest
irregular rainfall rate, hail, and severe turbulence. Vertical scanning and antenna tilt management may be
necessary in order to assist in identifying areas of maximum intensity.
ƒƒ In areas where the displayed weather return intensity is strong (indicating high precipitation rates), the
associated turbulence should be considered severe.
ƒƒ Areas of radar shadowing which can result from an attenuated (weakened) signal from a nearby storm,
hiding a larger and more dangerous storm which may exist in the apparently benign area directly behind
the nearby return.
Along squall lines (multiple cells or clusters of cells in a line) individual cells may be in different stages
of development. Areas between closely spaced, intense targets may contain developing clouds not having
enough moisture to produce a return. However, these areas could have strong updrafts or downdrafts.
Targets showing wide areas of green are generally precipitation without severe turbulence.
Irregularities in the target return may also indicate turbulence, appearing as hooks, fingers, or scalloped
edges. These irregularities may be present in green areas in the absence of a steep color gradient return and
should be treated as highly dangerous areas. These areas of irregularity should be avoided.

CAUTION: Avoid areas on the display that appear “shadowed” (gray). The accuracy of the intensity of
returns in the shaded areas should be treated as suspect. Exercise extreme caution, making maneuvering
decisions with this information in mind.

Squall Line

Steep Gradient Hook or Finger Scalloped Edge

Figure 6-84 Cell Irregularities

Thunderstorm development is rapid. A course may become blocked within a short time. When displaying
shorter ranges, periodically select a longer range to see if problems are developing further out. That can
help prevent getting trapped in a blind alley or an area that is closed at one end by convective weather.

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Figure 6-85 The Blind Alley - Horizontal Scan

In areas of multiple heavy cells, use the Vertical Scan feature along with antenna tilt management to
examine the areas. Remember to avoid shadowed areas behind targets.

The Blind Alley at Close Range The Large Storm Behind

Figure 6-86 The Blind Alley

Tornadoes
There are no conclusive radar target return characteristics which identify a tornado. However, tornadoes
may be present if the following characteristics are observed:
ƒƒ A narrow, finger-like portion extends and in a short time curls into a hook and closes on itself.
ƒƒ A hook, which may be in the general shape of the numeral 6 (numeral 9 in the southern hemisphere),
especially if bright and projecting from the southwest quadrant (northeast quadrant in the southern
hemisphere) of a major thunderstorm.
ƒƒ V-shaped notches.
ƒƒ Doughnut shapes.
These shapes do not always indicate tornadoes, and tornado returns are not limited to these characteristics.
Confirmed radar observations of tornadoes most often have not shown shapes different from those of a
normal thunderstorm display.

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Hail and Radar Tops

Hail results from updrafts carrying water high enough to freeze. Therefore, the higher the top of a
thunderstorm, the greater the probability it contains hail. Vertically scanning the target return can give the
radar top of a thunderstorm that contains hail. Radar top is the top of a storm cell as detected by radar. It
is not the actual top, or true top of the storm. The actual top of a storm cell is seen with the eyes in clear air
and may be much higher than the radar top. Neither the radar top nor the actual top necessarily indicate
the top of the hazardous area, which may be much higher.
Hail can fall below the minimum reflectivity threshold for radar detection. It can have a film of water on
its surface, making its reflective characteristics similar to a very large water droplet. Because of this film of
water, and because hail stones usually are larger than water droplets, thunderstorms with large amounts
of wet hail return stronger signals than those with rain. Some hail shafts are extremely narrow (100 yards
or less) and make poor radar targets. In the upper regions of a cell where ice particles are dry (no liquid
coating), target returns are less intense.
Hail shafts are associated with the same radar target return characteristics as tornados. U-shaped cloud
edges three to seven miles across can also indicate hail. These target returns appear quite suddenly along
any edge of the cell outline. They also change in intensity and shape in a matter of seconds, making vigilant
monitoring essential.
Stratus Precipitation
Detecting areas of low altitude, stratus precipitation while the aircraft altitude is significantly above the
precipitation is difficult to accomplish with airborne weather radar. This is because as the radar beam
detects the low altitude precipitation, it also receives significant ground returns which are displayed
with the precipitation. Raising the antenna tilt angle may reduce the ground returns, however the radar
beam is likely to overshoot the low-altitude precipitation when the aircraft is at a high altitude above the
precipitation.

Altitude (x1000 ft.)

80
Antenna at Zero Tilt

18,000 ft.
8°
18,000 ft. Stratus Rain at Low Altitude

0
0 15 30 45 60 75 90

Range (nautical miles)

Figure 6-87 Stratus Rain Combines with Ground Returns when Aircraft is at Higher Altitudes

As the aircraft descends to a lower altitude, increasing the antenna tilt angle may help to reduce unwanted
ground returns and make the display of stratus precipitation more apparent.

NOTE: The Ground Clutter Suppression (GCS) feature of the GWX 75 may remove the display of low-
intensity precipitation in addition to ground returns when the feature is enabled.

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WEATHER RADAR OPERATION

WARNING: Do not operate the weather radar in a transmitting mode when personnel or objects are within
the MPEL boundary.

WARNING: Do not assume weather radar transmission is disabled unless all display panes displaying
weather radar are set to Standby Mode, and are displaying ‘STANDBY’ in the center of each weather radar
display.

CAUTION: When all display panes displaying weather radar are set to Standby Mode, the antenna is parked
at the center line. It is always a good idea to put the radar in Standby Mode before taxiing the aircraft to
prevent the antenna from bouncing on the bottom stop and possibly causing damage to the radar assembly.

NOTE: Garmin recommends the user obtain instruction in the effective operation of airborne weather radar.
The airborne weather radar allows the flight crew to show weather radar information on multiple Display
Panes, and to customize each display independently. For example, if three radar displays are shown (including
navigation map overlays or Weather Radar Panes), the flight crew may select Standby Mode for the first display,
Weather Mode with a vertical scan for the second display, and Ground Mode with a horizontal scan for the
third display. The weather radar updates each display as it performs a scan with the given parameters for that
display. If more than one display has identical scan parameters, the system uses information from one antenna
sweep to update the applicable displays simultaneously. Otherwise, the antenna performs multiple scans, one
at a time, in a repeating cycle. This results in longer duration between scans for a given display until the next
available scan refreshes that display.
For discussion purposes, it may be helpful to think of the weather radar system as having up to four separate
radars. Each radar has an independent display and controls, therefore, operating independently of one another.
All radar functions and operations may be performed on any, or all radar displays. As stated previously, since
scanning is “shared” between radar displays, the greater the number of radars displayed, the slower the scan
update for each display.
When the pilot enables (green annunciator) the Radar On Button, all display panes or map overlays showing
weather radar information enter Standby Mode and the weather radar performs an antenna clearance check
to ensure proper antenna movement within the radome. When the Radar On Button is disabled (gray
annunciator), all display panes or map overlays showing weather radar are placed in Off Mode.
When the weather radar system is in the Weather or Ground Map mode, the system automatically places the
radar in Standby Mode on landing.
In Reversionary Modes, the weather radar system continues to operate as long as at least one Touchscreen
Controller is operating. If both Touchscreen Controllers fail, the radar system automatically changes to Standby
Mode and cannot be controlled.

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Radar Mode Radar Feature Status

Indications

Bearing Line

Scan Line

Tilt and Bearing

Radar Legend Settings

Figure 6-88 Weather Radar Pane with a Horizontal Scan

Showing Weather Radar Information on the ‘Weather Radar’ Pane:

1) From Home, touch Weather > Weather Selection > WX RADAR > WX RADAR Settings.
2) Touch the Radar On Button. Radar options are enabled when button annunciator is green, off when gray.
3) Touch the Display Mode Button.
4) Touch the Weather Button. If the aircraft is airborne, the radar begins transmitting.
5) If the aircraft is on the ground, the Touchscreen Controller displays a prompt shown in the following figure to
confirm radar activation. Touch the OK Button to begin transmitting, or touch the Cancel Button to return to
the Weather Radar Settings screen.
6) Turn the Joystick to select the desired map range.
7) The system displays a horizontal scan. To change to a vertical scan, refer to the following procedure, “Vertically
scanning a storm cell.”

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Figure 6-89 Confirm Activating Radar while on Ground

Vertically scanning a storm cell:

1) From Home, touch Weather > Weather Selection > WX RADAR > WX RADAR Settings.
2) While on a Horizontal Scan view, touch the Bearing Line Button if necessary to show the Bearing Line on the
‘Weather Radar’ Pane.
3) Push the Joystick. This enables the Joystick to set the Bearing Line position and displays a bearing and tilt
Joystick legend.
4) Push the Joystick left or right to place the Bearing Line on the desired storm cell or other area to be vertically
scanned. When finished, push the Joystick again to disable the bearing line adjustment Joystick function.
5) Touch the Scan Button.
6) Touch the Vertical Button. The ‘Weather Radar’ Pane shows a vertical scan.
7) Push the Joystick left or right as needed to move the bearing line a few degrees left or right.
8) Turn the Joystick to adjust the range as needed.
9) To select a new area to be vertically scanned, return to the Horizontal scan mode.
a) Touch the Scan Button.
b) Touch the Horizontal Button.
c) Return to Step 2 of this procedure.

NOTE: Vertical scanning of a storm cell should be done with the aircraft wings level to avoid constant
adjustment of the Bearing Line.

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Figure 6-90 Weather Radar Display with Vertical Scan Mode Selected

ADJUSTING ANTENNA TILT ANGLE

In order to make an accurate interpretation of a storm cell, the radar beam should be pointed at the wet part
of the weather cell to record the proper rainfall intensity (color level). The ideal aiming point is just below
the freezing level of the storm. The best way to find this point is to use the Vertical Scan feature. The antenna
tilt angle can be centered on the strongest return area in the vertical scan to get a more accurate view of the
coverage and intensity of the target in the horizontal scan.
Adjusting antenna tilt on the Weather Radar Display in Horizontal Scan Mode:
1) Push the Joystick to activate the tilt adjustment function of the Joystick. The Weather Radar displays a
bearing and tilt Joystick legend.
2) Move the Joystick to adjust the antenna tilt angle.
3) Push the Joystick again to disable the tilt adjustment function of the Joystick and remove the legend.

Adjusting antenna tilt on the Weather Radar Display in Vertical Scan Mode:
1) While in Vertical Scan Mode, push the Joystick to activate the tilt adjustment function of the Joystick and
display the Tilt Line on the ‘Weather Radar’ Pane.
2) Move the Joystick to adjust the tilt angle.
3) Push the Joystick to disable the tilt adjustment function of the Joystick.
The selected tilt angle will apply when Horizontal Scan Mode is enabled again.

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ALTITUDE COMPENSATED TILT (ACT) ANGLE ADJUSTMENT

The Attitude Compensated Tilt feature enables automatic management of the selected antenna tilt angle
setting as the aircraft altitude changes. With ACT enabled, the antenna beam position remains centered at
the set position for the current map range. The system automatically decreases the tilt angle as the aircraft
climbs, and increases the tilt angle as the aircraft descends. The ACT feature is available in the Horizontal
Scan Mode when the system is operating in Weather Mode, and requires the system to be operating with the
GPS-derived altitude.
Enabling/Disabling Altitude Compensated Tilt (ACT):
1) If necessary, refer to the previous procedures to initially set the antenna tilt angle to the desired setting.
2) From Home, touch Weather > Weather Selection > WX RADAR > WX RADAR Settings.
3) Touch the Altitude Comp Tilt Button.

Altitude Compensated
Tilt Enabled

Figure 6-91 Enabling Altitude Compensated Tilt

ADJUSTING GAIN
Manually adjusting antenna gain on the Weather Radar Display:

1) From Home, touch Weather > Weather Selection > WX RADAR > WX RADAR Settings.
2) If the Calibrated Gain button annunciator is green (enabled), touch the Calibrated Gain Button to disable
Calibrated Gain. Calibrated Gain Button annunciator is gray when disabled.
3) Touch and slide the Gain slider.
Or:
Touch the + pointer to increase gain, or - pointer to decrease gain. Each touch increases or decreases the gain
by one increment. A gray bar across the slider bar serves as a reference to the calibrated gain setting position.
4) To return to the calibrated gain setting, touch the Calibrated Gain Button.

WARNING: Always position the weather radar gain setting to Calibrated for viewing the actual intensity of
precipitation. Changing the gain in weather mode causes precipitation intensity to be displayed as a color
not representative of the true intensity.

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‘Weather Radar’ Pane with Calibrated Gain Setting

Manual Gain
Adjustment
Unavailable when
Calibrated Gain is
Enabled

Calibrated Gain
Enabled

Touchscreen Controller with Calibrated Gain Setting Enabled

Figure 6-92 Calibrated Gain

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‘Weather Radar’ Pane set Above Calibrated Gain Setting

Current Manual
Gain Setting

Reference to
Calibrated Gain
Setting Position

Calibrated Gain
Disabled

Touchscreen Controller with Manual Gain Adjustment

Enabled

Figure 6-93 Manual Gain

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SECTOR SCAN
Enabling/Disabling Sector Scan:
1) From Home, touch Weather > Weather Selection > WX RADAR > WX RADAR Settings.
2) While in Horizontal Scan Mode, touch the Bearing Line Button if necessary to show the Bearing Line on the
‘Weather Radar’ Pane.
3) Push the Joystick to enable bearing pointer adjustment.
4) Move the Joystick left or right to place the Bearing Line in the desired position. The location of the Bearing
Line becomes the center point of the Sector Scan.
5) Touch the Sector Scan Button.
6) Touch a button to select a 20˚, 40˚, 60˚, 90˚, or touch the Full Button to resume a 120˚ degree scan.
7) If desired, readjust the Bearing Line as discussed previously to change the center of the Sector Scan.
8) Push the Joystick again to remove the bearing selection function of the Joystick. The bearing reference is reset
to 0º.

Figure 6-94 ‘Weather Radar’ Pane on a 40 Degree Sector Scan

ANTENNA STABILIZATION
The automatic antenna stabilization feature uses pitch and roll information to keep the antenna tilt angle
setting level with the horizon as the aircraft maneuvers. The system can stabilize the antenna within the
mechanical limits of antenna tilt, 30º up an down from the aircraft centerline. High pitch and or roll angles
can result in exceedance of the stabilization limits of the antenna.

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TURBULENCE DETECTION
The Turbulence Detection feature assists in identifying of areas of turbulence associated with precipitation
using the color white during a horizontal scan. These areas represent precipitation moving at a high rate of
speed either toward or away from the radar antenna, using Doppler radar measurements. This feature cannot
detect areas of Clear Air Turbulence.
The Turbulence Detection feature is only available in Weather Mode while a horizontal scan is selected. The
system can detect turbulence up to 40 nm in front of the aircraft. At radar ranges of less than 200 nm, the
system displays turbulence information when the feature is enabled. While Turbulence Detection is enabled,
if the radar range is 200 nm or greater, or a vertical scan is selected, the system automatically removes
turbulence information and shows a ‘TURB DETECTION INACTIVE’ annunciation on the ‘Map - Weather
Radar’ Pane and the Turbulence Detection Button is subdued on the Touchscreen Controller. If the system
is missing information needed to detect turbulence, a ‘TURB DETECTION UNAVAILABLE’ annunciation
appears on the ‘Weather Radar’ Pane.

WARNING: Do not rely only on the Turbulence Detection function for hazardous weather avoidance, or to
maneuver in near, or around areas of hazardous weather.

Enabling/Disabling Turbulence Detection during a Horizontal Scan:

1) From Home, touch Weather > Weather Selection > WX RADAR > WX RADAR Settings.
2) To activate or deactivate the turbulence detection feature, touch the Turbulence Detection Button.
Turbulence detection is enabled when button annunciator is green; turbulence detection is disabled when
button annunciator is gray. The system indicates the current turbulence detection condition in the upper right
of the ‘Weather Radar’ Pane.
WEATHER ATTENUATED COLOR HIGHLIGHT (WATCH®)
WATCH® identifies deceptively strong or unknown intensity parts of a storm. While in horizontal scan
mode, this feature can be used as a tool to determine areas of possible inaccuracies in displayed intensity due
to weakening of the radar energy. This weakening is known as attenuation. The radar energy weakens as it
passes through areas of intense precipitation, large areas of lesser precipitation, and distance. Issues with the
radome attenuates the radar energy. All these factors have an effect on the return intensity. The more energy
that dissipates, the lesser the displayed intensity of the return. Accuracy of the displayed intensity of returns
located in the shaded areas are suspect. Make maneuvering decisions with this information in mind. Proper
antenna tilt management should still be employed to determine the extent of attenuation in a shaded area.
Enabling/Disabling WATCH display feature:
1) From Home, touch Weather > Weather Selection > WX RADAR > WX RADAR Settings.
2) To activate or deactivate the ‘WATCH’ feature, touch the WX Watch Button.

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Area of Attenuated
Signal Shown in
Gray

Figure 6-95 Horizontal Scan with WATCH® Enabled

REMOVING GROUND CLUTTER

The system can distinguish between reflected ground returns (such as terrain features and buildings) and
airborne weather phenomena. Ground clutter may be most pronounced when using a low antenna tilt angle,
or when approaching mountainous terrain.
The Ground Clutter Suppression (GCS) feature is available in Weather Mode while the weather radar Sector
Scan is set to Full. When Ground Clutter Suppression is enabled, the system removes echoes determined to
be ground clutter from the display. While viewing a map with GCS enabled, adjustment of the map range or
antenna tilt angle momentarily causes the display of ground clutter to return.

NOTE: The GCS feature of the airborne weather radar may remove the display of low-intensity precipitation
in addition to ground returns when the feature is enabled.

Enabling/Disabling Ground Clutter Suppression:

1) From Home, touch Weather > Weather Selection > WX RADAR > WX RADAR Settings.
2) To enable or disable the ground clutter suppression feature, touch the GND Clutter Suppression Button.
Ground clutter suppression is enabled when button annunciator is green; ground clutter suppression is disabled
when annunciator is gray.

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GROUND MAPPING AND INTERPRETATION

A secondary use of the weather radar system is for the presentation of terrain. This can be a useful tool for
verifying aircraft position. A picture of the ground is represented much like a topographical map that can be
used as a supplement terrain information on a ‘Map - Navigation Map’ Pane.
Ground Map mode uses a different gain range than Weather mode. Different colors are also used to
represent the intensity levels. The displayed intensity of ground target returns are defined in the table below.
Use of the Gain and Tilt Buttons help improve contrast so that specific ground targets can be recognized
more easily. As previously discussed, the type and orientation of the target in relation to the aircraft affects
the intensity displayed.
When the weather radar system is in either the Weather or Ground Map mode, the system automatically
switches to Standby mode upon landing.

Ground Map
Intensity
Mode Color
Black 0 dB
Cyan > 0 dB to < 13 dB
Yellow at least 13 dB to less than 21 dB
Magenta at least 21 dB to less than 29 dB
Blue 29 dB and greater
Table 6-11 Ground Target Return Intensity Levels

Operation in Ground Map Mode

1) From Home, touch Weather > Weather Selection > WX RADAR > WX RADAR Settings.
2) Touch the Display Button.
3) Touch the Ground Button to place the radar in Ground Map mode.
4) Push the Joystick to activate the antenna tilt selection function.
5) Use the Joystick to select the desired antenna tilt angle.
6) When ground returns are shown at the desired distance, push the Joystick to disable the tilt adjustment
function of the Joystick.

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Figure 6-96 ‘Weather Radar’ Pane with Ground Mapping Mode Enabled

ADDITIONAL RADAR DISPLAYS

NOTE: The NEXRAD weather product cannot be displayed simultaneously on the ‘Map - Navigation Map’
Pane with weather radar information.
The ‘Weather Radar’ Pane is the principal map for viewing weather radar information. It is the only map
display pane capable of showing information for all airborne weather radar features. Airborne weather radar
information is also available as an overlay on the navigation maps (with the exception of the Inset Map) as an
additional reference to the ‘Weather Radar’ Pane. The radar range increases or decreases automatically as the
map range increases or decreases. When the pilot initially enables Weather Radar information for a Navigation
Map Pane, the system shows the weather radar in Standby mode for that display pane.
The weather radar mode (‘Ground’, ‘Standby’, ‘Weather’) appears in a radar status box on the selected
navigation map, in addition to the antenna tilt direction, tilt angle, and radar range. For the HSI Map, the radar
status box appears momentarily while the radar range or settings are adjusted on the HSI Map, and then the
system declutters the status box from the HSI Map. The radar range increases or decreases as the Navigation
Map Pane’s range is adjusted using the Joystick.
The pilot may enable airborne weather radar information with other map overlays on navigation maps, such
as traffic, absolute terrain information, and aviation data. However, relative terrain and data link weather radar
(such as NEXRAD) cannot be enabled simultaneously with airborne weather radar information on the same
navigation map. If relative terrain or data link radar is enabled, the system automatically disables the airborne
weather radar overlay for the selected map.

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Enabling/Disabling display of Weather Radar information on Navigation Map Panes:

1) From Home, touch Map > Map Settings.
2) If necessary, touch the Sensor Tab.
3) Touch the Weather Radar Button to enable or disable the display of weather radar information on the selected
navigation map pane.
4) To access controls for weather radar information on the ‘Navigation Map’ Pane, touch the Weather Radar
Settings Button.
Controlling weather radar settings on the ‘Navigation Map’ Pane is similar to controls on the ‘Weather
Radar’ Pane discussed previously. However, the Horizontal Scan mode is the only scan mode available on the
‘Navigation Map’ Pane (Vertical Scan mode remains available on the ‘Weather Radar’ Pane).
Bearing and antenna tilt angle are adjustable on the ‘Navigation Map’ Pane when viewing its associated
‘Weather Radar Settings’ Screen.
Adjusting bearing and antenna tilt angle on the Navigation Map Pane (MFD GTC):
1) With the ‘Navigation Map’ Pane highlighted, push the Joystick twice. The Bearing and Tilt Legend appears on
the ‘Navigation Map’ Pane and the Touchscreen Controller shows the ‘Weather Radar Settings’ Screen.
2) Move the Joystick up or down to adjust the antenna tilt as needed. The selected tilt setting appears in the
upper right of the pane.
3) Turn the Joystick up or down to adjust the antenna tilt angle in 0.25º increments.
4) Move the Joystick left or right to adjust the bearing as needed. The bearing line appears as white dashes on
navigation maps. The bearing line is not shown on the ‘Navigation Map’ Pane, however, moving the Joystick
during a sector scan adjusts the center.
5) When finished, push the Joystick to remove the bearing and tilt legend, and return to the previous screen on
the Touchscreen Controller, or touch the Back Button.
If the PFD is in Split Mode and showing the ‘Navigation Map’ Pane with the weather radar overlay enabled,
the on-side GTC Controller can also adjust the bearing and antenna tilt angle.
Adjusting bearing and antenna tilt angle on the Navigation Map Pane (GTC Controller):
1) Push the Joystick twice. The Bearing and Tilt Legend appears on the ‘Navigation Map’ Pane and the Touchscreen
Controller shows the ‘Weather Radar Settings’ Screen.
2) Move the Joystick up or down to adjust the antenna tilt as needed. The selected tilt setting appears in the
upper right of the pane.
3) Move the Joystick left or right to adjust the bearing as needed. The bearing line is not shown on the ‘Navigation
Map’ Pane, however, moving the Joystick during a sector scan adjusts the center of the scan.
4) When finished, push the Joystick or touch the Back Button or the Home Button.

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Radar Mode
Selected Radar
Range

Antenna Tilt
Direction and
Angle

Weather Radar information shown on the ‘Map -

Navigation Map’ Pane

‘Map Settings’ Screen with Weather Radar on Weather Radar Settings for the Navigation Maps
Navigation Maps Enabled

Figure 6-97 Displaying Weather Radar Information on the ‘Map - Navigation Map’ Pane

If the aircraft is in the air, PFD Map Settings buttons control the airborne weather radar overlay for the HSI
Map. These buttons are subdued if the aircraft is on the ground. The pilot and copilot can select a weather
radar mode for each PFD (Standby, Weather, Ground), make adjustments to antenna gain, antenna tilt angle,
or Altitude Compensated Tilt features. Weather radar settings on the HSI Map are independent for each PFD.
For example, the pilot’s PFD may have Weather Mode selected while the copilot’s PFD may have Ground Mode
selected. The installed weather radar performs multiple scans as necessary to accommodate displays of weather
radar data among the PFDs and MFD.

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The HSI weather radar overlay uses the same colors as those shown on the ‘Weather Radar’ Pane to indicate
the intensity of radar returns. Because data link radar precipitation and relative terrain present information
using similar colors, enabling the airborne weather radar overlay on the navigation maps disables the display of
the data link radar and relative terrain information for this pane.

Figure 6-98 HSI Map with Airborne Weather Radar Overlay (Full Mode PFD)

Enabling/disabling the Airborne Weather Radar Overlay on the HSI Map:

1) If necessary, enable the HSI Map on the PFD.
2) From PFD Home, touch the PFD Map Settings Button.
3) Touch the Weather Radar Button to enable or disable the display of weather radar information on the HSI
Map.
Selecting weather radar Standby or Auto Mode on the HSI Map:
1) If necessary, enable the HSI Map on the PFD.
2) From PFD Home, touch the PFD Map Settings Button.
3) Touch the Weather Radar Settings Button.
4) To select between ‘Standby’ or ‘Auto’ Modes, press the Standby or Radar On Buttons.

Selecting weather radar Weather or Ground Mode on the HSI Map:

1) With the weather radar in the ‘Auto’ Mode on the HSI Map, touch the PFD Map Settings Button.
2) Touch the Weather Radar Settings Button.
3) To select between ‘Weather’ and ‘Ground’ Modes, press the Display Button.

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Adjusting bearing and antenna tilt angle on the HSI Map:

1) If necessary, enable the HSI Map on the PFD.
2) Push the Joystick once. The Bearing and Tilt Legend appears on the HSI Map and the Touchscreen Controller
shows the Weather Radar Settings Screen.
3) Move the Joystick up or down to adjust the antenna tilt as needed. The selected tilt setting appears in the
lower left of the HSI Map.
4) Move the Joystick left or right to adjust the bearing as needed. The bearing line is shown on the HSI Map,
however, moving the Joystick during a sector scan adjusts the center.
5) When finished, push the Joystick or touch the Back Button or the Home Button.

Adjusting weather radar gain on the HSI Map:

1) If necessary, enable the HSI Map on the PFD.
2) From PFD Home, touch the PFD Map Settings Button.
3) Touch the Weather Radar Settings Button.
4) Touch the Calibrated GAIN Button to disable Calibrated GAIN.
5) Touch the Gain + or Gain - Button to adjust the gain setting. Each Button touch adjusts the gain in 0.5
increments.
Enabling/disabling Altitude Compensated Tilt or Turbulence Detection on the HSI Map:
1) If necessary, enable the HSI Map on the PFD.
2) From PFD Home, touch the PFD Map Settings Button.
3) Touch the Weather Radar Settings Button.
4) To enable/disable Altitude Compensated Tilt, touch the Altitude Comp Tilt Button.
5) To enable/disable turbulence detection, touch the Turbulence Detection Button.

Enabling/disabling Ground Clutter Suppression on the HSI Map:

1) If necessary, enable the HSI Map on the PFD.
2) From PFD Home, touch the PFD Map Settings Button.
3) Touch the Weather Radar Settings Button.
4) To enable/disable Ground Clutter Suppression, touch the GND Clutter Suppression Button.

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SYSTEM STATUS
The system displays the radar mode annunciation in the upper left corner of the ‘Weather Radar’ Pane.
Additional information may be displayed in the center of the ‘Weather Radar’ Pane as a center banner
annunciation.
Radar Mode
Annunciation

Center Banner
Annunciation

Figure 6-99 Radar System Status Indications on ‘Weather Radar’ Pane

Center Banner
Radar Mode Radar Mode Annunciation Box
Annunciation

Standby STANDBY STANDBY

Weather WEATHER None
Ground Mapping GROUND None
Off OFF None
Radar Failed* FAIL RADAR FAIL
* See Table 6-14 for additional failure annunciations.
Table 6-12 Radar Modes on the ‘Weather Radar’ Pane

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The system displays the status of the weather radar features in the upper-right corner of the ‘Weather Radar’
Pane.

Radar Feature Status Description

The radar is not receiving pitch and roll information. The
STAB INOP
antenna stabilization feature is inoperative.
ALTITUDE COMP TILT ON The altitude-compensated tilt feature is selected on.
ALTITUDE COMP TILT OFF The altitude-compensated tilt feature is selected off.
GND CLTR SUPPRESS ON The ground clutter suppression feature is selected on.
GND CLTR SUPPRESS OFF The ground clutter suppression feature is selected off.
The radar scan is not receiving any ground clutter data to
GND CLTR SUPPRESS INACTIVE
suppress.
GND CLTR SUPPRESS UNAVAILABLE The radar is missing data needed to suppress ground clutter.
TURB DETECTION ON The turbulence detection feature is selected on.
TURB DETECTION OFF The turbulence detection feature is selected off.
Turbulence detection is inactive when map range is greater
TURB DETECTION INACTIVE than 200 nm, or radar is in a mode which cannot support
turbulence detection.
TURB DETECTION UNAVAILABLE The radar is missing data needed to detect turbulence.

Table 6-13 Weather Radar Feature Status Annunciations on the ’Weather Radar’ Pane
If the unit fails, an annunciation as to the cause of the failure is shown as a banner in the center of the ‘Weather
Radar’ Pane.

‘Weather
Radar Pane’
Description
Center Banner
Annunciation
BAD CONFIG The radar configuration is invalid. The radar should be serviced.
RDR FAULT The radar unit is reporting a fault. The radar should be serviced.
The system is not receiving valid data from the radar unit. The system should be
RADAR FAIL
serviced.

Table 6-14 Abnormal Radar Status Annunciations on the ‘Weather Radar’ Page

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6.4 REACTIVE WINDSHEAR DETECTION

WARNING: Do not rely on information from the reactive windshear detection system display as the sole
basis for detecting windshear conditions. The system cannot predict the conditions in which windshear is
likely to develop.
The Reactive Windshear Detection system contributes to flight safety by providing the flight crew with caution
or warning alerts while the aircraft is encountering conditions associated with the presence of windshear. This
airborne system is active when the aircraft is operating between 50 and 1000 feet above ground level, as determined
by the radar altimeter. It does not predict or scan ahead of the aircraft’s position to determine when windshear
may occur, nor does it provide windshear escape guidance maneuvers.
The Reactive Windshear detection system requires the following information from sensors in order to calculate
the effects of windshear conditions on aircraft performance and to issue alerts:
-- True Airspeed -- Groundspeed
-- Angle of Attack -- Vertical Speed
-- Pitch -- Track Angle
-- Roll -- Height above ground (Radar Altimeter, when
-- Heading available, or GPS-GSL altitude)

WINDSHEAR ALERTING
The system issues either a caution or warning windshear alert, and may issue both during a windshear
encounter (though not simultaneously). The type of alert issued is dependent on how greatly the windshear is
affecting the aircraft’s performance.
A windshear caution alert provides crew awareness of likely windshear conditions as the aircraft performance
is increasing. This may be due to an updraft, increasing headwind, or decreasing tailwind. A windshear caution
alert is accompanied by an amber ‘WINDSHEAR’ caution annunciation on the PFDs, and a single ‘Caution,
Windshear’ voice alert. The system displays a windshear caution annunciation for at least three seconds, or until
a windshear warning alert occurs. The windshear caution alert indicates subsequent corrective action from the
flight crew may be necessary.
A windshear warning alert notifies the crew of the presence of likely windshear conditions as the aircraft
performance is decreasing, for immediate corrective action. A windshear warning alert is accompanied by a
red ‘WINDSHEAR’ annunciation on the PFDs, and a ‘Windshear, Windshear, Windshear’ voice alert. The system
displays a windshear warning alert annunciation for at least three seconds.

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Warning Annunciation
Or:
Caution Annunciation

Figure 6-100 Windshear Annunciation on the PFD

SYSTEM TEST
If the system test fails, or if the system can no longer perform windshear alerting functions, a ‘WINDSHEAR
FAIL’ annunciation CAS message appears on the PFDs, and a ‘WINDSHEAR Unavailable: Invalid Inputs.‘
System Message will appear on the Touchscreen Controllers indicating the Reactive Windshear Detection
System is unavailable.

Figure 6-101 Windshear Detection System Test Annunciated on the PFD

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REACTIVE WINDSHEAR ANNUNCIATIONS

Alert Type PFD Annunciation Voice Alert

Caution WINDSHEAR “Caution, Windshear”

Warning WINDSHEAR “ Windshear, Windshear, Windshear”
Test WNDSHR TEST None
Table 6-15 Reactive Windshear Alert Annunciations

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6.5 STORMSCOPE LIGHTNING

WARNING: Do not rely on information from a lightning detection system display as the sole basis for
hazardous weather avoidance. Range limitations and interference may cause the system to display inaccurate
or incomplete information. Refer to documentation from the lightning detection system manufacturer for
detailed information about the system.

NOTE: Stormscope® lightning information cannot be displayed simultaneously with data link lightning
weather products on the same map.

NOTE: When using Stormscope, there are several atmospheric phenomena in addition to nearby
thunderstorms that can cause isolated discharge points in the strike display mode. However, clusters of
two or more discharge points in the strike display mode do indicate thunderstorm activity if these points
reappear after the screen has been cleared.
The optional Stormscope lightning detection system provides of real-time lightning information on the
‘Stormscope®’ Pane and navigation maps. The system uses the lightning symbols shown in the following table to
represent areas or cells of detected lightning, not individual lightning strikes.

Approximate
Lightning Cell Symbol Intensity
Strikes Per Minute

Light Up to 8

Moderate 9 to 25

Heavy 26 or more

Table 6-16 Lightning Age and Symbols

USING THE STORMSCOPE PANE

The ‘Stormscope®’ Pane shows lightning information in relation to the aircraft’s current location, with
simplified map details to reduce clutter and to allow for easier identification of lightning cells and strikes. It is
the principal map pane for viewing Stormscope lightning information. The ‘Stormscope®’ Pane map orientation
is heading up, with an arrow pointing North, unless there is no valid heading. The ‘Stormscope®’ Pane displays
the selected Stormscope operating mode and lightning strike rate in the upper right corner of the pane. The
selected map range appears in cyan a box on the range arc. The ‘Stormscope®’ Pane also displays the active
flight plan, when one exists.

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Viewing the Stormscope Pane:

1) From Home, touch the Weather Button. Button is highlighted and becomes Weather Selection Button.
Selected display pane shows a weather pane. If a weather pane other than ‘Stormscope®’ is shown (such as
‘Weather Radar’ in the pane title), continue with the procedure to view the ‘Stormscope’ Pane.
2) Touch the Weather Selection Button. The Weather Selection Screen appears.
3) Touch the Stormscope Button. Button is highlighted and becomes Stormscope Settings Button. The
system shows the ‘Stormscope’ Pane.
4) If necessary, touch the Stormscope Settings Button to access Stormscope controls.

Figure 6-102 ‘Weather Selection’ Screen

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Stormscope Mode

Map Orientation

Areas of Lightning
Activity

Selected Map
Range

‘Stormscope’ Pane

‘Stormscope Settings’ Screen for the ‘Stormscope’ Pane

. Figure 6-103 Displaying Stormscope Lightning on the ‘Stormscope®’ Pane

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The Joystick on the Touchscreen Controller controls the map range shown on the ‘Stormscope®’ Pane. Turn
the Joystick clockwise to increase the map range shown, or counter-clockwise to decrease the map range. Map
ranges of 1 NM to 1000 NM are available.
The flight crew can manually clear previous lightning cells or strikes on the Stormscope Settings® Screen on
the Touchscreen Controller. Clearing the Stormscope pane removes any previously displayed cell or lightning
strike information from the ‘Stormscope’ pane. Clearing lightning information affects all maps or display panes
showing Stormscope lightning.
Clearing Stormscope Information:
1) From Home, touch Weather > Weather Selection > Stormscope > Stormscope Settings.
Or:
a) From Home, touch Map > Map Selection > Map Settings.
b) If necessary, touch the Sensor Tab.
c) Scroll and touch the Stormscope Lightning Settings Button.
Or:
a) From PFD Home, touch PFD Map Settings.
b) If necessary, touch the Inset Map Button to make Overlays buttons available for selection.
c) Touch the Stormscope Lightning Settings Button.
2) Touch the Clear Stormscope Lightning Button.

STORMSCOPE INFORMATION ON NAVIGATION MAPS

Stormscope lightning information is available as an overlay on navigation maps. When the Stormscope
overlay is enabled, and the map range is within maximum range setting to display Stormscope lightning, an
icon appears in the lower right corner of the map.
Enabling/disabling Stormscope information on the PFD Maps:
1) From PFD Home, touch PFD Map Settings.
2) If necessary, touch the Layout Button and select the appropriate PFD Map option to make Overlays buttons
available for selection.
3) Touch the Stormscope Lightning Button to enable/disable Stormscope lightning on the Inset Map.

Enabling/disabling Stormscope information on ‘Navigation Map’ Panes:

1) From Home, touch Map > Map Selection > Map Settings.
2) If necessary, touch the Sensor Tab.
3) Scroll as needed and touch the Stormscope Lightning Button.

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Stormscope Navigation
Map Overlay Enabled
Icon

Figure 6-104 Stormscope Information on the ‘Navigation Map’ Pane

Stormscope Lightning
Information Enabled for
selected Navigation Map
Pane

Figure 6-105 Enabling Stormscope Information for the ‘Navigation Map’ Pane

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Removes Previous
Stormscope Lightning
information from
maps

Provides Map
Range Controls
for Stormscope
Information ‘Stormscope Settings’ Screen for the ‘Navigation
Map’ Pane

Figure 6-106 Stormscope Settings for the ‘Navigation Map’ Pane

Selecting a maximum Stormscope map range on the ‘Navigation Map’ Pane:

1) From Home, touch Map > Map Selection > Map Settings.
2) If necessary, touch the Sensor Tab.
3) Scroll as needed and touch the Stormscope Lightning Settings Button.
4) Touch the Stormscope Button.
5) Touch the Stormscope range button (current range setting displayed in cyan).
6) Scroll as needed and touch a desired map range setting from the list.
7) When finished, touch the Back Button or the Home Button.

Stormscope range button displays/selects maximum Touch to select maximum map range for Stormscope
map range information to be displayed on selected Navigation Map
Pane
Figure 6-107 Selecting maximum Navigation Map Pane range to display Stormscope Lightning information

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Selecting a maximum Stormscope map range on PFD Maps:

1) From PFD Home, touch PFD Map Settings.
2) Scroll as needed and touch the Stormscope Lightning Settings Button.
3) Touch the Stormscope Button.
4) Scroll as needed and touch a desired maximum inset map range setting to display Stormscope lightning from
the list. The selected maximum map range appears in cyan on the Stormscope Button.
5) When finished, touch the Back Button or the Home Button.

ABNORMAL OPERATIONS
If heading input is lost, strikes and/or cells must be cleared manually after the execution of each turn. This is
to ensure that strike and/or cell positions are depicted accurately in relation to the nose of the aircraft. Refer to
the procedure ‘Clearing Stormscope Information’, discussed earlier in this section, for more information.
SYSTEM STATUS
If the Stormscope system detects a failure, an amber ‘STORMSCOPE FAILED’ banner annunciation appears
in the center of the ‘Stormscope®’ Pane. A system message appears on the Touchscreen Controllers; refer to
the Appendices for more information about System Messages. If the Stormscope map overlay is enabled on a
navigation map, the Stormscope overlay icon displays with a white ‘X’.

Failure Annunciation
on the ‘Stormscope’ Stormscope Failed
Pane Navigation Map
Overlay Icon

Figure 6-108 Stormscope Failure Indications on Display Panes

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6.6 VERTICAL SITUATION DISPLAY TERRAIN

The system offers a Vertical Situation Display (VSD), which includes a profile of terrain and obstacles in an
inset window on the bottom of the ‘Navigation Map’ Pane. Although the VSD does not display TAWS alerts and
potential impact areas, the VSD does use many of the same colors and symbols as TAWS to depict relative terrain
and obstacles within the VSD. Refer to the TAWS discussion for more information about relative terrain and
obstacle color correlation and symbols.

NOTE: Only one inset window may be shown per display pane. If another inset window is selected, it
replaces the previously selected inset window.

NOTE: Individual obstacles may be depicted more than once on the VSD. This can occur, for example, during
turns as the projected path in front of the aircraft changes.

Enabling/disabling VSD Inset Window:

1) From Home, touch Map > Map Selection > Map Settings.
2) If necessary, touch the Inset Window Tab.
3) Touch the VERT Situation Display Button to enable/disable the VSD Inset Window.

Figure 6-109 Enabling Vertical Situation Display Inset Window on the ‘Map Settings’ Screen

The same controls which enable/disable the display of relative terrain and obstacles on the ‘Navigation Map’
Pane also control the display of this information in the VSD.
Enabling/disabling Relative Terrain information in the VSD and ‘Navigation Map’ Pane:
1) From Home, touch Map > Map Selection > Map Settings.
2) If necessary, touch the Sensor Tab.
3) Touch the Terrain Button.
4) Touch the Relative Button to enable the display of Relative Terrain information on the ‘Navigation Map’ Pane
and VSD, or touch the Off Button to remove this information.

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Figure 6-110 Enabling Relative Terrain for the Profile View Inset Window and ‘Navigation Map’ Pane

Enabling/disabling Obstacle information in the VSD and ‘Navigation Map’ Pane:

1) From Home, touch Map > Map Selection > Map Settings.
2) If necessary, touch the Land Tab.
3) Touch the Point Obstacle Button to enable the display of Obstacle information on the ‘Navigation Map’ Pane
and VSD, or touch the Point Obstacle Button once more to remove this information.

NOTE: In some cases, the VSD may not automatically update. If the message ‘VSD Data is old, disable and
enable VSD’ appears, refer to the previous procedure to disable/enable VSD to update the VSD.

Figure 6-111 Enabling Obstacle information for the VSD and ‘Navigation Map’ Pane

When enabled, terrain and obstacles on the VSD will be shown if the aircraft altitude is low enough or the VSD
altitude range is high enough for the terrain to be in view. The terrain colors shown on the VSD are the same as
the colors shown on the ‘Navigation Map’ Pane, except terrain depicted as black on the ‘Navigation Map’ Pane is
shown as gray on the VSD.
The depicted terrain profile represents an approximate forward-looking contour of the terrain based upon the
highest reported terrain elevations, measured at intervals defined by the terrain database resolution, within a
predefined width along the active flight plan or aircraft track (depending on the mode selected by the flight crew)
between the aircraft present position and the end of the map range or active flight plan. The predefined width is
twice the RNP value displayed on the HSI, measured in nautical miles.

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The forward looking swath of terrain is based on the selected VSD Mode, annunciated in the top-left corner of
the VSD Inset Window. In Flight Plan Mode, the contour follows the active flight plan, and if no active flight plan
is present, the VSD Inset Window displays ‘Flight Plan Not Available’. In Track Mode, the contour is based on the
aircraft ground track. In Auto Mode, the contour is based on the active flight plan, when available, otherwise, it
is based on the ground track.

VSD Mode Selected Annunciation

Flight Plan FPL
Track TRK
Auto AUTO FPL or AUTO TRK

Changing the Vertical Situation Display Mode:

1) From Home, touch Map > Map Selection > Map Settings.
2) Touch the Inset Window Tab.
3) Touch the VERT Situation Display Settings Button.
4) Touch the Mode Button.
5) Touch one of the following buttons to select a mode:
• Auto: VSD automatically selects either Flight Plan Mode or Track Mode. Flight Plan Mode is selected when
the aircraft is within the RNP value of the active flight plan leg. Otherwise, Track Mode is selected.
• Flight Plan: VSD shows terrain along the active flight plan route. VSD is unavailable if there is no active
flight plan.
• Track: VSD shows terrain along the current track.
6) When finished, touch the Back Button or the Home Button.

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VSD INSET WINDOW

The VSD Inset Window appears below the Navigation Map. Aircraft altitude appears along a vertical scale,
with an aircraft icon positioned at the current altitude. Distance is represented horizontally along the bottom
of the Inset Window, and increases from left (present position) to right.
The horizontal distance is the same as the ‘Navigation Map’ Pane Range distance displayed on the map
range arc or circle when in Track Mode. When in Flight Plan Mode, the distance displayed is 2x that shown
on the map range arc or circle. Adjusting the map range with the Joystick or Touchpad also adjusts the
VSD horizontal and vertical distance accordingly. At map ranges below 1 nm or when the FMS position is
unavailable (the system displays “VSD Not Available”).

Track Mode
Boundary

Selected VSD Mode

(Auto TRK) Relative Terrain
Legend

VSD Inset Window

Figure 6-112 ‘Navigation Map’ Pane with VSD Inset Window and Relative Terrain Enabled

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TRACK MODE BOUNDARY

The Track Mode Boundary displays the horizontal and lateral boundaries of the information shown in the
VSD. The boundary is a white rectangle on the ‘Navigation Map’ Pane and is only available when the VSD
is operating in Track Mode. The two white range references inside the boundary rectangle match the range
references along the distance scale inside the VSD whenever the profile range is at least five nm.
The Track Mode Boundary rectangle may be enabled or disabled, and the ‘Navigation Map’ Pane range at
which the Track Mode Boundary rectangle is removed from ‘Navigation Map’ Pane can be changed.

Figure 6-113 Customizing the Track Mode Boundary Navigation Maximum Map Range

Enabling/disabling the Track Mode Boundary:

1) From Home, touch Map > Map Selection > Map Settings.
2) If necessary, touch the Inset Window Tab.
3) Touch the VERT Situation Display Settings Button.
4) If the Track Mode Boundary Button is subdued, it will be necessary to change the Mode to either Auto or
Track before continuing to the next step; refer to the procedure ‘Changing the VSD Mode’ for more information.
5) Touch the Track Mode Boundary Button to enable/disable the display of the boundary on the ‘Navigation
Map’ Pane.
6) Touch the Track Mode Boundary range button.
7) Scroll as needed and touch a button for the desired maximum ‘Navigation Map’ Pane range for the system to
display the Profile Boundary (above this selection, the system will remove the Profile Boundary from the pane.).
8) When finished, touch the Back Button or the Home Button.

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6.7 TAWS-A

WARNING: Do not use TAWS information for primary terrain or obstacle avoidance. TAWS is intended only
to enhance situational awareness.

NOTE: Government agencies provide data for the TAWS databases. Garmin accurately processes and cross-
validates the data but cannot guarantee the accuracy and completeness of the data.

NOTE: Terrain or obstacle information is not available if the aircraft is outside of the installed terrain or
obstacle database coverage area.

NOTE: The TAWS system may not operate reliably north of 89º North latitude and south of 89º South
latitude. This is due to limitations present within the Terrain database and the system’s ability to process
the data representing the affected areas.

NOTE: TAWS auto-zoom does not always zoom to the highest priority FLTA potential impact point when
a higher priority alert is also in progress. The flight crew can manually set the map zoom range to an
appropriate scale to estimate the range/bearing to the potential impact point.
TAWS-A (Terrain Awareness and Warning System - Class A) is a feature that provides increased situational
awareness and aids in reducing controlled flight into terrain (CFIT) and obstacles. TAWS-A provides visual
annunciations and voice alerts when terrain and obstacles are within the given altitude threshold from the aircraft.
TAWS-A satisfies TSO-C151b Class A and TSO-92c requirements for certification.
TAWS-A requires information from the following sources:
• A valid terrain and obstacle database.
• A valid 3-D GPS position solution.
• Valid flap and landing gear status inputs.
• A valid radar altimeter.
TAWS-A uses terrain and obstacle information supplied by government sources. Terrain information is based
on terrain elevation information in a database that may contain inaccuracies. Individual obstructions may be
shown if present in the database. Garmin verifies the data, per TSO-C151b. However, the displayed information
should never be understood as being all-inclusive and the data may be still contain inaccuracies.
TAWS-A uses information from the GPS receiver to provide a horizontal position and altitude, along with
additional altitude input from the radar altimeter, when radar altitude is available. GPS altitude is derived from
satellite measurements. GPS altitude is then converted to a height above geodetic sea level (GSL), which is the
height above mean seal level (MSL) calculated geometrically. GSL altitude accuracy is affected by factors such
as satellite geometry, but it is not subject to variations in pressure and temperature that normally affect pressure
altitude devices. GSL altitude does not require local altimeter settings to determine MSL altitude. Therefore, GSL
altitude provides a highly accurate and reliable altitude to calculate terrain and obstacle alerts.
The terrain and obstacle databases are referenced to mean sea level (MSL). Using the GPS position and GSL
altitude, the system displays a 2-D picture of the surrounding terrain and obstacles relative to the position and

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altitude of the aircraft. Furthermore, the system uses GPS position and GSL altitude to calculate and project the
aircraft’s flight path in relation to the surrounding terrain and obstacles. In this manner, TAWS-A can provide
advanced alerts of predicted dangerous terrain and obstacle conditions.
TAWS-A incorporates radar altimeter input with the GSL altitude to provide enhanced accuracy when at lower
altitudes for certain alert types, and to retain a level of ground proximity warning capability in the event of a
terrain or obstacle database failure, or loss of GPS position.
Baro-corrected altitude (or indicated altitude) is derived by adjusting the altimeter setting for local atmospheric
conditions. The most accurate baro-corrected altitude can be achieved by frequently updating the altimeter
setting to the nearest reporting station along the flight path. However, because actual atmospheric conditions
seldom match the standard conditions defined by the International Standard Atmosphere (ISA) model (where
pressure, temperature, and lapse rates have fixed values), it is common for the baro-corrected altitude (as read
from the altimeter) to differ from the displayed GPS-GSL altitude. This variation results in the aircraft’s true
altitude differing from the baro-corrected altitude.
TAWS-A provides the following types of alerts:
Forward Looking Terrain Avoidance (FLTA) Alerting, which consists of:
• Required Terrain Clearance (RTC) / Required Obstacle Clearance (ROC) Alerting.
• Imminent Terrain Impact (ITI) / Imminent Obstacle Impact (IOI) Alerting.
• Premature Descent Alerting (PDA).
Ground Proximity Warning System (GPWS) Alerting, which consists of:
• Excessive Descent Rate (EDR) Alerting.
• Excessive Closure Rate (ECR) to Terrain Alerting.
• Flight Into Terrain (FIT) Alerting.
• Negative Climb Rate (NCR) after takeoff Alerting.
• Excessive below Glideslope/Glidepath Deviation (GSD) Alerting.
• Altitude Voice Call Out (VCO) Alerting.
RELATIVE TERRAIN SYMBOLOGY
TAWS-A uses colors and symbols to represent terrain and obstacles (with heights greater than 200 feet above
ground level, AGL) present in the databases relative to aircraft altitude. The system dynamically adjusts these
colors as the aircraft altitude changes, and after takeoff and landing.
While the aircraft is on the ground, the system displays relative terrain 400 feet or more above the aircraft
altitude using red, and terrain at less than 400 feet above aircraft altitude using black, as shown on the TAWS
On-Ground Legend shown in Figure 6-114. When the aircraft is in the air, the system displays relative terrain
information using red, yellow, green, and black, as shown on the TAWS In-Air Legend shown in Figure 6-114.
As the aircraft transitions from on-ground to in-air, or from in-air to on-ground, the display of relative terrain
momentarily fades into the corresponding colors. If any type of TAWS/GPWS alert occurs, the relative terrain
colors transition to the TAWS In-Air Legend if in the TAWS On-Ground Legend was shown in order to provide
the flight crew with the most information possible.

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TAWS On-Ground Legend TAWS In-Air Legend

Figure 6-114 TAWS Relative Terrain Legends

During an alert, the system shows potential impact areas over terrain or obstacles using bright yellow (caution)
or bright red (warning) on navigation maps and on the ‘TAWS’ Pane.
The colors and symbols in Figure 6-115 and Tables 6-17, 6-18, and 6-19 represent terrain, obstacles, and
potential impact areas.

Projected Flight Path

Terrain above or within 100 feet

100 ft Threshold Red
below the aircraft altitude

Lighted Obstacle
Terrain is between 100 feet and
Yellow
1000 feet below aircraft altitude
2000 ft

Green Terrain is between 1000 feet and

2000 feet below aircraft altitude

Black Terrain is at least 2000 feet

below aircraft altitude

Figure 6-115 In-Air Terrain Altitude/Color Correlation for TAWS

Unlighted Obstacle Lighted Obstacle

Obstacle Location
< 1000’ AGL > 1000’ AGL < 1000’ AGL > 1000’ AGL
Red obstacle is above or within 100 ft
below the aircraft altitude.

Yellow obstacle is between 100 ft and

1000 ft below the aircraft altitude.

White obstacle is more than 1000 ft

below aircraft altitude.

Table 6-17 TAWS Relative Obstacle Symbols and Colors

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Unlighted Wind Lighted Wind

Wind Turbine Obstacle Location
Turbine Obstacle Turbine Obstacle

Red obstacle is above or within 100 ft below the aircraft altitude.

Yellow obstacle is between 100 ft and 1000 ft below the aircraft

altitude.

White obstacle is more than 1000 ft below aircraft altitude.

Table 6-18 Wind Turbine Obstacles and Colors

Potential Impact
Alert Type Example Annunciation
Area Examples

Warning PULL UP

or

Caution TERRAIN

or
Table 6-19 TAWS Potential Impact Point Areas with Annunciations

DISPLAYING RELATIVE TERRAIN INFORMATION

The ‘TAWS’ Pane is the principal map pane for viewing relative terrain information. Relative Terrain
information is also available for display on navigation maps.
TAWS PANE
The ‘TAWS’ Pane shows terrain, obstacle, and potential impact area information in relation to the aircraft’s
current altitude, without clutter from the basemap. If terrain or obstacles and the projected flight path of the
aircraft intersect, the system automatically adjusts the map range if necessary to emphasize the display of the
potential impact area(s).
Aircraft orientation on the ‘TAWS’ Pane is heading up unless there is no valid heading. A box on the map
range arc indicates the selected map range. Turn the Joystick clockwise to increase the map range, or counter-
clockwise to decrease the map range.
The ‘TAWS’ Pane also displays annunciations in the lower-left corner of the pane, in addition to banner
annunciations in the center of the pane.

NOTE: TAWS auto zoom does not always zoom to the highest priority FLTA potential impact point when a
higher priority alert (Excessive Descent Rate or Excessive Closure Rate Warning) is also in progress.

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Showing the ‘TAWS’ Pane:

From Home, touch the TAWS Button.
The ‘TAWS’ Pane can also show aviation information such as airports, VORs, NDBs, and intersections for
additional reference, using the map settings chosen for the ‘Navigation Map’ Pane.
Enabling/disabling aviation data on the ‘TAWS’ Pane:
1) From Home, touch TAWS > TAWS Settings.
2) Touch the Show Aviation Data Button to display/remove aviation data (including airports, VORs, NDBs,
Intersections) on the ‘TAWS’ Pane.

NOTE: When the TAWS Setting ‘Hide Aviation Data’ option is selected, runways will still be depicted at map
range settings below 5NM.

Yellow Lighted Obstacles (Between 100’ and

1000’ Below Aircraft Altitude)
Current Aircraft
Map Orientation GPS-derived GSL
Altitude

Selected Map Range Black Terrain

(More than 2000’ Below
Aircraft Altitude)
Red Terrain
(Above or Within
100’ Below the White Lighted Obstacle
Aircraft Altitude) more than 1000’ below
Aircraft Altitude

Red Lighted Obstacle

(Above or Within 100’ Yellow Terrain
Below Aircraft Altitude) (Between 100’ and
1000’ Below the
Aircraft Altitude)
TAWS Terrain Legend (In Air)
Annunciation
Figure 6-116 ‘TAWS’ Pane with Aircraft in the Air (TAWS-A)

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Figure 6-117 TAWS Settings Screen (TAWS-A)

RELATIVE TERRAIN ON THE NAVIGATION MAPS

TAWS provides relative terrain information for the navigation maps. This includes the display of relative
terrain, obstacles, and potential impact areas. When relative terrain information is enabled on a navigation
map, the system displays a TAWS icon and legend (with the exception of the Inset Map, which displays the
icon without the legend). If TAWS is not available or has failed, a white ‘X’ appears over the TAWS Icon. If the
system calculates a potential impact area, it appears on any navigation map, independent of whether relative
terrain information is enabled/disabled.
Enabling/disabling terrain information (PFD Maps)
1) From PFD Home, touch the PFD Map Settings Button.
2) Touch the Terrain Button. A terrain selection pop-up window appears.
3) Touch either the Relative or Absolute Button to display the appropriate terrain information, or the Off Button
to remove terrain information from the PFD Maps.
Controlling Terrain Information (‘Navigation Map’ Panes):
1) From Home, touch Map > Map Selection > Map Settings.
2) If necessary, touch the Sensor Tab.
3) Touch the Terrain Button.
4) Touch either the Relative or Absolute Button to display the appropriate terrain information, or the Off Button
to remove terrain information.

NOTE: Relative terrain information cannot be displayed simultaneously on the same map with weather
radar information. When one item is enabled the other is disabled.
The Touchscreen Controllers control the display of relative obstacle information on the ‘Navigation Map’
Pane and the on-side Inset Map.

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Controlling Point Obstacle Information on Navigation Maps:

1) From Home, touch Map > Map Selection > Map Settings.
2) If necessary, touch the Land Tab.
3) Touch the Point Obstacle Button to enable/disable the display of relative obstacle information.
4) To change the maximum map range to display obstacle information, touch the Obstacle Data Range Button,
then scroll and select a maximum map range from the list.
5) If necessary, touch the Map Sync Button to enable map synchronization. This is used to synchronize map
settings (including obstacle settings) with other navigation maps.
6) Touch the Onside Button to synchronize the selected Navigation Map settings to onside Navigation Maps,
then touch either the L PFD or MFD Left Buttons to select which navigation map settings should be initially
be applied to onside Navigation Maps.
Or:
Touch the All Button to synchronize all navigation maps, then touch a button to select which Navigation Map
settings should initially be applied to all Navigation Maps (MFD Left, MFD Right, L PFD).
TAWS-A TERRAIN AND OBSTACLE ALERTS
The system issues alerts when flight conditions meet parameters that are set within TAWS-A software
algorithms. The system issues TAWS-A terrain/obstacle alerts as a caution or warning severity level. Alerts
include visual annunciations and voice alerts (Table 6-20).
When the system issues an alert, annunciations appear on the PFDs, the ‘TAWS’ Pane (if displayed), and
on the Touchscreen Controllers. The PFD shows the annunciation to the left of the altitude tape. The
‘TAWS’ Pane shows the alert in the lower-left corner of the pane. In addition, a pop-up alert appears on each
Touchscreen Controller. To acknowledge the pop-up alert:
»» Touch the TAWS Button (displays the ‘TAWS’ Pane).
»» Touch the Inhibit TAWS Button to inhibit TAWS-A alerting.
»» Touch the OK Button acknowledge the alert and return to the previous screen on the Touchscreen Controller.
Acknowledging the alert on either Touchscreen Controller acknowledges the alert for the TAWS-A system.

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Potential Impact Area PFD Alert Annunciation

with Synthetic Terrain ‘TAWS’ Pane Alert Potential Impact Area
enabled on PFD Annunciation

Touchscreen
Controller Pop-Up
Alert Annunciation

Shows ‘TAWS’ Pane

Removes Pop-Up Alert Inhibits TAWS FLTA alerts

Figure 6-118 TAWS-A Alert Annunciations

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PFD/TAWS Touchscreen Controller

Alert Type Pane Pop-Up Alert Voice Alert
Annunciation
Reduced Required Terrain Clearance Warn- PULL UP TERRAIN - PULL-UP “Terrain, Terrain; Pull Up, Pull Up”
ing (RTC)

Imminent Terrain Impact Warning (ITI) PULL UP TERRAIN AHEAD - PULL-UP Terrain Ahead, Pull Up; Terrain Ahead, Pull
Up”
Reduced Required Obstacle Clearance Warn- PULL UP OBSTACLE - PULL-UP “Obstacle, Obstacle; Pull Up, Pull Up”
ing (ROC)
Imminent Obstacle Impact Warning (IOI) PULL UP OBSTACLE AHEAD - PULL-UP “Obstacle Ahead, Pull Up; Obstacle Ahead,
Pull Up”
Excessive Descent Rate Warning (EDR) PULL UP PULL-UP “<whoop> <whoop> Pull Up”

Excessive Closure Rate Warning (ECR) PULL UP PULL-UP “<whoop> <whoop> Pull Up”

Reduced Required Terrain Clearance Caution TERRAIN CAUTION - TERRAIN “Caution, Terrain; Caution, Terrain”
(RTC)
Imminent Terrain Impact Caution (ITI) TERRAIN TERRAIN - AHEAD “Terrain Ahead; Terrain Ahead”

Reduced Required Obstacle Clearance Cau- TERRAIN CAUTION - OBSTACLE “Caution, Obstacle; Caution, Obstacle”
tion (ROC)
Imminent Obstacle Impact Caution (IOI) TERRAIN OBSTACLE AHEAD “Obstacle Ahead; Obstacle Ahead”

Premature Descent Alert Caution (PDA) TERRAIN TOO LOW - FLAPS “Too Low, Flaps”

Excessive Descent Rate Caution (EDR) TERRAIN SINK RATE “Sink Rate”

Excessive Closure Rate Caution (ECR) TERRAIN TERRAIN “Terrain, Terrain”

Negative Climb Rate Caution (NCR) TERRAIN DONT SINK “Don’t Sink”

Flight Into Terrain High Speed Caution (FIT) TERRAIN TOO LOW - TERRAIN “Too Low, Terrain”

Flight Into Terrain Gear Caution (FIT) TERRAIN TOO LOW - GEAR “Too Low, Gear”

Flight Into Terrain Flaps Caution (FIT) TERRAIN TOO LOW - FLAPS “Too Low, Flaps”

Flight Into Terrain Takeoff Caution (FIT) TERRAIN TOO LOW - TERRAIN “Too Low, Terrain”

Glide Slope Deviation Caution (GSD)

(depends on approach type) GLIDESLOPE GLIDESLOPE “Glideslope”
or or or
GLIDEPATH GLIDEPATH “Glidepath”

Altitude Voice Callout (VCO) None None “Five Hundred”

Table 6-20 TAWS-A Alerts Summary

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FORWARD LOOKING TERRAIN AVOIDANCE (FLTA)

The Forward Looking Terrain Avoidance (FLTA) feature of TAWS-A compares the projected flight path as
derived from GPS data with terrain features and obstacles from the databases. The system issues FLTA alerts
when the projected flight path conflicts with terrain or obstacles.
The projected flight path is a calculated area ahead of, to the sides, and below the aircraft. The size of the
projected flight path varies based on factors including ground speed (the path ahead is larger when the ground
speed is higher), whether the aircraft is level, turning, or descending, and the proximity to the nearest usable
runway along the current track. As the aircraft approaches the runway, the projected flight path becomes
narrower until the system automatically disables FLTA alerts or the flight crew manually inhibits them.
There are two types of FLTA alerts, Reduced Required Terrain/Obstacle Clearance (RTC or ROC respectively)
and Imminent Terrain/Obstacle Impact (ITI or IOI respectively).
The system issues Reduced Required Terrain Clearance (RTC) and Reduced Required Obstacle
Clearance (ROC) alerts when the aircraft flight path is above terrain, yet is projected to come within the
minimum clearance values. When an RTC alert is issued, the system displays a potential impact area on
navigation maps and the TAWS Pane.
Imminent Terrain Impact (ITI) and Imminent Obstacle Impact (IOI) alerts occur when the aircraft is
below the elevation of a terrain or obstacle in the aircraft’s projected path. ITI and IOI alerts are accompanied
by a potential impact area on navigation maps and the ‘TAWS’ Pane. The alert occurs when the projected
vertical flight path is calculated to come within minimum clearance altitudes.

Required Terrain Clearance

RTC Level (FT) RTC Descending (FT)
800

700
(FT)

600
Clearance
Terrain Clearance (FT)

500
Terrain

400
Required

300
Required

200

100

0
0 5 10 15 20 25 30

Distance From Runway (NM)

Distance From Runway (NM)

Figure 6-119 FLTA Alert Minimum Terrain and Obstacle Clearance Values

The system automatically disables FLTA alerts when the aircraft is less than 200 feet above the destination
runway elevation while within 0.5 nm of the approach runway, or the aircraft is between runway ends.
PREMATURE DESCENT ALERTING
A Premature Descent Alert (PDA) occurs when the system detects the aircraft is significantly below the
normal approach path to a runway.
PDA alerting begins when the aircraft is below 700 feet AGL within 15 nm of the destination airport and
ends when the aircraft is 0.5 nm from the runway threshold.

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800

700

Height Above Destination (Feet)

600

500

400

300

200 PDA ALERTING AREA

100

0
0

10

11

12

13

14

15
Distance to Destination (NM)
Figure 6-120 PDA Alerting Threshold

INHIBITING FLTA AND PDA ALERTS

NOTE: The ‘Inhibit TAWS’ function only inhibits FLTA and PDA alerts. Alerting for GPWS alerts (EDR, ECR,
NCR, FIT) and GSD is controlled independently from FLTA and PDA alerts.
The flight crew can manually inhibit FLTA and PDA visual annunciations and voice alerts. Discretion
should be used when inhibiting alerts and the system should be enabled when appropriate. When PDA and
FLTA alerts are inhibited, the alert annunciation ‘TAWS INH’ is shown on the PFDs and on the ‘TAWS’ Pane.

Figure 6-121 TAWS Alerting Disabled (TAWS Inhibited) Pane Annunciation

Inhibiting/enabling TAWS-A FLTA and PDA alerting:

1) From Home, touch TAWS > TAWS Settings.
2) Touch the TAWS Inhibit Button. When the annunciator on the button is green, TAWS-A alerting is inhibited.
When the button annunciator is gray, TAWS-A alerting is enabled.
Or:
1) From Home, touch Map > Map Selection > Map Settings.
2) If necessary, touch the Sensor Tab.
3) Touch the Terrain Settings Button.
4) Touch the TAWS Inhibit Button. TAWS-A alerting is inhibited when the button annunciator is green, enabled
when gray.
Inhibiting TAWS-A alerting while an alert is occurring:
Touch the Inhibit TAWS Button on the Terrain Alert pop-up window on either Touchscreen Controller.

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While TAWS alerting is manually inhibited (or the TAWS system is not available or has failed), the system
may display a ‘LOW ALT’ annunciation on the PFDs next to the altitude tape if the following conditions are
met:
»» The aircraft is on a GBAS SBAS approach.
»» The Final Approach Fix is the active waypoint.
»» The aircraft is at least 164 feet below the prescribed altitude at the Final Approach Fix.
See the Flight Instruments Section for more details about the ‘LOW ALT’ annunciation.
GROUND PROXIMITY WARNING SYSTEM (GPWS) ALERTING
Excessive Descent Rate Alert
The Excessive Descent Rate (EDR) alert occurs when the system determines the aircraft is closing
(descending) upon terrain at an excessive speed. The following figure shows the parameters for the alert
as defined by TSO-C151b.
6000

5500

5000

4500
”
RATE
Height Above Terrain (Feet)

4000
NK
ion : “SI
3500
Caut
3000

2500

2000

1500 Warning: “<whoop> <whoop> PULL UP”

1000

500

0
0

1000

2000

3000

4000

5000

6000

7000

8000

9000

10000

11000

12000

Descent Rate (FPM)

Figure 6-122 Excessive Descent Rate Alert Criteria

The flight crew can manually decrease the sensitivity of EDR alerting, if desired, by enabling Steep Approach
Mode. This may reduce the occurrence of undesired EDR alerts when conducting steep approaches. When
this mode is enabled, the system uses the criteria shown in Figure 6-123 to determine when to issue EDR
alerts.

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Height Above Terrain (Feet)

”
RATE
INK
ion: “S
Caut

Warning: “<whoop> <whoop> PULL UP”

Descent Rate (FPM)

Figure 6-123 Excessive Descent Rate Alert Criteria with Steep Approach Mode Enabled

Enabling/disabling Steep Approach Mode:

1) From Home, touch TAWS > TAWS Settings.
Or:
a) From Home, touch Map > Map Selection > Map Settings.
b) If necessary, touch the Sensor Tab.
c) Touch the Terrain Settings Button.
2) Touch the Steep Approach Button to enable/disable Steep Approach Mode.
When Steep Approach Mode is enabled, a “STEEP APR” annunciation appears on the ‘TAWS’ Pane, and
a “STEEP APPROACH MODE” CAS message appears on the PFDs.

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Steep Approach Mode

Enabled CAS Message
‘TAWS’ Pane
Steep Approach
Annunciation

Touch to enable/disable
Steep Approach Mode

Figure 6-124 Enabling Steep Approach Mode

If Steep Approach Mode is enabled with the Flaps Override setting, discussed later in this section, ‘FLP/
STEEP’ annunciation appears on the PFDs.
Excessive Closure Rate Alert
The Excessive Closure Rate (ECR) alert provides suitable notification when the aircraft is determined
to be closing upon terrain at an excessive speed for a given aircraft gear and flap configuration.
Figure 6-125 shows the ECR alerting criteria with the flaps up or in takeoff configuration. Figure 6-126
shows ECR alerting criteria when the flaps are in the landing configuration.
ECR alerts are automatically disabled when the aircraft is 5 nm from the nearest airport, except when
FLTA is not available (causing the TAWS N/A or TAWS FAIL annunciation to be displayed), in which case
ECR alerting will remain active until landing.

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Height Above Terrain (Feet)

Closure Rate (FPM)

Figure 6-125 Excessive Closure Rate Alert Criteria (Flaps Up or Takeoff Configuration)
Height Above Terrain (Feet)

Closure Rate (FPM)

Figure 6-126 Excessive Closure Rate Alert Criteria (Flaps in Landing Configuration)

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FLIGHT INTO TERRAIN ALERT

Flight Into Terrain (FIT) alerts occur when the aircraft is too low with respect to terrain based on landing
gear position, flap position, and groundspeed. FIT caution alerts are issued when flight conditions meet the
criteria shown in Figure 6-127.
Height Above Terrain (Feet)

*
*

Altitude Change Rate (FPM)

* Flap position will not trigger alert if Flap Override option is enabled; see discussion below.
Figure 6-127 Flight Into Terrain Caution Alert Criteria

To reduce nuisance FIT alerts on approaches where flap extension is not desired (or is intentionally delayed),
the flight crew may override FIT alerting based on the flap position, while all other FIT alerting remains in
effect.

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PFD TAWS FLAP

OVERRIDE CAS
Message

‘TAWS’ Pane
Flap Override
Annunciation

“Too Low - Flaps”

Alert Inhibited when
Flap Override Button is
Enabled

Figure 6-128 Overriding Flaps Configuration-Based FIT Alerts

Overriding Flaps-based FIT alerting:

1) From Home, touch TAWS > TAWS Settings.
Or:
a) From Home, touch Map > Map Selection > Map Settings.
b) If necessary, touch the Sensor Tab.
c) Touch the Terrain Settings Button.
2) Touch the Flap Override button. FIT alerts based on flap position are overridden (disabled) when button
annunciator is green, available when gray.
When the Flaps Override option is enabled, the ‘TAWS’ Pane annunciates ‘FLAP OVR’ and the CAS Window
displays a ‘TAWS FLAP OVERRIDE’ annunciation. If GPWS alerts are also inhibited (which include FIT), the
GPWS inhibit annunciations supercede the flap override annunciations.
FIT alerts also occur during takeoff or go-around if the aircraft’s height above ground level (as determined
by the radar altimeter) is too close to rising terrain. TAWS-A will issue the voice alert “Too Low, Terrain” and
visual annunciations when conditions enter the caution alert area.

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Height Above Terrain (Feet)

“TOO LOW, TERRAIN”

Radio Altitude Loss (Feet)

Figure 6-129 FIT Alerting After Takeoff

NEGATIVE CLIMB RATE AFTER TAKEOFF ALERT

The Negative Climb Rate (NCR) After Takeoff alert (also referred to as “Altitude Loss After Takeoff”)
provides alerts when the system determines the aircraft is losing altitude (closing upon terrain) after takeoff.
The voice alert “Don’t Sink” is given for NCR alerts, accompanied by an annunciation and a pop-up terrain alert
on the Touchscreen Controllers. NCR alerting for TAWS-A is only active when departing from an airport and
when the following conditions are met:
Height above the terrain is less than 700 feet.
Distance from the departure airport is 5 nm or less.
Heading change from the departure heading is less than 110 degrees.
Landing gear or flaps are configured for takeoff.
NCR alerts can be triggered by either altitude loss or sink rate.

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1000

900

800

Height Above Terrain (Feet)

700

600

500

400
“DON’T SINK”
300

200

100

0
0 20 40 60 80 100 120 140

Altitude Loss (Feet)

Figure 6-130 Negative Climb Rate (NCR) Altitude Loss

1000

900

800
Height Above Terrain (Feet)

700

600

500

400
“DON’T SINK”
300

200

100

0
0 500 1000 1500 2000 2500 3000 3500 4000 4500 5000 5500 6000 6500 7000

Sink Rate (FPM)

Figure 6-131 Negative Climb Rate (NCR) Sink Rate

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INHIBITING GPWS ALERTS (EDR, ECR, FIT, AND NCR)

NOTE: The ‘Inhibit GPWS’ function only affects GPWS alerts (EDR, ECR, NCR, and FIT). Alerting for FLTA,
PDA, and GSD is controlled independently from the GPWS alerts.
EDR, ECR, FIT, and NCR visual annunciations and voice alerts can be manually inhibited as a group.
Discretion should be used when inhibiting alerts and the GPWS system should be enabled when appropriate.
When these alerts are inhibited, the CAS annunciation ‘GROUND PROX INHIBIT’ appears on the PFDs and
a ‘GPWS INH’ annunciation appears on the ‘TAWS’ Pane.

PFD GROUND
PROX INHIBIT CAS
Message

‘TAWS’ Pane
GPWS Inhibit
Annunciation
GPWS Alerting
Inhibited
when Button
is Enabled

Figure 6-132 Overriding Flaps Configuration-Based FIT Alerts

Inhibiting/enabling GPWS alerting:

1) From Home, touch TAWS > TAWS Settings.
Or:
a) From Home, touch Map > Map Selection > Map Settings.
b) If necessary, touch the Sensor Tab.
c) Touch the Terrain Settings Button.
2) Touch the GPWS Inhibit Button. Button annunciator is green when GPWS alerts are inhibited, gray when
alerting is enabled.

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EXCESSIVE BELOW GLIDESLOPE/GLIDEPATH DEVIATION ALERT

A Glideslope Deviation or Glidepath Deviation (GSD) caution alert is issued when the system detects
the aircraft is significantly below the glidepath for the selected approach in relation to the aircraft’s height
above terrain.

Radio Altitude (Feet)

“GLIDESLOPE”
or
“GLIDEPATH”

Number of Dots Below Glideslope/Glidepath

Figure 6-133 Excessive Below Glideslope/Glidepath Deviation Alert Criteria

GSD alerting is only active after departure and the following conditions are met:
»» An ILS approach is active or an FMS approach is active with one of the following SBAS approach service
levels: LPV or LNAV/VNAV.
»» Aircraft is below 1000 feet AGL.
»» Gear is configured for landing.

NOTE: If full flaps are extended and subsequently retracted while the GSD alerting conditions are met, a
GSD alert may not occur.
A GSD caution alert consists of a ‘GLIDESLOPE’ or ‘GLIDEPATH’ visual annunciation and voice alert.

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PFD Glideslope or Glidepath ‘TAWS’ Pane Glideslope or

Annunciation Glidepath Annunciation

Inhibits Glideslope/
Glidepath Alerts

Figure 6-134 Inhibiting GSD Alerts (Pop-Up Alert shown)

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INHIBITING GSD ALERTS

NOTE: GSD alerting may only be inhibited while a GSD alert is occurring. GSD alerts are inhibited
independently from FLTA, PDA, and other GPWS alerts.
The Touchscreen controllers provides controls to inhibit GSD alerting. When the Touchscreen Controller
is displaying a pop-up GSD alert window, touch the Inhibit GS/GP Button. GSD alerting may also be
inhibited on the TAWS Settings screen while a GSD alert is occurring. If a GSD alert is not occurring, the GS/
GP Inhibit Button is subdued.
Inhibiting an active GSD Pop-Up alert:
1) Touch the Inhibit GS/GP Button.
2) Touch the OK Button to confirm and inhibit Glideslope and Glidepath alerts, or touch Cancel.

Inhibiting an active GSD alert (TAWS Settings Screen):

1) From Home, touch TAWS > TAWS Settings.
Or:
a) From Home, touch Map > Map Selection > Map Settings.
b) If necessary, touch the Sensor Tab.
c) Touch the Terrain Settings Button.
2) Touch the GS/GP Inhibit Button. GSD alerting is inhibited when button annunciator is green, enabled when
gray.
ALTITUDE VOICE CALLOUT (VCO)
TAWS-A provides a voice alert as the aircraft descends to 500 feet above the terrain, as determined by
the radar altimeter (if greater than five nm from the nearest airport) or 500 feet above the nearest runway
threshold elevation (if less than 5 nm from the nearest airport). Upon descent to this altitude, TAWS-A issues
the voice alert “Five Hundred”. There are no display annunciations or pop-up alerts that accompany the VCO
alert. The flight crew cannot inhibit the “Five Hundred” VCO alert.
Additional flight crew selectable VCO alerts occur corresponding at 450, 400, 350, 300, 250, 200, 150,
100, 50, 40, 30, 20, and 10 feet.

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Figure 6-135 Figure 6-118 Enabling VCO Alerts

Enabling/disabling additional VCO alerts:

1) From Home, touch Utilities > Setup > Avionics Settings.
2) Touch the Alerts Tab.
3) Scroll to view the Touchdown Callouts Button. Touch the Touchdown Callouts Button to enable/disable
the alerts (the “Five Hundred” VCO alert is not affected by this setting). Cyan text on the button indicates
currently selected weather data link weather source.
4) To enable/disable individual VCO alerts, touch the Touchdown Callouts Settings Button.
5) Touch a button for the desired alert to enable/disable.
6) When finished, touch the Back Button or the Home Button.

NOTE: The TAWS-A “Five Hundred” foot voice alert is inhibited if the Flight Director is set to Glidepath
Mode. However, during Category II approach, if the Flight Director is set to Glideslope Mode the “Five
Hundred” foot voice alert will not be inhibited.

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SYSTEM STATUS
When applying system power, TAWS-A conducts a system test of its alerting capabilities. A voice alert occurs
at test completion.
Manually testing the TAWS System:
1) From Home, touch Aircraft Systems > System Tests.
2) Touch the TAWS Button. Button displays ‘In Progress’ during test.

‘TAWS’ Pane
CAS Message and PFD ‘TAWS’ Pane
Alert Type Center Banner Voice Alert
Annunciation Annunciation
Annunciation
TAWS System
TERRAIN FAIL TAWS FAIL TAWS FAIL “TAWS System Failure”
Fail.
TAWS Not NO FMS POSITION
Available. TERRAIN FAIL TAWS N/A “TAWS Not Available”
(if FMS position lost)
GPWS System “GPWS System
GROUND PROX FAIL GPWS FAIL None
Fail. Failure”
System Test in
TAWS TEST TAWS TEST TAWS TEST None
progress.
TAWS System “TAWS System Test
None None None
Test pass. OK”
TAWS PDA/
FLTA Alerting TERRAIN INHIBIT TAWS INH None None
Inhibited.
GPWS Alerting
GROUND PROX INHIBIT GPWS INH None None
Inhibited.
GS INH
GSD Alerting
TAWS GS/GP CANCEL or None None
Inhibited.
GP INH

Steep Approach
STEEP APPROACH MODE STEEP APR None None
Mode Enabled.
‘Too Low -
Flaps’ FIT
TAWS FLAP OVERRIDE FLAP OVR None None
alerting
inhibited.
Table 6-21 TAWS-A System Status Annunciations

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TAWS-A ABNORMAL OPERATIONS

During system operation, TAWS-A continually monitors several system-critical items such as database validity,
flap and landing gear position, radar altimeter input, and GPS status.
If no PFD or MFD contains Terrain or Obstacle databases (or the databases are invalid), the voice alert “TAWS
System Failure” is generated along with the ‘TAWS FAIL’ alert annunciation.
TAWS-A requires a 3-D GPS navigation solution along with specific vertical accuracy minimums. Should the
navigation solution become degraded or if the aircraft is out of the database coverage area, the annunciation
‘TAWS N/A’ is generated in the annunciation window and on the ‘TAWS-A’ Pane. The voice alert “TAWS Not
Available” is also generated if airborne, and some TAWS-A terrain alerts will not be issued, while GPWS alerting
(which are not dependent on GPS position) will continue to operate.
TAWS-A also requires radar altimeter input. Should the radar altimeter input fail or become degraded, the
annunciation ‘GPWS FAIL’ is generated in the annunciation window and on the ‘TAWS-A’ Pane. The voice alert
“GPWS System Failure” is also generated. The ‘GPWS FAIL’ annunciation will also occur if both GPS altitude and
barometric altitude are unavailable. If only the GPWS system has failed, GPWS-type alerts will not be available,
while other TAWS-A alerting remains unaffected.

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TAWS Alert
Alert Cause CAS Message ‘TAWS’ Pane Annunciation(s) Types
Not Available
TAWS System Test Fail;
Terrain, Airport Terrain
or Obstacle database TAWS FAIL
unavailable or invalid and
TERRAIN FAIL FLTA, PDA
on all displays; software
mismatch among TAWS FAIL
displays; TAWS audio
fault.
MFD Terrain or Obstacle
database unavailable
or invalid. TAWS
None TERRAIN DATABASE FAILURE
operating with PFD
Terrain or Obstacle
databases.
No FMS position. TERRAIN FAIL TAWS N/A FLTA, PDA, GSD†,
VCO*
and

NO FMS POSITION
Excessively degraded FLTA, PDA
GPS signal, or out of
TERRAIN FAIL TAWS N/A
database coverage
area.
Sufficient GPS signal None None
reception restored.
Radar Altimeter invalid, EDR, ECR, NCR,
Vertical Speed Invalid, FIT, GSD
GPS and Baro Altitude
invalid, Software
GROUND PROX FAIL GPWS FAIL
mismatch among GDUs,
TAWS configuration
mismatch among GDUs,
TAWS audio fault.
* VCO alerts are not issued if both TAWS and GPWS systems have failed or are not available.
† GSD alert will be available if a valid ILS is being used for navigation, even in no valid GPS signal is being received.

Table 6-22 TAWS-A Abnormal Status Alerts

If the aircraft bank angle exceeds 30˚, TAWS-A will disable ECR alerts. ECR alert availability returns when
the bank angle is reduced for at least eight seconds.

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6.8 TCAS II TRAFFIC

WARNING: Always use traffic information shown on the system displays only as an aid to visually
acquiring traffic. Traffic avoidance maneuvers are based upon TCAS II Resolution Advisories, ATC
guidance, or positive visual acquisition of conflicting traffic.

WARNING: Do not rely solely upon the display of traffic information for collision avoidance maneuvering.
The traffic display does not provide collision avoidance resolution advisories and does not under any
circumstance or conditions relieve the pilot’s responsibility to see and avoid other aircraft.

NOTE: Degraded bearing accuracy may occasionally cause displayed traffic symbols to rapidly shift bearing
position until bearing accuracy has been established. The system’s ability to issue Traffic Advisory and
Resolution Advisory alerts remains unaffected if this occurs.

NOTE: Refer to the Automatic Dependent Surveillance-Broadcast (ADS-B) Traffic discussion for more
information about ADS-B traffic displays and alerting.

NOTE: If the optional radar altimeter is installed and subsequently fails, the TCAS II system will also fail.

NOTE: The TCAS system does not generate traffic alerts for an aircraft which reports an on-ground state.
However, an on-ground aircraft may generate a traffic alert if it is reporting airborne and otherwise meets
the conditions of a traffic alert.

NOTE: The nose of the ‘own ship’ symbol represents the location of the aircraft. The center of any traffic
symbol represents the location of that traffic. The traffic and own ship symbols are an abstract representation
and do not reflect the physical extent of the aircraft/traffic, and should not replace other methods for
identifying traffic.
The optional Garmin GTS 8000 is a Traffic Alert and Collision Avoidance System II (TCAS II). It improves
flight safety by monitoring the airspace for other aircraft with operating transponders in the vicinity. The TCAS
II system provides traffic information to the displays, and if separation from other aircraft is within certain limits,
the system issues Traffic Advisories (TAs) to assist the flight crew in the visual acquisition of traffic, or Resolution
Advisories (RAs) to provide recommended vertical guidance maneuvers to resolve a traffic conflict with one or
more aircraft.
THEORY OF OPERATION
When the TCAS II system is operating in TA/RA or TA Only Mode, the system interrogates the transponders
of other aircraft in the vicinity, and monitors for replies from these transponders. Based on successive replies,
the system tracks the range, bearing, and if reported, the altitudes of other aircraft. For each detected aircraft
transponder, the system calculates the time to, and separation at, the closest point of approach (CPA) around
potential collision area surrounding own aircraft. Based on this time, the own aircraft altitude, and the selected
TCAS II operating mode, the system determines if a TA or RA should be issued for the detected intruder traffic.

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Altitude in Feet* TA Time to CPA in Seconds RA Time to CPA in Seconds

Up to 1000 20 RA Not Issued below 1000’
1000-2350 25 15
2350-5000 30 20
5000-10000 40 25
10000-20000 45 30
20000 and above 48 35
* System uses pressure altitude except when Radar Altimeter altitude is displayed on the PFDs, in which case
Radar Altitude takes precedence.
Table 6-23 Altitude-based TCAS II TA and RA Alert Thresholds
The TCAS II system categorizes detected traffic into four groups:
-- Non-Threat traffic, is displayed as an open white diamond or arrow.
-- Proximity Advisory (PA) traffic, displayed as a filled white diamond or arrow, is not currently a threat, but is
within six nm and ±1200 feet of own-aircraft altitude.
-- A Traffic Advisory (TA), displayed as either a filled amber circle or a circle with an arrow inside of it, indicates
traffic is within 20-48 seconds of a potential collision area. If a Traffic Map is shown, and the TA traffic is
beyond the selected map range, the system displays a half-TA symbol at the edge of the map at the approximate
relative bearing of the TA traffic. If TA traffic subsequently meets the criteria for an RA, and the system is
operating in TA/RA Mode, the system will issue an RA.
-- A Resolution Advisory (RA), displayed as a filled red square, indicates traffic is within 15-35 seconds of a
potential collision area. If a Traffic Map is shown, and the RA traffic is beyond the selected map range, the
system displays a half-RA symbol at the edge of the map at the approximate relative bearing of the RA traffic.
The symbols in the following table depict TCAS II traffic, and include Automatic Dependent Surveillance-
Broadcast (ADS-B) traffic symbols. Refer to the ADS-B Traffic discussion later in this section for more information.

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Symbol Description

Resolution Advisory (RA) without directional information.

Resolution Advisory Off Scale beyond the selected map display range.

Resolution Advisory (RA) with ADS-B directional information.

Resolution Advisory Off Scale.

Traffic Advisory with ADS-B directional information. Arrow points in the direction of the intruder aircraft track.

Traffic Advisory without directional information.

Traffic Advisory with ADS-B directional information is beyond the selected display range. Displayed at outer range ring at
proper bearing. Arrow points in the direction of the intruder aircraft track.

Traffic Advisory out of the selected display range without directional information. Displayed at outer range ring at proper
bearing.

Proximity Advisory with ADS-B directional information. Arrow points in the direction of the aircraft track.

Proximity Advisory without directional information.

Other Non-Threat traffic with ADS-B directional information. Arrow points in the direction of the intruder aircraft track.

Other Non-Threat traffic without directional information.

Traffic located on the ground with ADS-B directional information. Arrow points in the direction of the aircraft track. Ground
traffic is only displayed when ADS-B is in Surface (SURF) Mode or own aircraft is on the ground.

Ground traffic without ADS-B directional information. Ground traffic is only displayed when ADS-B is in Surface (SURF) Mode
or own aircraft is on the ground.

Non-aircraft ground traffic with ADS-B directional information. Pointed end indicates direction of travel. Ground traffic is
only displayed when ADS-B is in Surface (SURF) Mode or own aircraft is on the ground.

Non-aircraft ground traffic without ADS-B directional information. Ground traffic is only displayed when ADS-B is in Surface
(SURF) Mode or own aircraft is on the ground.

Table 6-24 Traffic Symbols with TCAS II and ADS-B

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TCAS II ALERTS
When the TCAS II unit issues a TA or RA, the following occur:
-- The traffic system issues a voice alert.
-- A ‘TRAFFIC’ annunciation appears above the Selected Heading display on the PFDs, flashes for 5 seconds
and remains displayed until no TAs or RAs are detected in the area. RA ‘TRAFFIC’ annunciations are white
text with red backgrounds; TA ‘TRAFFIC’ annunciations are black text with amber backgrounds. If a TA and
RA occur simultaneously, only the red and white RA ‘TRAFFIC’ annunciation is shown.
-- If the PFD is operating in Full Mode and no inset map shown, the system displays the Traffic Inset Map. If
the Inset Navigation Map was shown prior to the alert, the system enables the display of traffic on the PFD
Inset Navigation Map. When operating in Split Mode, touching the Traffic Map Button on the PFD GTC
displays the ‘Traffic Map’ Pane.
-- During a TA only, the system issues a single “Traffic, Traffic” voice alert each time the system detects a new
TA.
-- During an RA only, voice alert(s) provide vertical guidance to resolve the traffic conflict. The Vertical Speed
Indicator displays a range of vertical speeds to fly to or avoid as applicable. The Attitude Indicator shows a
range of pitch attitudes to fly to or avoid. Additional voice alerts occur to denote changes in the RA status or
when the aircraft is clear of the conflict.

No-Fly Pitch Cue

Fly-To Pitch Cue
RA Annunciation
Fly-To Vertical
Speed Range
No-Fly Vertical
TA Annunciation Speed Range

Traffic Inset Map

Displays When TA
or RA is Detected

Figure 6-136 Traffic Annunciation with Resolution Advisory (PFD)

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RESOLUTION ADVISORIES
Resolution Advisories (RAs) include recommended vertical guidance maneuvers to be flown in order to
resolve a traffic conflict. If other aircraft involved in the RA encounter are also equipped with a TCAS II
system, the systems coordinate the recommended maneuvers using the Mode S data link in order to produce
complimentary responses to resolve the RA. While an RA is occurring, the system monitors the status, and if
necessary, strengthens, weakens, reverses the RA, or declares the aircraft is clear of the traffic conflict.
While an RA is occurring, the Vertical Speed Indicator (VSI) shows a range of vertical speeds required to
resolve the traffic conflict. A red vertical bar appears on the VSI scale to indicate the range of vertical speeds
to be avoided during the RA, if applicable to the RA. If the current aircraft vertical speed is within this red
range, the pointer on the VSI appears red. The vertical speed display appears in white when shown within
the red VSI range. When an RA directs the flight crew to fly to (or maintain) a vertical speed range, a green
vertical bar appears on the VSI scale at the recommended vertical speed range.
The Attitude Indicator depicts a range of pitch attitudes to avoid using one or two no-fly pitch cues positioned
on the pitch scale. The no-fly pitch cues are indicated by red open trapezoid-shaped areas encompassing the
range of pitch attitudes to be avoided during an RA. If an RA requires a change in existing pitch attitude, a
green rectangular fly-to pitch cue appears above or below the no-fly pitch cue to indicate a recommended
pitch attitude. If multiple intruding aircraft limit available pitch travel in both directions, two no-fly pitch
cues appear on the pitch scale, indicating the appropriate pitch attitude is between the two no-fly pitch cues.
The system removes the pitch cues on the Attitude Indicator and vertical bars on the Vertical Speed Indicator
when the RA condition has been resolved. The TCAS II system issues a voice alert when the aircraft is clear
of the RA conflict.
The TCAS II system considers uses own aircraft performance capabilities, configuration, and other factors
in order to determine the most appropriate RA to issue for a given set of conditions.
RAs are categorized into the preventive and corrective types.
Preventive RAs
The system issues a Preventive RA to indicate the present vertical speed will resolve the traffic conflict.
The system indicates a range of vertical speeds to be avoided, indicated by one or more red bands inside the
VSI. The current vertical speed is outside of the avoidance area during a Preventive RA.

Preventive RA Type Required Vertical Speed (fpm)

Do Not Climb <0
Do Not Climb > 500 fpm < 500
Do Not Climb > 1000 fpm < 1000
Do Not Climb > 2000 fpm < 2000
Do Not Descend >0
Do Not Descend > 500 fpm > -500
Do Not Descend > 1000 fpm > -1000
Do Not Descend > 2000 fpm > -2000

Table 6-25 Preventive RA Types with Required Vertical Speeds

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Corrective RA
A Corrective RA indicates the current vertical speed must be changed to resolve a traffic conflict. The VSI
indicates a range of vertical speeds to be avoided on the VSI, and the current vertical speed appears in white
with a red background. The VSI also indicates a green “fly to” vertical speed range to be flown in order to
resolve the RA conflict. In some cases, the TCAS II system logic determines it will be necessary to for own
aircraft to cross through the intruder aircraft’s altitude to resolve the traffic conflict.

Corrective RA Type Required Vertical Speed (fpm)

Climb
1500 to 2000
Crossing Climb

Crossing Maintain Climb

1500 to 4400
Maintain Climb

Reduce Descent 0
Descend
-1500 to -2000
Crossing Descend

Crossing Maintain Descent

-1500 to -4400
Maintain Descent

Reduce Climb 0

Table 6-26 Corrective RA Types with Required Vertical Speeds

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TCAS II VOICE ALERTS FOR TRAFFIC

Table 6-27 lists the voice alerts the TCAS II system issues in the course of a TA or RA.

Alert Type Voice Alert

TA “Traffic, Traffic”

Climb RA “Climb, Climb”

Descend RA “Descend, Descend”

Altitude Crossing Climb RA “Climb, Crossing Climb, Climb, Crossing

Climb”
Altitude Crossing Descend RA “Descend, Crossing Descend, Descend,
Crossing Descend”
Reduce Climb RA “Level Off, Level Off”

Reduce Descent RA “Level Off, Level Off”

RA Reversal to Climb RA “Climb - Climb NOW, Climb - Climb NOW”

RA Reversal to Descend RA “Descend - Descend NOW, Descend -

Descend NOW”
Increase Climb RA “Increase Climb, Increase Climb”

Increase Descent RA “Increase Descent, Increase Descent”

Maintain Rate RA “Maintain Vertical Speed, Maintain”

Altitude Crossing, Maintain “Maintain Vertical Speed, Crossing

Rate RA (Climb and Descend) Maintain”

Preventive RA “Monitor Vertical Speed”

RA Removed “Clear of Conflict”

Table 6-27 TCAS II Voice Alerts

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Corrective Climb Corrective Descend

Preventive Don’t Climb Preventive Don’t Descend

Preventive Don’t Climb and Don’t Descend Corrective Increase Descent

Figure 6-137 Example Resolution Advisory Displays (PFD)

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OPERATION
The TCAS II operating mode controls are integrated with the transponder controls, and are available on the
Traffic Settings Screen and on the Transponder Screen. The ‘Traffic Settings’ Screen also provides additional
controls for testing the traffic system and for displaying other aircraft. Refer to the Audio & CNS Section of
this Pilot’s Guide for a discussion regarding transponder mode selection and operation. The flight crew makes
selections in the XPDR/TCAS Mode Window, which is shown on either screen.
‘Traffic Settings’ Screen ‘Transponder’ Screen Touch to
Show/Hide
Transponder
Screen
for Active
Transponder

Transponder/
TCAS II
Operating
Mode
Selections

Figure 6-138 Controlling TCAS II Operating Modes on the Traffic Settings and Transponder Screens

Accessing TCAS II Operating Modes on the Traffic Settings Screen:

From Home, touch Traffic > Traffic Settings.
Or:
1) From Home, touch Map > Map Selection > Map Settings.
2) If necessary, touch the Sensor Tab.
3) Touch the Traffic Settings Button.
Or:
1) From PFD Home, touch PFD Map Settings.
2) Touch the Traffic Settings Button.

Access TCAS II Operating Modes on the Transponder Screen:

Touch the XPDR1 or XPDR2 Button in the CNS Bar (button name dependent on current active transponder).

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The XPDR/TCAS Mode Window offers the selections shown in the table below.

XPDR/TCAS Available Traffic System Behavior

Transponder
Mode Selection TCAS II
Mode
Modes
The system automatically selects TCAS II operating modes. When
TA/RA powered up on the ground, and below 1000’ AGL in the air, the traffic
Auto Altitude Reporting or system is in TA Only Mode, and displays traffic and issues TAs, but
TA Only does not issue RAs. Above 1000’ AGL, the traffic system selects TA/RA
Mode, and the system issues TAs and RAs as applicable.
TA Only Altitude Reporting TA Only The system displays traffic and issues TAs, but does not issue RAs.

Altitude
Altitude Reporting Standby
Reporting In these modes, the Traffic System is in Standby Mode, and does not
display traffic or issue TAs or RAs.
On On Standby
Standby Standby Standby
Table 6-28 Transponder and TCAS II Mode Interaction

NOTE: The operating mode of the TCAS II system is annunciated on the Traffic Map Pane and Traffic Inset
Map. When the crew selects the Auto XPDR/TCAS Mode, Auto remains annunciated on the XPDR1 / XPDR2
Button, while the traffic maps indicate the operating mode of the TCAS II system (TA/RA, TA Only, Standby),
as determined by the conditions noted above.
Testing the Traffic System:
1) From Home, touch Traffic to display the ‘Traffic Map’ Pane.
2) Turn the Joystick as necessary to set the ‘Traffic Map’ Pane range so the outer ring indicates ‘6 NM’. This will
allow the system to show all traffic symbols in the traffic test pattern.
3) From Home, touch Aircraft Systems > System Tests.
4) Touch the TCAS Button. Button indicates ‘In Progress’ while test is occurring, ‘Done’ when complete. If
system test is successful, system displays a test pattern of traffic symbols and provides the voice alert, ‘TCAS
II System Test Passed’, and the traffic system returns to the previously selected mode. If the test fails, the
system issues the voice alert, ‘TCAS Two System Test Failed’ and enters Standby Mode.

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Figure 6-139 Testing the TCAS II System

TRAFFIC MAP PANE

The ‘Traffic Map’ Pane shows surrounding traffic data in relation to the aircraft’s current position and
altitude, without basemap clutter. It is the principal map pane for viewing traffic information. Aircraft
orientation is always heading up unless there is no valid heading. Range rings indicate map ranges. Turn the
Joystick counter-clockwise to decrease the map range, or clockwise to increase the range.
The traffic operating mode and altitude display mode appear in the upper right corner of the ‘Traffic Map’
Pane.
To show the ‘Traffic Map’ Pane using the MFD GTC, touch the Traffic Button. To show the ‘Traffic Map’
Pane using the PFD GTC, touch the Traffic Map Button. When the PFD is in Split Mode, the system shows
the ‘Traffic Map’ Pane when the Traffic Map Button is touched. When the PFD is in Full Mode, the system
shows the Traffic Inset Map on the PFD when the Traffic Map Button is touched.

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TCAS II Operating Mode

Map Orientation
Altitude Range
Traffic Advisory
Off-Scale,
Directional, 1200’
Above, Climbing

Resolution Advisory,
Directional, Same Other,
Altitude, Level Non-Threat
Traffic, Non-
Directional

Proximity Advisory, Other Non-Threat Traffic,

Directional, 1200’ 1200’ Above, Level
Above, Climbing

Figure 6-140 ‘Traffic Map’ Pane (TCAS II)

ALTITUDE RANGE
The flight crew can select the volume of airspace in which Proximity Advisory and Other, Non-Threat traffic
is displayed. Note the system will still show RAs and TAs occurring outside of these limits regardless of the
altitude mode chosen.
Changing the altitude range:
1) From Home, touch Traffic > Traffic Settings.
Or:
From Home, touch Map > Map Selection > Map Settings > Traffic Settings Button.
Or:
From PFD Home, touch PFD Map Settings > Traffic Settings Button.
2) Touch Altitude Range Button:
3) Touch one of the following Altitude Range Buttons:
• Unrestricted: All traffic is displayed from 9900 feet above and 9900 feet below the aircraft.
• Above: Displays non-threat and proximity traffic from 9000 feet above the aircraft to 2700 feet below the
aircraft. Typically used during climb phase of flight.
• Normal: Displays non-threat and proximity traffic from 2700 feet above the aircraft to 2700 feet below the
aircraft. Typically used during enroute phase of flight.
• Below: Displays non-threat and proximity traffic from 2700 feet above the aircraft to 9000 feet below the
aircraft. Typically used during descent phase of flight.

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Displays other aircraft

altitude relative to
own altitude

Selects an Altitude
Range of Traffic to Displays other aircraft
be displayed altitude as absolute
altitude

Figure 6-141 Selecting an Altitude Mode and Altitude Display on the Traffic Settings Screen

Changing the display of Intruding Traffic Altitude:

1) From Home, touch Traffic > Traffic Settings.
Or:
From Home, touch Map > Map Selection > Map Settings > Traffic Settings Button.
Or:
From PFD Home, touch PFD Map Settings > Traffic Settings.
2) Touch the Relative Button to display the altitude of intruding aircraft relative to own aircraft altitude, or touch
the Absolute Button to display the absolute altitude of intruding aircraft.
ADDITIONAL TRAFFIC DISPLAYS
The system can overlay traffic information on the navigation map panes as well as the PFD Inset Navigation
Map. Traffic information is also available on the PFD when the Synthetic Vision System (SVT) Terrain is
enabled. See the Flight Instruments Section for details.
Enabling/disabling display of traffic information on the ‘Navigation Map’ Pane:
1) From Home, touch Map > Map Selection > Map Settings.
2) If necessary, touch the Sensor Tab.
3) Touch the Traffic Button to enable/disable overlay of traffic information.
When the display of traffic is enabled on maps other than the ‘Traffic Map’ Pane, the system shows a traffic
status icon in the lower right corner of the map.

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Traffic
Advisory

Proximity
TA Off Scale Banner Advisory
Annunciation
Non-Bearing Traffic
Advisory Banner Traffic Enabled Icon
Annunciation
Figure 6-142 TCAS II Traffic on ‘Navigation Map’ Pane

Displaying the Traffic Inset Map on the PFD (available when PFD is in Full Mode)
From PFD Home, touch the Traffic Map Button.
Or:
1) From PFD Home, touch the PFD Map Settings Button.
2) Touch the Layout Button.
3) Touch the Inset Traffic Button to enable the display of traffic information on the HSI Map.
Enabling/disabling display of traffic information on the PFD Inset Navigation Map
1) From PFD Home, touch the PFD Map Settings Button.
2) Touch the Traffic Button to enable/disable the display of traffic information on the PFD Inset Navigation Map.

Customizing the display of traffic on the Navigation Map Panes:

1) From Home, touch Map > Map Selection > Map Settings.
2) If necessary, touch the Sensor Tab.
3) Touch the Traffic Settings Button.
4) Touch the Map Settings Button.
5) To change the map range above which the system removes traffic symbols from the display, touch the Symbols
Button, then scroll to and touch to select a map range above which the system removes traffic symbols from
the display pane.

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6) Touch the Labels Annunciator Button to enable/disable the display of labels on traffic (such as altitude).
7) To change the map range at which the system removes traffic labels from the display, touch the Labels range
button, then scroll to and touch to select a map range above which the system removes traffic labels from the
display pane.
8) When finished, touch the Back or Home Button.

Maximum
Navigation Map
range to display
Enables/ traffic symbols
Disables Maximum
the Navigation Map
display range to display
of traffic traffic labels
labels

Accesses additional settings for traffic information on

Navigation Maps
Figure 6-143 Adjusting the settings for traffic information on Navigation Maps

The HSI can also present a version of the ‘Traffic Map’ Pane. Traffic operating mode information is not
present on this map. Refer to the Flight Instruments section for more information about displaying maps on
the HSI.

Figure 6-144 HSI Map with TCAS II Traffic

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Showing the HSI Traffic Map:

With the HSI Map displayed, from PFD Home, touch the Traffic Map Button.
Or:
1) From PFD Home, touch the PFD Map Settings Button.
2) Touch the Layout Button
3) Touch the HSI Traffic Button to enable the display of traffic information on the HSI Map.

SYSTEM STATUS
The traffic mode is annunciated in the upper right corner of the ‘Traffic Map’ Pane.

Traffic Display
Operating PFD Traffic Map Mode
CAS Message Status Icon
Mode Annunciation Annunciation
(Other Maps)

TEST
TCAS II Self-test (‘TEST MODE’ also
TCAS TEST None
Initiated (TEST) shown in white on top
center of pane)
Traffic Advisory
and Resolution None None TA/RA
Advisory (TA/RA)
Traffic Advisory
None TA ONLY TA ONLY
Only (TA ONLY)
TCAS II Standby
(Shown if On the ground:
Altitude On the ground: STANDBY
Reporting, On, TCAS STBY
or Standby TCAS STANDBY (Shown in white in
Or:
Mode Selected), In the air: center of pane on
or after landing In the air: ground, amber in the
TCAS STANDBY air)
or on-ground TCAS STBY *
when applying
system power.
NO DATA
Or:
TCAS II Failed* TCAS FAIL TCAS FAIL DATA FAILED
Or:
UNIT FAILED
* Annunciation appears in amber while in the air.
** See Table 6-30 for additional failure annunciations.
Table 6-29 TCAS II Modes

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If the traffic system fails, an annunciation as to the cause of the failure is shown in the center of the ‘Traffic
Map’ Pane.

Traffic Map
Center Banner Description
Annunciation
NO DATA Data is not being received from the TCAS II unit.
DATA FAILED Data is being received from the TCAS II unit, but the unit is self-reporting a failure.
FAILED Incorrect data format received from the TCAS II unit.

Table 6-30 TCAS II Failure Annunciations on the Traffic Map Pane

When the display of traffic information is enabled on navigation maps, the following annunciations may
appear in the lower left corner of these maps.

Traffic Status Banner

Description
Annunciation
A Resolution Advisory is outside the selected display range.* Annunciation is
RA OFF SCALE
removed when traffic comes within the selected display range.
A Traffic Advisory is outside the selected display range.*
TA OFF SCALE
Annunciation is removed when traffic comes within the selected display range.
System cannot determine bearing of Resolution Advisory.**
RA X.X ± XX ↕ Annunciation indicates distance in nm, altitude separation in hundreds of feet,
and altitude trend arrow for (climbing/descending) traffic.
System cannot determine bearing of Traffic Advisory.**
TA X.X ± XX ↕ Annunciation indicates distance in nm, altitude separation in hundreds of feet,
and altitude trend arrow for (climbing/descending) traffic.
TCAS II unit has failed (unit is self-reporting a failure or sending incorrectly
TRFC FAIL
formatted data).
NO TCAS DATA Data is not being received from the TCAS II unit.
*Shown as symbol on ‘Traffic Map’ Pane.
**Shown in center of ‘Traffic Map’ Pane.
Table 6-31 TCAS II Traffic Status Annunciations on Navigations Maps

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6.9 ADS-B TRAFFIC

WARNING: Do not rely solely upon the display of traffic information for collision avoidance maneuvering.
The traffic display does not provide collision avoidance resolution advisories and does not under any
circumstance or conditions relieve the pilot’s responsibility to see and avoid other aircraft.

ADS-B SYSTEM OVERVIEW

Automatic Dependent Surveillance-Broadcast (ADS-B) is a core technology in the FAA NextGen air traffic
control system. It offers improved surveillance services, both air-to-air and air-to-ground, especially in areas
where radar coverage is ineffective due to terrain, or where it is impractical or cost prohibitive. ADS-B is
comprised of three segments for the purposes of providing traffic information: ADS-B (Broadcast), ADS-R
(Rebroadcast), and Traffic Information Service-Broadcast (TIS-B).
ADS-B includes the automatic broadcast of position reports by aircraft, surface vehicles, and transmitters on
fixed objects. These broadcasts contain information such as GPS position, identity (Flight ID, Call Sign, Tail
Number, ICAO registration number, etc.), ground track, ground speed, pressure altitude, and emergency status.

1090 ES
GPS
UAT
RADAR
Composite

1090 ES

18,000 FT

10,000 FT
Mode A/C UAT
UAT

ATC UAT 1090 ES

RADAR
ADS-B Ground Station (ADS-R,
TIS-B, FIS-B)

Figure 6-145 ADS-B System

For the purpose of distinguishing between levels of ADS-B service, there are three classifications of aircraft or
system capability: ADS-B In, ADS-B Out, and ADS-B participating. ADS-B In refers to the capability to receive
ADS-B information. ADS-B Out refers to the capability to transmit ADS-B information. ADS-B participating
refers to the capability to both send and receive ADS-B information. Aircraft lacking either ADS-In, ADS-B Out,
or both ADS-B capabilities may also be referred to as ADS-B nonparticipating aircraft.
The ADS-B system operates on two frequencies: 1090 MHz and 978 MHz. Both frequencies provide the same
traffic information. An aircraft may be ADS-B In, Out, or participating on one or both frequencies, depending
on the installed equipment. The 1090 MHz frequency portion of ADS-B is known as 1090 Extended Squitter
(1090 ES). The 978 MHz portion of ADS-B is known as Universal Access Transceiver (UAT).
The transponder(s) provides ADS-B Out functions using the 1090 ES data link. The TCAS I or TCAS II
system provides ADS-B In information using the 1090 ES data link.

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AUTOMATIC DEPENDENT SURVEILLANCE-REBROADCAST (ADS-R)

Because it is not required that ADS-B In capable aircraft be able to receive ADS-B data on both the 1090
MHz and 978 MHz data links, a method exists to get data from one data link to the other. ADS-R is the
rebroadcast of ADS-B data by FAA ground stations, which provide this service by taking traffic data from one
link and rebroadcasting it on the other. For example, if two aircraft are in the service volume for a ground
station, and one is transmitting on the 1090 MHz frequency and the other is transmitting on the 978 MHz
frequency, the ground station retransmits the data from each aircraft on the other link to ensure the two
aircraft can “see” each other as traffic.
If another aircraft can only receive 978 MHz UAT information, it cannot directly ‘see’ another aircraft
sending only 1090 ES information aircraft unless an ADS-R ground station in the vicinity rebroadcasts the
1090 ES data over the 978 MHz UAT frequency. This is also true for an aircraft which can only receive 1090
ES data; it would need an ADS-R ground station to ‘see’ another aircraft operating on the UAT frequency.
TRAFFIC INFORMATION SERVICE-BROADCAST (TIS-B)
TIS-B provides a link between the secondary surveillance radar (SSR)-based system ATC uses and the ADS-
B-based system. When an ADS-B In or Out capable aircraft is within the service volume of an FAA ADS-B
ground station, the ground station broadcasts a portion of the ATC radar data to the aircraft. This aircraft is
then included in the list of aircraft being provided TIS-B service and is then considered a “TIS-B participant.”
TIS-B coverage is available when the aircraft is within ground station and SSR coverage, and the other
aircraft is also in SSR coverage, and is transmitting its altitude.
The ground station provides ATC radar information for other aircraft within ±3,500 feet and 15 NM of the
participant, to include altitude, position, ground speed, and ground track. TIS-B broadcasts occur once every
three to thirteen seconds, depending on the characteristics of the ground station providing the TIS-B service.
The following table describes the aircraft that are observed by an aircraft with a GTS 8000 traffic system
and a GTX 3000 transponder:

Other Aircraft Equipment Viewable by GTS 8000 Equipped Aircraft

1090ES Out Equipped Yes
UAT Receive Only Equipped No
UAT Transmit Only Equipped Yes, if both aircraft are within ADS-R coverage, or when
provided from TIS-B
No Transponder, No ADS-B No
Non ADS-B Equipped, but with Mode C or S Transponder Yes, if other aircraft is within active TCAS surveillance range, or
when provided from TIS-B.
Table 6-32 Aircraft Available for Viewing by an ADS-B Equipped Own Aircraft

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ADS-B WITH TCAS II

When the display of ADS-B traffic is enabled, and the TCAS II system is in an operating mode (i.e. actively
interrogating the transponders of other aircraft, the system attempts to match (or “correlate”) data from the
two traffic sources. When a correlation is made, the system displays the traffic information for the tracked
aircraft determined to be the most accurate. Any traffic that is not correlated (i.e., only detected by one
system but not the other) is also displayed for the flight crew. This may occur, for example, if another aircraft
is beyond the active surveillance range of the TCAS II system, but own aircraft is receiving information via
ADS-B for the other aircraft. The traffic correlation feature improves the accuracy of the traffic displayed,
while reducing the occurrence of displaying the same traffic for a given aircraft twice.

NOTE: In certain situations, a single aircraft may be depicted as two aircraft on the display if the system
is unable to correlate the traffic. This may occur, for example, when operating on the edges of ATC radar
coverage, or the TCAS II system is receiving intermittent data. This may also occur if TIS-B traffic data does
not closely match the traffic data from other sources, especially while the traffic tracked by ATC radar is
turning.

NOTE: The TCAS II system issues alerts for traffic it is tracking using TCAS II alerting criteria. The ADS-B
system issues alerts for traffic it is tracking using the Conflict Situational Awareness & Alerting (CSA) criteria.

NOTE: The optional TCAS II system does not use ADS-B information for the purposes of determining when
to issue Resolution Advisories (RA).

CONFLICT SITUATIONAL AWARENESS & ALERTING

Conflict Situational Awareness (CSA) is an alerting algorithm which provides ADS-B traffic alerting similar to
the TCAS II system discussed previously in the form of TAs.
When a TA based on CSA parameters occurs, the system displays an amber ‘TRAFFIC’ annunciation on the
PFDs and provides a voice alert. The TA voice alert corresponds to the installed traffic system. For example, if a
TCAS I system is installed, the voice alert is “Traffic”, followed by additional voice information about the bearing,
relative altitude, and approximate distance from the intruder that caused the TA. When a TCAS II system is
installed, the TA voice alert is “Traffic, Traffic” for traffic meeting CSA conditions.

NOTE: The system mutes TA voice alerts from ADS-B sources when own aircraft is below 400 feet AGL.
The own aircraft altitude above terrain determines the sensitivity of the CSA algorithm to minimize nuisance
alerts. Height Above Terrain, and Geodetic Sea Level (GSL) altitude are used to adjust the sensitivity of the CSA
algorithm in accordance with the following table:

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Vertical Protected
Sensitivity Height Above Own Altitude Look-ahead
GPS Phase of Flight Threshold for Volume
Level Terrain (HAT) (Feet) time (sec)
Alert (feet) (NM)
4 Any Any Any 20 850 0.20
4 Any Any Any 20 850 0.20
4 Unavailable Approach Any 20 850 0.20
5 Any Any Any 25 850 0.20
5 >1000 Any Any 25 850 0.20
<=2350
5 Unavailable Terminal Any 25 850 0.20
6 Unavailable or Not approach and not <=5000 30 850 0.35
>2350 Terminal (including
unavailable)
7 Unavailable or Not approach and not >5000 40 850 0.55
>2350 Terminal (including <=10,000
unavailable)
8 Unavailable or Not approach and not >10,000 45 850 0.80
>2350 Terminal (including <=20,000
unavailable)
9 Unavailable or Not approach and not >20,000 48 850 1.10
>2350 Terminal (including <=42,000
unavailable)
10 Unavailable or Not approach and not > 42,000 48 1200 1.10
>2350 Terminal (including
unavailable)
Table 6-33 CSA Alerting Thresholds for ADS-B Traffic

AIRBORNE AND SURFACE APPLICATIONS

ADS-B traffic can help the pilot visually acquire traffic both in the air and on-the-ground. There are two ADS-B
applications or modes: Airborne Situational Awareness (AIRB) and Surface Situational Awareness (SURF). The
system automatically selects the appropriate application based on conditions.
The AIRB application is on when the aircraft is more than five NM and 1,500 feet above the nearest airport.
When the AIRB application is active, the system only displays traffic which is airborne.
The SURF application is on when the aircraft is within five NM and less than 1,500 feet above field elevation.
When the SURF applications is on, the system displays airborne and on the ground traffic. At a Traffic Map
Pane range of one NM or less, the airport environment (including taxiways and runways) appears in addition
to traffic. The airport displays are derived from the SafeTaxi database. Refer to the Additional Features section
for more information about SafeTaxi displays.

NOTE: Do not rely on the solely on the traffic display to determine the runway alignment of traffic, especially
when runways are in close proximity to each other.

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Due to the varying precision of the data received via ADS-B, ADS-R, and TIS-B services, not all traffic symbols
may not be depicted on the traffic display. Because higher data precision is required for traffic to be displayed
in the SURF environment, some traffic eligible for AIRB will not be displayed while SURF is on. Availability for
AIRB and SURF is depicted on the ‘ADS-B Status’ Screen, discussed later in this section.

ADS-B Mode
(SURF Application
On)

Aircraft on the
Ground vehicle ground

Figure 6-146 ‘Traffic Map’ Pane with SURF Mode On

NOTE: Refer to the previous traffic sections in this Pilot’s Guide for a table of traffic symbols the system can
display.

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OPERATION
TRAFFIC MAP PANE
The ‘Traffic Map’ Pane shows surrounding traffic data in relation to the aircraft’s current position and
altitude, without basemap clutter. Aircraft orientation is always heading up unless there is no valid heading.
Map range is adjustable with the Joystick, as indicated by the map range rings.
The traffic mode and altitude display range are annunciated in the upper right corner of the pane.

AIRB
Application On

Figure 6-147 ‘Traffic Map’ Pane with ADS-B Traffic Enabled

Enabling/disabling the display of ADS-B traffic:

1) From Home, touch Traffic > Traffic Settings.
Or:
a) From Home, touch Map > Map Selection > Map Settings.
b) Touch the Traffic Settings Button on the Sensor Tab.
2) Touch the ADS-B Traffic Display Button.

DISPLAYING MOTION VECTORS

When Absolute Motion Vectors are selected, the vectors extending from the traffic symbols depict the
traffic’s reported track and speed over the ground. When Relative Motion Vectors are selected, the vectors
extending from the traffic symbols display how the traffic is moving relative to own aircraft. These vectors
are calculated using the traffic’s track and ground speed and own aircraft’s track and ground speed. These two
values are combined to depict where the traffic is moving purely with respect to own aircraft, and provide a
forecast of where the traffic will be, relative to own aircraft, in the near future. If the system does not have
sufficient information to calculate motion vectors, they are not shown.

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Absolute Motion
Vector Type
Selected
Figure 6-148 ‘Traffic Map’ Pane with Absolute Motion Vectors Enabled

Relative Motion
Vector Type
Figure 6-149 ‘Traffic Map’ Pane with Relative Motion Vectors Enabled Selected

NOTE: Traffic Relative Motion Vectors overlays does not display on Navigation Map displays.

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Selecting a Motion Vector display:

1) From Home, touch Traffic > Traffic Settings.
Or:
a) From Home, touch Map > Map Selection > Map Settings.
b) Touch the Traffic Settings Button.
2) Touch the ADS-B Motion Vector Button.
3) Touch a button to select the desired Motion Vector display mode: Off, Absolute, or Relative.
4) To change the duration of time used to forecast motion vectors, touch the VECT Duration Button.
5) Touch a button for the desired duration: 30SEC, 1MIN, 2MIN, or 5MIN.

DISPLAYING ADDITIONAL TRAFFIC INFORMATION

The ‘Traffic Map’ Pane can display additional information for a selected aircraft symbol. This may include
the aircraft tail number/Flight ID, type of aircraft (e.g., glider, small/medium/large aircraft, service vehicle,
unmanned airborne vehicle (UAV), course, track, groundspeed, and other information.
Showing additional traffic information:
1) From Home, touch Traffic > Traffic Settings.
2) Touch the ADS-B Target Selection Button.
3) Turn the right knob. A cyan border appears on the first selected traffic symbol. Additional information appears
in a window in the lower-left corner of the ‘Traffic Map’ Pane.
4) To select a different aircraft symbol, turn the right knob.
5) When finished, touch the Target Selection Button again to disable the button.

TRAFFIC MAP PANE DISPLAY RANGE

The pilot can adjust the range of traffic displayed on the ‘Traffic Map’ Pane. Range indications appear on
rings shown on the pane. The minimum map range is 750 feet. A maximum map range of 40 nautical miles
is available.
Selecting the Traffic Map Display Range:
1) From Home, touch the Traffic > Traffic Settings Button.
2) Turn the Joystick clockwise to increase map range, or counter-clockwise to decrease map range.

NOTE: ADS-B traffic can be displayed as an overlay to navigation maps. Refer to the previous TCAS
discussions discussion for information about these additional traffic displays.

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ADS-B SYSTEM STATUS

The traffic mode is annunciated in the upper right corner of the ‘Traffic Map’ Pane.

Traffic Mode Annunciation ‘Traffic Map’ Pane Center Traffic Display Status Icon
ADS-B Mode
(‘Traffic Map’ Pane) Banner Annunciation (Other Maps)
ADS-B System Test
ADS-B: TEST TEST MODE
Initiated
ADS-B Operating in
ADS-B: AIRB None
Airborne Mode
ADS-B Operating in
ADS-B: SURF None
Surface Mode

ABS-B Traffic Off ADS-B: OFF ADS-B TRFC OFF

ADS-B Traffic Not
ADS-B: N/A ADS-B TRFC N/A
Available

ADS-B Failed* ADS-B: FAIL ADS-B TRFC FAIL

* See Table 6-36 for additional failure annunciations.
Table 6-34 ADS-B Modes
The ‘Traffic Map’ Pane displays a white antenna icon to indicate the successful reception of ADS-B traffic
services from a ground station. A white-X over this icon indicates reception of ADS-B services is unavailable.

ADS-B Ground Station Reception Status Traffic Map Pane Icon

Receiving ADS-B traffic services from a ground
station.
Not receiving ADS-B traffic services from a
ground station.
Table 6-35 ADS-B Modes
If the traffic unit fails, an annunciation as to the cause of the failure is shown in the center of the ‘Traffic Map’
Pane. During a failure condition, the Operating Mode cannot be selected.

Traffic Map Pane Center

Description
Annunciation
NO DATA Data is not being received from the traffic unit.
DATA FAILED Data is being received from the traffic unit, but the unit is self-reporting a failure.
FAILED Incorrect data format received from the traffic unit.
Table 6-36 Traffic Failure Annunciations

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The annunciations to indicate the status of traffic information appear in a banner at the lower left corner of
maps on which traffic can be displayed.
Traffic Status Banner
Description
Annunciation
A Traffic Advisory is outside the selected display range.*
TA OFF SCALE Annunciation is removed when traffic comes within the selected display
range.
System cannot determine bearing of Traffic Advisory.**
TA X.X ± XX ↕ Annunciation indicates distance in NM, altitude separation in hundreds of
feet, and altitude trend arrow for (climbing/descending) traffic.
The traffic unit has failed (unit is self-reporting a failure or sending incorrectly
TRFC FAIL
formatted data).**
NO TRFC DATA Data is not being received from the traffic unit.
*Shown as symbol on ‘Traffic Map’ Pane.
**Shown in center of ‘Traffic Map’ Pane.
Table 6-37 Traffic Status Annunciations
Additional information about the status of ADS-B traffic products is available on the ‘ADS-B Status’ Screen.
Viewing ADS-B Traffic Status:
1) From Home, touch Utilities > Setup > ADS-B Status.
2) View the status of the traffic applications, then touch the Back Button or the Home Button when finished.

Figure 6-150 Viewing ADS-B Traffic Status on the ‘ADS-B Status’ Screen

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ADS-B Status Screen

Status Message Description
Item
On Traffic application is currently on. Required input data is available, and it meets
performance requirements.
Available to Run Traffic application is not currently active, but application is ready to run when
condition(s) determine the application should be active. Required input data is
available, and it meets performance requirements.
Airborne (AIRB), Not Available Traffic application is not available. Required input data is available, but it does
Surface (SURF), not meet performance requirements.
Airborne Alerts (CSA)
Fault Traffic application is not available. Required input data is not available or the
application has failed.
Not Configured Traffic application is not available, because it has not been configured. If this
annunciation persists, the system should be serviced.
---------------- Traffic application status is invalid or unknown.

Table 6-38 ‘ADS-B Status’ Screen Messages for ADS-B Traffic

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 AUTOMATIC FLIGHT CONTROL SYSTEM

SECTION 7 AUTOMATIC FLIGHT CONTROL SYSTEM

7.1 OVERVIEW
NOTE: The current version of the pertinent flight manual always supersedes the information in this Pilot’s
Guide.
The Garmin Automatic Flight Control System (AFCS) is fully integrated within the avionics architecture. The
System Overview section provides a block diagram to support this system description. Garmin AFCS functionality
is distributed across the following Line Replaceable Units (LRUs):
• GDU 1450W Primary Flight Displays (3) • GSA 9000 AFCS Servos (3)
• GIA 64E Integrated Avionics Units (2) • GSM 9100 Servo Mounts (3)
• GMC 7200 AFCS Controller (1)
The AFCS can be divided into these main operating functions:
• Flight Director (FD) — This aircraft is equipped with dual Flight Directors (i.e., FD 1 and FD 2). Each Flight
Director can be selected to operate on it’s respective PFD. The AFCS Flight Director function can be coupled
to either the pilot-side or copilot-side PFD data. The CPL Key selects the PFD source for the flight director.
Commands for the selected flight director source are displayed on both PFDs. The flight director provides:
-- Vertical/lateral mode selection and processing.
-- Command bars showing pitch/roll guidance.
-- Pitch and roll commands to the autopilot.
• Autopilot (AP) — Autopilot operation occurs within the pitch and roll servos. It provides automatic flight
control in response to flight director steering commands, Attitude and Heading Reference System (AHRS)
attitude and rate information, and airspeed.
• Yaw Damper (YD) — The yaw servo provides Dutch roll damping and turn coordination in response to yaw
rate, roll angle, lateral acceleration, and airspeed.
• Automatic Pitch Trim (APT) — The pitch trim system provides automatic pitch trim when the autopilot is
engaged.
• Primary Pitch Trim Switch — Used to command manual primary pitch trim when the autopilot is not
engaged.
• Autothrottle (AT)— The autothrottle sets the throttles based on phase of flight and flight director modes and
prevents the aircraft from entering an underspeed or overspeed condition.

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BASIC AUTOPILOT OPERATION

This section provides an overview for autopilot engagement and disengagement. A more detailed description
follows in Section 7.5.
-- Autopilot Engagement — The autopilot may be engaged by pushing the AP Key on the AFCS Control Unit.
Annunciations regarding the engagement are indicated on the PFD. Engaging the autopilot also engages the
yaw damper.
-- Autopilot Engagement with Flight Director Off — Upon engagement, the autopilot will be set to hold
the current attitude of the airplane, if the flight director was not previously on. In this case, ‘PIT’ and ‘ROL’
will be annunciated.
-- Autopilot Engagement with Flight Director On — If the flight director is on, autopilot will smoothly pitch
and roll the airplane to capture the FD command bars. The prior flight director modes remain unchanged.
-- Autopilot Disengagement — When disengaged an ‘autopilot’ voice alert will be heard and annunciated on
the PFD. Other ways to disconnect the autopilot include:
»» Pressing the AP Key on the AFCS Control Unit
»» Pressing either of the TO/GA Switches
»» Operating either or both halves of the Primary Pitch Trim Switch (located on each control wheel)
»» Pulling the autopilot circuit breaker
In the event of unexpected autopilot behavior, pressing and holding the AP/TRIM/NWS DISC Switch will
disconnect the autopilot and remove all power to the servos.
-- AFCS Preflight Test (PFT) — The AFCS Preflight Test is initiated upon system startup. Evidence of this
test is indicated by a white ‘PFT’ annunciation.

NOTE: During system PFT an “Autopilot” aural alert may be observed with the autopilot servos circuit
breaker pulled.

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7.2 AFCS CONTROLS

AFCS CONTROLLER
The AFCS Controller has the following controls:

1 10 FD Keys Activates/deactivates the flight director only

-- Pressing once turns on the selected flight director in the default PIT and ROL Modes.
Pressing again on the coupled side deactivates the flight director, pressing again on the non-
coupled side removes the FD display only from the non-coupled PFD. On the coupled side
only, the flight director cannot be deactivated when the autopilot is engaged.
2 VS Key Selects/deselects Vertical Speed Mode
3 VNAV Key Selects/deselects the FMS Vertical Navigation Mode
4 FLC Key Selects/deselects Flight Level Change Mode
5 AP Key Engages/disengages the autopilot
6 NAV Key Selects/deselects Navigation Mode
7 HDG Key Selects/deselects Heading Select Mode
8 APPR Key Selects/deselects Approach Mode
9 ALT Key Selects/deselects Altitude Hold Mode
11 21 CRS Knobs Adjusts the Selected Course in 1° increments on the Horizontal Situation Indicator (HSI) of the
corresponding PFD or both PFDs
-- Press the CRS Knob to re-center the Course Deviation Indicator (CDI) and return the course
pointer directly to the bearing of the active waypoint/station.
12 UP/DN Wheel Adjusts the reference in Pitch Hold and Vertical Speed Modes (see Table 7-2 for increments of
change in each mode)
13 FMS/MAN Switch Activates FMS or MAN speed reference
14 SPD Knob Turning knob controls Selected Speed reference when in MAN Speed Mode
-- Press the SPD Knob to toggle the Airspeed Reference units between IAS and Mach.
15 CPL Key Transfers the PFD source for the flight director
16 YD Key Engages/disengages the yaw damper
17 BANK Key Manually selects/deselects Low Bank Mode
18 HDG Knob Adjusts the selected heading and bug in 1° increments on the HSI (both PFDs)
-- Press the HDG Knob to synchronize the selected heading to the current heading.
19 B/C Key Selects/deselects Backcourse Mode.
20 ALT Knob Turning the knob changes the selected altitude in 1,000 ft increments or 100 ft increments
when simultaneously pushing and turning the knob

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AUTOMATIC FLIGHT CONTROL SYSTEM

1 2 3 4 5 6 7 8 9 10

11 12 13 14 15 16 17 18 19 20 21

Figure 7-1  GMC 7200 AFCS Control Unit

ADDITIONAL AFCS CONTROLS

The following AFCS controls are located separately from the AFCS Control Unit:

AP/TRIM/NWS DISC Disengages the autopilot, yaw damper, and nosewheel steering operation; also, interrupts pitch
Switch trim operation
(Autopilot Disconnect) -- An AP/TRIM/NWS DISC Switch is located on each control wheel.
-- This switch may be used to acknowledge an autopilot disconnect alert and mute the associated
aural alert.
CWS Button While pressed, allows manual control of the aircraft while the autopilot is engaged and
(Control Wheel Steering) synchronizes the flight director’s command bars with the current aircraft vertical speed and
airspeed (if in Manual Speed Mode), pitch, altitude or roll
-- A CWS Button is located on each control wheel.
-- Upon release of the CWS Button, the flight director may establish new pitch and roll references,
depending on the current vertical and lateral modes. CWS operation details are discussed in the
respective mode sections of this manual.
TO/GA Switch Selects flight director Takeoff Mode (on ground) or Go Around Mode (in air); disengages the
(Takeoff/Go Around) autopilot if it was previously engaged
-- A TO/GA Switch is located on each throttle handle.
-- This switch also activates the missed approach when the selected navigation source is FMS or
VOR/LOC and the FMS flight plan has a corresponding approach procedure activated.
Primary Pitch Trim Used to command manual primary pitch trim
Switch -- A Primary Pitch Trim Switch is located on each control wheel.
-- The pilot side Primary Pitch Trim Switch has priority over the copilot side Primary Pitch
Trim Switch.
-- This composite switch is split into left and right sides. The left switch is the ARM contact and
the right switch controls the DN (forward) and UP (rearward) contacts. Manual trim commands
are generated only when both sides of the switch are operated simultaneously. Pushing either
Primary Pitch Trim Switch disengages the autopilot, if engaged, but does not affect yaw
damper operation. This switch may be used to acknowledge an autopilot disconnect alert and
mute the associated aural alert.

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AT Button and AT DISC Engages/disengages the autothrottle

Button -- The AT Button located on the rear side of each throttle toggles the autothrottle state between
(Autothrottle) armed/engaged and off. The AT DISC Button located on the front of each throttle disengages
the autothrottle or cancels arm mode.
-- Moving the throttles while the autothrottle is engaged disengages it, and results in an abnormal
disconnect that must be acknowledged. The throttles remain in the position they were left in.

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7.3 FLIGHT DIRECTOR OPERATION

The flight director function provides pitch and roll commands to the AFCS and displays them on the PFDs.
With the flight director active, the aircraft can be hand-flown to follow the path shown by the command bars.
Maximum commanded pitch (±20°) and roll (27°) angles, vertical acceleration, and roll rate are limited to
established values. The flight director also provides commands to the autopilot.
ACTIVATING THE FLIGHT DIRECTOR
An initial press of a key listed in the following table activates the flight director in the listed modes.

Modes Selected
Control Pressed
Lateral Vertical
FD Key (pilot-side)* Roll Hold (default) ROL Pitch Hold (default) PIT
FD Key (copilot-side)* Roll Hold (default) ROL Pitch Hold (default) PIT
AP Key Roll Hold (default) ROL Pitch Hold (default) PIT
CWS Button Roll Hold (default) ROL Pitch Hold (default) PIT
Roll Hold (default) TO Takeoff (on ground) TO
TO/GA Switch
Roll Hold (default)** GA** Go Around (in air) GA
ALT Key Roll Hold (default) ROL Altitude Hold ALT
VS Key Roll Hold (default) ROL Vertical Speed VS
FMS Vertical
VNAV Key Roll Hold (default) ROL V PATH
Navigation***
FMS
NAV Key Navigation**** VOR Pitch Hold (default) PIT
LOC
B/C Key Backcourse**** B/C Pitch Hold (default) PIT
FMS
APPR Key Approach**** VOR Pitch Hold (default) PIT
LOC
HDG Key Heading Select HDG Pitch Hold (default) PIT
*Subsequent presses of the FD Key will toggle the flight director off/on. Pressing
the FD Key on the non-coupled flight director will only remove the command
bars from the corresponding display. The FD Key on the coupled side is disabled
when the autopilot is engaged, but pressing the non-coupled side FD Key will still
display or remove the command bars.
**If airborne and the FMS flight plan has an active approach procedure, the FMS
lateral mode will be selected.
***Various vertical modes can be utilized while VNAV is active.
****The selected navigation receiver must have a valid VOR signal, LOC signal, or
active FMS course before the NAV or APPR Key press activates the flight director.

Table 7-1  Flight Director Activation

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AFCS STATUS BOX

Flight director mode annunciations are displayed on the PFDs when the flight director is active. Flight
director selection and autopilot, autothrottle, and yaw damper status are shown in the center of the AFCS Status
Box. Autothrottle modes are displayed on the far left, Lateral Flight Director Modes are displayed on the left
and Vertical Modes on the right. Armed modes are displayed in white. Active modes are displayed in green.
Autopilot &
Lateral Yaw Damper Active
Modes Status Mode

Autothrottle Vertical
Modes Modes

Flight Director Autothrottle Armed

Indicator Arrow Status Mode

Selected
Altitude

Command
Bars

Figure 7-2  PFD AFCS Display

FLIGHT DIRECTOR MODES

Flight director modes are normally selected independently for the pitch and roll axes. Unless otherwise
specified, all mode keys are alternate action (i.e., press on, press off). In the absence of specific mode selection,
the flight director reverts to the default pitch and/or roll modes(s).
Armed modes are annunciated in white and active in green in the AFCS Status Box. Under normal operation
when the flight director is activated by pressing the FD mode button, the flight director activates the default
mode(s) for the axis(es). Automatic transition from armed to active mode is indicated by the white armed mode
annunciation moving to the green active mode field and flashing for 10 seconds.

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If the information required to compute a flight director mode becomes invalid or unavailable, the flight
director automatically reverts to the default mode for that axis. A flashing amber mode annunciation indicates
loss of sensor (ADC) or navigation data (VOR, LOC, FMS) required to compute commands. When such a loss
occurs the command bars give guidance to roll the wings level, and then depending on the affected axis, either
enters Roll Hold Mode or maintains the pitch angle (enters Pitch Hold Mode). The flashing annunciation stops
when the affected mode key is pressed or another mode for the axis is selected. If after 10 seconds no action is
taken, the flashing annunciation stops.

Figure 7-3  Loss of FMS Signal

The flight director is automatically disabled if the attitude information required to compute the flight director
modes becomes invalid or unavailable.
FLIGHT DIRECTOR SELECTION
The Garmin AFCS has two flight directors, each operating within an IAU. The PFD providing data to the
flight directors may be switched by pressing the CPL Key. Both PFDs display the selected flight director,
indicated by an arrow pointing toward either the pilot or copilot side, in the center of the AFCS Status Box.
The annunciator light arrow for the selected flight director is also illuminated beside the CPL Key. When the
flight directors are switched, the vertical and lateral modes remain engaged. The coupled flight director can be
deactivated and the command bars removed from the PFD by pressing the FD Key. On the non-coupled side,
pressing the FD Key will only remove or display the command bars. When the autopilot is engaged, the flight
director on the coupled side cannot be deactivated; however, the command bars on the non-coupled side can
still be removed or displayed by pressing the FD Key.
Each Flight Director can be selected to operate on it’s respective PFD. This functionality is controlled on the
‘Sensors’ Page on the outboard touchscreen controllers. See the System Overview Section for Sensor Selection
procedures.

Pilot-side Flight Director Selected

Copilot-side Flight Director Selected

Figure 7-4  Flight Director Selection Indications

COMMAND BARS
The command bar format (i.e., single cue or dual cue) is set individually for the pilot-side PFD and the copilot
side PFD. The format for each side is controlled independently through the respective touchscreen controller.
This allows each pilot to choose their command bar format without affecting the other pilot’s selection.

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SINGLE CUE
Upon activation of the flight director, command bars are displayed in magenta on the PFDs as single cue
or dual cue. The aircraft symbol changes to accommodate the command bar format; the command bars do
not override the aircraft symbol. The single cue command bars move together vertically to indicate pitch
commands and bank left or right to indicate roll commands.
Command Bars

Aircraft Symbol

Figure 7-5  Single-cue Command Bars

DUAL CUE
Command bars displayed as a cross pointer move independently to indicate pitch (horizontal bar) and roll
(vertical bar) commands. Both PFDs show the same command bar format.

Command Bars

Aircraft Symbol

Figure 7-6  Dual Cue Command Bars

NOTE: When using the flight director for guidance, the commands must be followed precisely to achieve
desired performance.

Changing the command bar format using the PFD GTC:

1) From PFD Home, touch PFD Settings.
2) In the ‘Flight Director Active Format’ Field, touch the desired setting - Single Cue or Dual Cue.

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Figure 7-7  Flight Director Format Settings (PFD GTC)

Changing the command bar format using the MFD GTC:

1) From MFD Home, touch Utilities > Setup > Avionics Settings.
2) Touch the System Tab.
3) Touch the Flight Director Active Format Button.
4) Touch desired setting (Single Cue or Dual Cue).

Figure 7-8  Flight Director Format Settings (MFD GTC)

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7.4 AFCS MODES

The AFCS is capable of operating in a variety of independent Lateral Modes, Vertical Modes, and Combination
of both the Lateral and Vertical Modes.
VERTICAL MODES
The following table lists the vertical modes with their corresponding controls and annunciations. The mode
reference (Altitude, Vertical Speed, Air Speed, or FMS Speed Target) is displayed next to the active mode
annunciation for Flight Level Change, Altitude Hold and Vertical Speed modes. The UP/DN Wheel can be used
to change the vertical mode reference while operating under Pitch Hold or Vertical Speed Mode. Increments
of change and acceptable ranges of values for each of these references using the UP/DN Wheel are also listed
in the table where applicable. Turning the SPD Knob controls Selected Speed reference when in MAN speed.
Pressing it toggles the Airspeed Reference units between IAS and Mach.

Reference
Reference
Vertical Mode Description Control Annunciation Change
Range
Increment
Holds aircraft pitch attitude; may
Pitch Hold be used to climb/descend to the (default) PIT -20° to +20° .25°
Selected Altitude
Selected Altitude Capture Captures the Selected Altitude * ALTS -1000 to
Altitude Hold Holds current Altitude Reference ALT Key ALT nnnnnft +45000
Holds aircraft vertical speed; may
-8000 to
Vertical Speed be used to climb/descend to the VS Key VS nnnnfpm 100 fpm
+6000 fpm
Selected Altitude
Holds aircraft airspeed while 1 kt
M .nnn 80 kts to VMO
Flight Level Change aircraft is climbing/descending to FLC Key FLC or
nnnKT or MMO†
the Selected Altitude .01 M
* ALTS is armed automatically when the Selected Altitude is to be captured instead of the VNAV Target Altitude.
† Reference Range is displayed as Mach for specified speeds and altitudes shown in Table 7-3.

Table 7-2  Flight Director Vertical Modes

PITCH HOLD MODE (PIT)

When the flight director is activated (i.e., the FD Key is pressed), Pitch Hold Mode is selected by default.
Pitch Hold Mode is indicated as the active pitch mode by the green annunciation ‘PIT.’ This mode may
be used for climb or descent to the Selected Altitude (shown above the Altimeter), since Selected Altitude
Capture Mode is automatically armed when Pitch Hold Mode is activated.
In Pitch Hold Mode, the command bars give guidance for constant pitch attitude, which is the pitch
reference. The pitch reference is set to the aircraft pitch attitude at the moment of mode selection. If the
aircraft pitch attitude exceeds the flight director pitch limitations, the flight director displays a pitch angle
equal to the nose-up/down limit.

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Changing the Pitch Reference

When operating in Pitch Hold Mode, the pitch reference can be adjusted by:
ƒƒ Using the UP/DN Wheel.
ƒƒ Pressing the CWS Button, hand-flying the aircraft to establish a new pitch reference, then releasing the
CWS Button.
Selected
Altitude
Pitch Hold Capture Mode
Mode Active Armed

Selected
Altitude

Command Bars Maintain

Desired Pitch Reference

Figure 7-9  Pitch Hold Mode

SELECTED ALTITUDE CAPTURE MODE (ALTS)

Selected Altitude Capture Mode is automatically armed with activation of the following modes:
»» Pitch Hold »» VNAV Path Descent (While VNAV is active,
»» Vertical Speed V ALTS indicates the Selected Altitude is to be
»» Flight Level Change captured instead of the VNAV Target Altitude)
»» Takeoff/Go Around (if selected Selected Altitude
is at least 60 feet above current altitude (Go
Around))

The white ‘ALTS’ annunciation indicates Selected Altitude Capture Mode is armed (see previous figure).
The ALT Knob is used to set the Selected Altitude (shown above the Altimeter) until Selected Altitude Capture
Mode becomes active.
At 50 feet from the Selected Altitude, the flight director begins an automatic transition from Selected
Altitude Capture to Altitude Hold Mode and holds the Selected Altitude. As Altitude Hold Mode becomes
active, the white ‘ALT’ annunciation moves to the active vertical mode field and flashes green for 10 seconds
to indicate the automatic transition.

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Altitude Reference
(in this case, equal to
Selected Altitude)

Figure 7-10  Automatic Mode Transitions During Altitude Capture

Changing the Selected Altitude

NOTE: Pressing the CWS Button while in Selected Altitude Capture Mode does not cancel the mode.

NOTE: While ALTS is active, the reference altitude must be changed prior to re-selecting a vertical mode.
Changing the selected reference altitude will allow re-engagement of the FD in VS or FLC mode.
Use of the ALT Knob to change the Selected Altitude while Selected Altitude Capture Mode is active
causes the flight director to revert to Pitch Hold Mode with Selected Altitude Capture Mode armed for the
new Selected Altitude.
ALTITUDE HOLD MODE (ALT)
If Altitude Hold Mode is activated by pressing the ALT Key, the flight director gives command bar guidance
to maintain the current aircraft altitude (to the nearest one foot). Altitude Hold Mode active is indicated by a
green ‘ALT’ annunciation in the AFCS Status Box.
Altitude Hold Mode is automatically armed when the flight director is in either of the following modes:
»» Selected Altitude Capture
»» VNAV Target Altitude Capture
The transition to Altitude Hold Mode begins when at 50 feet from the Selected Altitude. In this case, the
Selected Altitude or VNAV Target Altitude becomes the flight director’s altitude reference. The active mode
annunciation ‘ALT’ appears if the transition occurs from ALTS or ALTV mode.
While VNAV is active, V ALT indicates that VNAV Target Altitude sequencing is enabled. If a climb will
be resumed at the next Bottom of Climb (BOC) point, FLC will be shown as the armed mode and will
automatically activate after the BOC has been reached. VS must be manually activated if that mode is desired.
If a descent will be resumed at the next Top of Descent (TOD) point, PATH will be shown as the armed mode.
Changing the Altitude Reference

NOTE: Turning the ALT Knob while in Altitude Hold Mode changes the Selected Altitude, but not the flight
director’s altitude reference, and does not cancel the mode.
With the CWS Button pressed, the aircraft can be hand-flown to a new altitude reference. When the
CWS Button is released at the desired altitude, the new altitude is established as the altitude reference.

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Altitude Hold Altitude

Mode Active Reference

Selected
Altitude

Selected
Altitude
Bug

Command Bars Indicate Pitch Attitude

to Maintain Altitude Reference

Figure 7-11  Altitude Hold Mode

VERTICAL SPEED MODE (VS)

In Vertical Speed Mode, the flight director acquires and maintains a Vertical Speed Reference (shown above
the Vertical Speed Indicator). Current aircraft vertical speed (to the nearest 100 fpm) becomes the Vertical
Speed Reference at the moment of Vertical Speed Mode activation. This mode may be used for climb or descent
to the Selected Altitude (shown above the Altimeter) since Selected Altitude Capture Mode is automatically
armed when Vertical Speed Mode is selected. When Vertical Speed Mode is used in conjunction with VNAV
(V VS), VNAV Target Altitude Capture is also enabled.
When Vertical Speed Mode is activated by pressing the VS Key, ‘VS’ is annunciated in green in the AFCS
Status Box. The Vertical Speed Reference is displayed above the Vertical Speed Indicator. A Vertical Speed
Reference Bug corresponding to the Vertical Speed Reference is shown on the indicator.
Changing the Vertical Speed Reference
The Vertical Speed Reference (shown above the Vertical Speed Indicator) may be changed by:
ƒƒ Using the UP/DN Wheel.
ƒƒ Pressing the CWS Button, hand-flying the aircraft to attain a new Vertical Speed Reference, then releasing
the CWS Button.

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Selected Altitude
Capture Mode Vertical Speed Vertical Speed
Armed Mode Active Reference

Selected Vertical
Altitude Speed
Reference

Vertical
Speed
Reference
Bug

Command Bars Indicate Climb to Attain

Vertical Speed Reference

Figure 7-12  Vertical Speed Mode

FLIGHT LEVEL CHANGE MODE (FLC)

NOTE: The Selected Altitude must be set before selecting Flight Level Change Mode.
Flight Level Change Mode is selected by pressing the FLC Key. This mode acquires and maintains the
Airspeed Reference (in IAS or Mach) while climbing or descending to the Selected Altitude (shown above
the Altimeter). When Flight Level Change Mode is active, the flight director continuously monitors Selected
Altitude, airspeed/Mach, and altitude. When Flight Level Change Mode is used in conjunction with VNAV
(V FLC), VNAV Target Altitude Capture is also enabled.
When in Manual Airspeed Mode, the Airspeed Reference (cyan Airspeed Reference Bug) is set to the current
airspeed upon mode activation, unless the autothrottle is engaged. In this case, the Airspeed Reference is set
to the previously selected Airspeed Reference.
When in FMS Airspeed Mode, the Airspeed Reference (magenta Airspeed Reference Pointer) is set to the
value programmed in the FMS (see following figure). Flight Level Change Mode is indicated by a green
‘FLC’ annunciation in the AFCS Status Box. The Airspeed Reference is displayed directly above the Airspeed
Indicator and next to the FLC mode annunciator in the AFCS Status Box, along with an Airspeed Reference
Bug corresponding to the Airspeed Reference along the tape. The Airspeed Reference source (MAN or FMS)
is selected via the FMS/MAN Switch on the AFCS controller.

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SPD Knob Set to FMS SPD Knob Set to MAN

Airspeed
Reference

MAN Airspeed
Reference Bug

FMS Airspeed
Reference Bug

Figure 7-13  Airspeed Reference Indications

The autopilot adjusts the aircraft pitch attitude to maintain the Speed Reference based on the engine thrust
setting. The command bars maintain a vertical speed reference of 0 fpm until either engine thrust or the
Speed Reference are adjusted and does not allow the aircraft to climb or descend away from the Selected
Altitude.
Selected Altitude Flight Level
Capture Mode Change Mode Airspeed
Armed Active Reference

Airspeed
Reference

Airspeed
Reference
Bug

Command Bars Indicate Climb

to Attain Selected Speed

Figure 7-14  Flight Level Change Mode

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When VNAV is active, the target airspeed is dictated by the FMS, therefore the Airspeed Reference is set to
the FMS Speed Target. The FMS Speed Target is displayed in magenta directly above the Airspeed Indicator,
along with a magenta FMS Speed Target Pointer corresponding to the FMS Speed Target along the airspeed
tape, as shown in the next figure. The FMS Speed Target is also displayed in green in the AFCS Status Box.
When descending, the system anticipates the time required to achieve the targeted airspeed, therefore, the
FMS Speed Target and FMS Speed Target Pointer will be reduced prior to sequencing the active leg of the
flight plan if an upcoming speed constraint requires the aircraft to slow down. As the aircraft gets closer to
the waypoint, the FMS Speed Target will adjust the required speed.

NOTE: The FMS Speed Target may fluctuate while the system tries to meet altitude and airspeed constraints.
This is most likely to occur where speed limits apply, such as, when descending through 10,000 feet, entering
a hold, or in the vicinity of an airport.

Selected Altitude Flight Level

Capture Mode VNAV Change Mode FMS Speed
Armed Active Active Target

FMS Speed
Target

FMS Speed
Target
Pointer

Command Bars Indicate Climb

to Attain Selected Altitude

Figure 7-15  Flight Level Change Mode, VNAV Active

Changing the Airspeed Reference (FLC Mode)

During climb, the Speed Reference units automatically change from IAS to Mach when the altitude and
airspeed listed in the following table is attained. For descent, the units switch back at the specified altitude
and airspeed. The system determines aircraft climb or descent by the relationship between the current
altitude and the Selected Altitudes.

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Airspeed Reference Units Unit Type Changes At:

Default Units Change To: Airspeed Altitude
Climb IAS Mach .64 M > 27,900 ft
Descent Mach IAS 300 kts < 29,960 ft

Table 7-3  FLC Mode Unit Changes

While in MAN SPD mode, the Speed Reference units can be manually toggled between IAS and Mach
units by pressing the SPD Knob at any time. When the Speed Reference is displayed in Mach, the Speed
Reference Bug is displayed on the Airspeed Indicator at the IAS corresponding to the selected Mach target
speed and the current Mach number is shown below the Airspeed Indicator.
VNAV Not Active
The Airspeed Reference, shown above the Airspeed Indicator, (cyan for Manual Speed Mode or magenta
for FMS Speed Mode) may be adjusted by:
ƒƒ Manual Speed Mode selected
44 Using the SPD Knob
44 Pressing the CWS Button (when Manual Speed Mode is selected), hand-flying the aircraft to attain a
new Speed Reference, then releasing the CWS Button
ƒƒ FMS Speed Mode selected
44 Entering a different FMS Speed on the ‘Active Performance’ Screen on the Touchscreen Controller
VNAV Active
The Airspeed Reference (shown above the Airspeed Indicator in magenta) may be adjusted by changing
the FMS Speed on the ‘Active Performance’ Screen on the Touchscreen Controller. Pressing the FMS
Speed Button allows a manual speed to be entered. Speeds may also be adjusted on the other VNAV
tabs. See the Vertical Navigation discussion in the Flight Management section for a detailed explanation
of entering and changing FMS Speed Targets.

FMS Speed Button

Figure 7-16  ‘Active Performance’ Screen - Adjust the FMS Speed Target

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LATERAL MODES
The following table relates each AFCS lateral mode to its respective control and annunciation.

Maximum Roll
Lateral Mode Description Control Annunciation Command
Limit
Holds the current aircraft roll
attitude or rolls the wings level,
Roll Hold (default) ROL 27˚
depending on the commanded
bank angle
Limits the maximum
Low Bank BANK Key * 17˚
commanded roll angle
Captures and tracks the
Heading Select ** HDG Key HDG 27˚
Selected Heading
Navigation Mode
FMS** FMS 30˚
Captures and tracks the 27˚ Capture
VOR Enroute Capture/Track ** VOR
selected navigation source NAV Key 10˚ Track
LOC Capture/Track (FMS, VOR, LOC) 27˚ Capture
LOC
(No Glideslope) 10˚ Track
The AFCS limits turn rate to 3 degrees per second (standard rate turn).
*No annunciation appears in the AFCS Status Box. The acceptable bank angle range is indicated in green along the Roll Scale
of the Attitude Indicator.
**The Heading, Navigation FMS, and Navigation VOR Mode maximum roll command limit will be limited to the Low Bank Mode
value (17°) if it is engaged.

Table 7-4  Flight Director Lateral Modes

The CWS Button does not change lateral references for Heading Select, Navigation, Backcourse, or Approach
modes. The flight director/autopilot guides the aircraft back to the Selected Heading/Course upon release of
the CWS Button.
ROLL HOLD MODE (ROL)

NOTE: If Roll Hold Mode is activated as a result of a mode reversion such as a result of deselecting another
lateral mode, the flight director rolls the wings level.
When the flight director is activated, Roll Hold Mode is selected by default. This mode is annunciated as
‘ROL’ in the AFCS Status Box. The current aircraft bank angle is held, subject to the bank angle conditions
listed in the following table.

Figure 7-17  Roll Hold Mode Annunciation

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Bank Angle Flight Director Response

< 6° Rolls wings level
6° to 27° Maintains current aircraft roll attitude
> 27° Limits bank to 27°

Table 7-5  Roll Hold Mode Responses

Changing the Roll Reference

The roll reference can be changed by pressing the CWS Button, establishing the desired bank angle, then
releasing the CWS Button.
LOW BANK MODE

Figure 7-18  Low Bank Mode

When in Low Bank Mode, the flight director limits the maximum commanded roll angle to 17°. Low bank
arc limits are displayed in green along the Roll Scale. Low Bank Mode can be manually engaged/disengaged
by pressing the BANK Key while in Heading Select or Navigation Modes (FMS or VOR). Low Bank Mode
is automatically engaged if while in Heading Select or a Navigation Mode (FMS or VOR) the aircraft climbs
through 35,150 feet. Low Bank Mode is automatically disengaged if the aircraft descends through 34,950 feet
or is no longer in Heading Select or a Navigation Mode (FMS or VOR).
When Low Bank Mode is engaged, and a “Steep Turn Ahead” System Message is displayed, the computed
bank angle will exceed the Low Bank limit during the next turn.
HEADING SELECT MODE (HDG)
Heading Select Mode is activated by pressing the HDG Key. Heading Select Mode acquires and maintains
the Selected Heading. The Selected Heading is shown by a cyan bug on the HSI and in the box to the upper
left of the HSI.
Changing the Selected Heading
The Selected Heading is adjusted using the HDG Knob. Pressing the HDG Knob synchronizes the
Selected Heading to the current heading. When the HDG Knob is pressed while the aircraft is in a turn, the
Heading Bug moves to the current heading, but continues to adjust as heading changes until the airplane
rolls to wings level. Pressing the CWS Button and hand-flying the aircraft does not change the Selected
Heading. The flight director/autopilot guides the aircraft back to the Selected Heading upon release of the
CWS Button.

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Turns are commanded in the same direction as Selected Heading Bug movement, even if the Bug is turned
more than 180° from the present heading (e.g., a 270° turn to the right). However, Selected Heading
changes of more than 330° at a time, from the current aircraft heading, result in turn reversals.
Heading Select Pitch Mode
Mode Active Active

Selected Selected Command Bars Capture and Track

Heading Heading Selected Heading
Bug

Figure 7-19  Heading Select Mode

NAVIGATION MODE

NOTE: With a loss of GPS data, aircraft may exhibit poor LOC lateral tracking capability.

NOTE: The selected navigation receiver must have a valid VOR or LOC signal or active FMS course for the
flight director to enter Navigation Mode.

NOTE: When intercepting a flight plan leg in Navigation Mode, the flight director gives commands to
capture the active leg at approximately a 45° angle to the track between the waypoints defining the active
leg. The flight director does not give commands to fly to the starting waypoint of the active leg.
Pressing the NAV Key selects Navigation Mode. Navigation Mode acquires and tracks the selected navigation
source (FMS, VOR, LOC). The flight director follows FMS roll steering commands when FMS is the selected
navigation source. When the navigation source is VOR or LOC, the flight director creates roll steering
guidance from the Selected Course and deviation. Navigation Mode may be used to fly non-precision FMS
and LOC approaches where glideslope/glidepath capture is not required.
If the Course Deviation Indicator (CDI) shows greater than ½ dot when the NAV Key is pressed, the
selected mode is armed. If the CDI is less than ½ dot, the active leg or course is automatically captured when
the NAV Key is pressed. The armed annunciation appears in white below the active lateral mode.

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Figure 7-20  FMS Navigation Mode Armed

If Navigation Mode is active and any of the following occur, the flight director reverts to Roll Hold Mode
(wings rolled level):
»» Different VOR/LOC tuned while in VOR/ILS Navigation Mode (VOR/LOC Navigation Mode reverts to
armed)
»» Navigation source manually switched
»» During a LOC/ILS approach, FMS Navigation Mode is active and the FAF is crossed before the automatic
navigation transition from FMS to LOC.
Changing the Selected Course
If the navigation source is VOR or LOC, or OBS Mode has been enabled when using FMS, the Selected
Course is controlled using the CRS Knob corresponding to the selected flight director (L CRS for the pilot
side, R CRS for the copilot side).
When both flight directors are using the same navigation source (both on VOR1/VOR2 or both on LOC1/
LOC2), adjusting the L CRS Knob or R CRS Knob will affect the Course Pointer on L PFD and R PFD.
When each flight director is using a different navigation source (e.g., pilot side on VOR1/LOC1 and copilot
side on VOR2/LOC2), each CRS knob affects only the respective side.
Pressing the CWS Button and hand-flying the aircraft does not change the Selected Course while in
Navigation Mode. The autopilot guides the aircraft back to the Selected Course (or FMS flight plan) when
the CWS Button is released.

NOTE: Using the CWS while in VOR/LOC may result in S-turning or slow return to course.

FMS Navigation
Mode Active

FMS is Selected FMS Command Bars Indicate Track FMS Course

Navigation Course
Source

Figure 7-21  Navigation FMS Mode

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COMBINATION MODES
The following table lists the modes that operating by using both Vertical and Lateral Modes with their
corresponding controls and annunciations.

Maximum
Roll Reference
Mode Description Control Annunciation
Command Range
Limit
Vertical Navigation Modes
Captures and tracks descent
VNAV
VNAV Path Descent legs of an active vertical V PATH
Key
profile
Captures the Vertical
VNAV Target Altitude Capture Navigation (VNAV) Target * ALTV
Altitude
VOR Approach Mode
Captures and tracks VOR APPR 25˚ Capture
VOR Capture/Track VAPP
navigation source Key 10˚ Track
FMS Approach Mode
Captures and tracks FMS
FMS Capture/Track FMS 30˚
navigation source APPR
Captures and tracks the FMS Key
Glidepath GP
glidepath on approach
LOC Approach Mode
LOC Capture/Track Captures and tracks the LOC 25˚ Capture
LOC
(No Glideslope) navigation source APPR 10˚ Track
Captures and tracks the ILS Key
Glideslope GS
glideslope on approach
Captures and tracks
25˚ Capture
Backcourse Arm/Capture/Track a localizer signal for B/C Key BC
backcourse approaches 10˚ Track
Additional Modes
Commands a constant pitch
Takeoff angle on the ground in TO 10°
preparation for takeoff TO/GA
Switch
Commands a constant pitch
Go Around GA 7.5°
angle and wings level
*ALTV is armed automatically when the VNAV Target Altitude is to be captured instead of the Selected Altitude.

Table 7-6  Flight Director Combination Modes

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VERTICAL NAVIGATION MODE (V)

Climb, Cruise, Descent (CCD) Vertical Navigation is a standard feature on this aircraft.

NOTE: VNAV is disabled when Parallel Track or Dead Reckoning Mode is active, or when waypoint sequencing
is suspended.
Vertical Navigation (VNAV) flight control is available for enroute/terminal climb, cruise, and descent
operations when VNAV flight planning is available. Refer to the Flight Management Section for more
information on VNAV flight plans.
The flight director may be armed for VNAV at any time. However, VNAV may not become active until
certain conditions for VNAV availability are satisfied. Conditions for availability include, but are not limited
to:
»» The selected navigation source is valid and active
»» A VNAV flight plan (with at least one altitude-constrained waypoint) or vertical direct-to is active
»» VNAV is enabled
»» Crosstrack error is valid and within limits
»» Desired/actual track are valid and track angle error not exceeding 75 degrees off the desired track for the
current leg
»» Parallel track is not active
The command bars provide vertical profile guidance based on specified altitudes (entered manually or
loaded from the database) at waypoints in the active flight plan or vertical direct-to. The appropriate VNAV
flight control modes are sequenced by the flight director to follow the path defined by the vertical profile.
Upon reaching the last waypoint in the VNAV flight plan, the flight director transitions to Altitude Hold Mode
and cancels any armed VNAV modes.
Pressing the VNAV Key will display either a white ‘V’ in the lower field (indicating VNAV is armed) or
a green ‘V’ in the upper field (indicating VNAV is active). The VNAV indication will only change between
armed and active indications depending on the conditions for VNAV availability. When an AFCS mode is
armed, pressing the VNAV Key displays a white ‘V’ to the left of the armed mode, indicating VNAV is also
armed. The following figure shows examples of active and armed VNAV annunciations.

Figure 7-22  VNAV Annunciations (Active=Green, Armed=White)

VNAV can be active in combination with any flight director vertical mode except for Glidepath (GP) and
Glideslope (GS). There are also two additional vertical modes, PATH and ALTV, which can be active only in
combination with VNAV.

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VNAV Climb (V FLC)

Prior to starting a VNAV climb, the Selected Altitude must be set above the current aircraft altitude by at
least 75 feet. ALTV will be armed to capture the next AT or AT-or-BELOW VNAV Climb Target Altitude.

Figure 7-23  V FLC Mode Active with ALTV Mode Armed

NOTE: The system does not level off at “AT-or-ABOVE” Target Altitudes while climbing.

NOTE: For small altitude changes, V FLC mode commands a small vertical rate in conjunction with AT usage
to avoid excessive pitch changes. If a small altitude climb is required over a short distance, this vertical rate
may be insufficient to meet a vertical constraint. This may lead to an “UNABLE VNAV ALTITUDE” system
message. It is the pilot’s responsibility to add enough thrust manually to ensure the altitude constraint is
met.
If the active VNAV Target Altitude is defined as “AT” or “AT-or-ABOVE”, the vertical speed required to
make the target altitude prior to the VNAV waypoint is provided on the vertical speed indicator. If the
current vertical speed is insufficient to make the target altitude, the UNABLE VNAV ALTITUDE system
message will be shown.
Climb to “AT” or “AT-or-ABOVE” Target Climb to “AT-or-BELOW” Target
Altitude, Required Vertical Speed is Altitude, Required Vertical Speed is not
displayed shown

Figure 7-24  Required Vertical Speed in Climb

When the aircraft is to level off at a VNAV Target Altitude at the end of the climb, the Navigation Status
Box provides the ‘TOC (top of climb) within 1 minute’ annunciation and the Vertical Track Alert double
tone is heard as the aircraft approaches the VNAV Target Altitude.

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After leveling off at the VNAV Target Altitude, FLC mode is armed to resume the climb when the VNAV
waypoint is sequenced. The Navigation Status Box provides the ‘BOC (Bottom of climb) within 1 minute’
annunciation and the Vertical Track Alert double tone is heard as the aircraft approaches the VNAV waypoint.
As the waypoint is crossed, FLC Mode becomes active automatically. If the Selected Altitude was not set
appropriately prior to crossing the waypoint, the climb must be resumed manually.
Vertical modes other than FLC (e.g., PIT or VS) can also be used for VNAV climbs, but must be selected
manually.
VNAV Path Descent Mode (V PATH)

NOTE: If another pitch mode key is pressed while VNAV Path Descent Mode is selected, VNAV Path Descent
Mode reverts to armed.

NOTE: Pressing the CWS Button while VNAV Path Descent Mode is active does not cancel the mode. The
autopilot guides the aircraft back to the descent path upon release of the CWS Button.
When a VNAV flight plan is active and the VNAV Key is pressed, a green “V” will appear on the display
to indicate that VNAV is active in preparation for the descent path capture. If the system is not set up to
continue the upcoming descent, a white “V” will appear when the VNAV Key is pressed.
When descending, the appropriate altitude capture mode is armed for capture of the next VNAV Target
Altitude (ALTV) or the Selected Altitude (ALTS), whichever is greater. If the next target altitude has an
“AT or BELOW” constraint, no level off is required, therefore, no target altitude is to be captured. ALTS is
then armed and the Selected Altitude is captured. If an “AT-or-BELOW” altitude is used to define bottom-of
descent, it will be treated as an “AT” altitude (arming ALTV). Intermediate “AT-or-BELOW” altitudes in the
descent do not arm ALTV.
Prior to descent path interception, the Selected Altitude must be set below the current aircraft altitude by
at least 75 feet.
In conjunction with the ‘TOD (top of descent) within 1 minute’ annunciation in the Navigation Status
Box and the Vertical Track Alert double tone, VNAV indications (VNAV Target Altitude, Vertical Deviation
Indicator, Required Vertical Speed Indicator, and green ‘V’ in the AFCS Mode annunciation field) appear
on the PFDs.

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VNAV Target
Altitude Capture VNAV Path Descent
Armed Armed

Selected VNAV Target

Altitude Altitude

FMS is
Selected
Navigation
Source Vertical
Deviation Required
Indicator Vertical
Speed
Indicator

Figure 7-25  Vertical Path Capture

When a descent leg is captured, VNAV Path Descent becomes active and tracks the descent profile. An
altitude capture mode (‘ALTS’ or ‘ALTV’) is armed as appropriate. In the following figure, the VNAV Target
Altitude (26,000’) will be captured.
VNAV Path VNAV Target
Descent Altitude
Active Capture Armed

VNAV Target
Altitude

FMS is Vertical
Selected Deviation
Navigation Indicator
Source

Required
Vertical
Speed
Indicator
Command Bars Indicate Descent to
Maintain Vertical Path

Figure 7-26  VNAV Path Descent Mode

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If the Altimeter’s barometric setting is adjusted while VNAV Path Descent is active, the flight director
increases/decreases the descent rate by up to 500 fpm to re-establish the aircraft on the descent path
(without commanding a climb). Adjusting the altimeter barometric setting creates discontinuities in VNAV
vertical deviation, moving the descent path. For large adjustments, it may take several minutes for the
aircraft to re-establish on the descent path. If the change is made while nearing a waypoint with a VNAV
Target Altitude, the aircraft may not re-establish on the descent path in time to meet the vertical constraint.
Automatic Reversion to Pitch Hold Mode
Several situations can occur while VNAV Path Descent Mode is active which cause the flight director to
revert to Pitch Hold Mode:
44 Vertical deviation exceeds 200 feet during an overspeed condition
44 Vertical deviation experiences a discontinuity that both exceeds 200 feet in magnitude and results
in the vertical deviation exceeding 200 feet in magnitude; such discontinuities are usually caused by
flight plan changes that affect the vertical profile
44 Vertical deviation becomes invalid (the Vertical Deviation Indicator is removed from the PFD)
44 A display enters Reversionary Mode (this does not apply to an active vertical direct-to)

NOTE: While in VNAV Path Descent Mode, if an approach is loaded into the flight plan which occurs after
the flight plan destination airport, the system may automatically revert to Pitch Hold Mode.
Unless VNAV is disabled, VNAV Path Descent Mode and the appropriate altitude capture mode become
armed following the reversion to Pitch Hold Mode to allow for possible profile recapture.
Non-Path Descents
Pitch Hold, Vertical Speed, and Flight Level Change modes can also be used to fly non-path descents
while VNAV is selected. If the VS or FLC Key is pressed while VNAV Path Descent Mode is selected,
VNAV Path Descent Mode reverts to armed along with the appropriate altitude capture mode to allow
profile re-capture.

Figure 7-27  Vertical Speed VNAV Non-Path Descent

To prevent immediate profile re-capture, the following must be satisfied prior to profile re-capture:
44 At least 10 seconds have passed since the non-path transition was initiated
44 Vertical deviation from the profile has exceeded 250 feet, but is now less than 200 feet
Pressing the VNAV Key twice re-arms VNAV Path Descent for immediate profile re-capture.
VNAV Target Altitude Capture Mode (ALTV)

NOTE: Armed VNAV Target Altitude and Selected Altitude capture modes are mutually exclusive. However,
Selected Altitude Capture Mode is armed implicitly (not annunciated) whenever VNAV Target Altitude
Capture Mode is armed.

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VNAV Target Altitude Capture is analogous to Selected Altitude Capture Mode and is armed automatically
after the VNAV Key is pressed and the next VNAV Target Altitude is to be intercepted before the Selected
Altitude. The annunciation ‘ALTV’ indicates the VNAV Target Altitude is to be captured. VNAV Target
Altitudes are shown in the active flight plan or vertical direct-to, and can be entered manually or loaded
from a database (see the Flight Management Section for details).
A VNAV Target Altitude can be specified in one of several different ways which will have different behavior
depending on whether the airplane is climbing or descending to the target altitude.

VNAV Target VNAV Target

Climb Behavior Descent Behavior
Altitude Type Altitude Indication
“AT” Arms ALTV Arms ALTV
Arms ALTV only if the displayed VNAV Target
“AT or BELOW” Arms ALTV
Altitude is the Bottom of Descent (BOD) Altitude*†
“AT or ABOVE” Does not arm ALTV* Arms ALTV
* Even if ALTV is not armed, the UNABLE VNAV ALTITUDE system message will be shown if the airplane vertical
speed is not sufficient to meet the targeted altitude prior to crossing the waypoint.
† Normally, “AT-or-BELOW” altitudes are not used to define the bottom-of-descent. However, if an “AT-or-BELOW”
altitude is used in this way, it will be treated as an “AT” altitude (arming ALTV). Intermediate “AT-or-BELOW”
altitudes in the descent do not arm ALTV.

Table 7-7  ALTV and VNAV Target Altitudes

The flight plan can also define a VNAV Target Altitude as a BETWEEN constraint which effectively defines
both an “AT-or-ABOVE” and a higher “AT-or-BELOW” target altitude at the same waypoint. ALTV will be
armed for one of these target altitudes based on the context of climbing (“AT-or-BELOW”) or descending
(“AT-or-ABOVE”).
At the same time as “TOD within 1 minute” is annunciated in the Navigation Status Box when VNAV is
active, the active VNAV Target Altitude is displayed above the Vertical Speed Indicator.
As the aircraft nears the VNAV Target Altitude, the flight director automatically transitions to VNAV
Target Altitude Capture Mode with Altitude Hold Mode armed. This automatic transition is indicated
by the green ‘ALTV’ annunciation flashing for up to 10 seconds (before changing to solid green) and the
appearance of the white ‘ALT” annunciation. The VNAV Target Altitude is shown as the Altitude Reference
beside the ‘ALTV’ annunciation and remains displayed above the Vertical Speed Indicator. The Required
Vertical Speed Indicator (RVSI) is removed once VNAV Target Altitude Capture Mode becomes active.
At 50 feet from the VNAV Target Altitude, the flight director automatically transitions from VNAV Target
Altitude Capture to Altitude Hold Mode and tracks the level leg. As Altitude Hold Mode becomes active,
the white ‘ALT’ annunciation moves to the active vertical mode field and flashes green for 10 seconds
(before changing to solid green) to indicate the automatic transition. The flight director automatically arms
VNAV Path Descent, allowing upcoming descent legs to be captured and subsequently tracked.

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Altitude Reference (in this

case, equal to VNAV
Target Altitude)

Figure 7-28  Automatic Mode Transitions During Altitude Capture

Changing the VNAV Target Altitude

NOTE: Pressing the CWS Button while in VNAV Target Altitude Capture Mode does not cancel the mode.
Changing the current VNAV Target Altitude while VNAV Target Altitude Capture Mode is active
causes the flight director to revert to Pitch Hold Mode. VNAV Path Descent and the appropriate altitude
capture mode are armed in preparation to capture the new VNAV Target Altitude or the Selected Altitude,
depending on which altitude is to be intercepted first.
VNAV Target Altitudes can be changed while editing the active flight plan (see the Flight Management
Section for details).
APPROACH MODE (VAPP, FMS/GP, LOC/GS, BC)

NOTE: The selected navigation receiver must have a valid VOR or LOC signal or active FMS course for the
flight director to enter Approach Mode.
Approach Mode is activated when the APPR Key is pressed. Approach Mode acquires and tracks the
selected navigation source (FMS, VOR, or LOC), depending on the loaded approach. This mode uses the
selected navigation receiver deviation and desired course inputs to fly the approach. Pressing the APPR Key
when the CDI is greater than one dot arms the selected approach mode (annunciated in white below the
active lateral mode). If the CDI is less than one dot, the LOC, FMS, or VAPP is automatically captured when
the APPR Key is pressed.
If the following occurs, the flight director reverts to Roll Hold Mode (wings rolled level):
»» Different VOR/LOC tuned while in VOR/ILS Navigation Mode (VOR/LOC Navigation Mode reverts to
armed)
»» FMS Navigation is active and a Vectors-To-Final is activated
»» Approach Mode is active and Navigation source is manually switched
»» During a LOC/ILS approach, FMS Navigation Mode is active and the FAF is crossed after the automatic
navigation source transition from FMS to LOC
VOR Approach Mode
VOR Approach Mode (VAPP) provides greater sensitivity for signal tracking than VOR Navigation Mode.

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Selecting VOR Approach Mode:

1) Ensure a valid VOR frequency is tuned.
2) Ensure that VOR is the selected navigation source.
3) Press the APPR Key.

Figure 7-29  VOR Approach Mode

FMS Approach Mode

When FMS Approach Mode is armed, Glidepath Mode is also armed. FMS Approach Mode can be
utilized to fly non-precision and precision approaches (Glidepath Mode).
Selecting FMS Approach Mode without vertical guidance:
1) Ensure a FMS approach is loaded into the active flight plan. The active waypoint must be part of the flight plan
(cannot be a direct-to a waypoint not in the flight plan).
2) Ensure that FMS is the selected navigation source.
3) Press the NAV Key.
Glidepath Mode (GP)

NOTE: Pressing the CWS Button while Glidepath Mode is active does not cancel the mode. The autopilot
guides the aircraft back to the glidepath upon release of the CWS Button.
Glidepath Mode is used to track the glidepath when executing an approach procedure with FMS as the
navigation source. When Glidepath Mode is armed, ‘GP’ is annunciated in white in the AFCS Status Box.
Selecting FMS Approach Mode with vertical guidance:
1) Ensure an RNAV approach is loaded into the active flight plan. The active waypoint must be part of the flight
plan (cannot be a direct-to a waypoint not in the flight plan).
2) Ensure that FMS is the selected navigation source.
3) Press the APPR Key.

NOTE: Some RNAV (FMS) 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 flown to an MDA, until visual with the landing
surface, even though vertical glidepath (GP) information may be provided.

NOTE: When flying an LNAV approach (with vertical descent angle) with the autopilot coupled (GP), the
aircraft will not level off at the MDA even if the MDA is set in the altitude preselect.

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Upon reaching the glidepath there is a transition to Glidepath Mode, and the flight director gives
command bar guidance to capture and track the glidepath.

Figure 7-30  Glidepath Mode Armed

Once the following conditions have been met, the glidepath can be captured:
44 An RNAV approach with vertical guidance (LPV, LNAV/VNAV, LNAV+V, LP+V) is loaded into the active
flight plan
44 The active waypoint is at or after the final approach fix (FAF)
44 Vertical deviation is valid
44 The CDI is at less than full scale deviation
44 Automatic sequencing of waypoints has not been suspended (no ‘SUSP’ annunciation on the HSI)

Figure 7-31  FMS Navigation with Approach Mode Armed

Localizer Approach Mode

LOC Approach Mode allows the autopilot to fly an ILS approach with a glideslope. When LOC Approach
Mode is armed, Glideslope Mode is also armed automatically. LOC captures are inhibited if the difference
between aircraft heading and localizer course exceeds 105°.
Selecting LOC Only Approach Mode:
1) Ensure a valid localizer frequency is tuned.
2) Ensure that LOC is the selected navigation source.
3) Press the NAV Key.
Or:
1) Ensure that FMS is the selected navigation source.
2) Ensure a LOC approach is loaded into the active flight plan.
3) Ensure the corresponding LOC frequency is tuned.
4) Press the APPR Key.

Figure 7-32  LOC Navigation with Approach Mode Active

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The flight director will provide commands to track the FMS flight plan to intercept the localizer. When
approaching the localizer, the navigation source will automatically switch to LOC with the final approach
course set.
When the CDI has automatically switched from FMS to LOC, making LOC navigation mode active
during an LOC/ILS approach, FMS Navigation Mode remains active and provides FMS steering guidance
until the localizer signal is captured. If the APPR Key is pressed prior to the automatic navigation source
switch, LOC Navigation Mode and GS mode are armed.
Glideslope Mode (GS)

NOTE: Pressing the CWS Button while Glideslope Mode is active does not cancel the mode. The autopilot
guides the aircraft back to the glideslope upon release of the CWS Button.
Glideslope Mode is available for ILS approaches to capture and track the glideslope. When Glideslope
Mode is armed (annunciated as ‘GS’ in white), LOC Approach Mode is armed as the lateral flight director
mode.
Selecting LOC Approach with Glideslope Approach Mode:
1) Ensure a valid localizer frequency is tuned.
2) Ensure that an ILS is the selected navigation source.
3) Press the APPR Key.
Or:
1) Ensure that FMS is the selected navigation source.
2) Ensure an ILS approach is loaded into the active flight plan.
3) Ensure the corresponding LOC frequency is tuned.
4) Press the APPR Key.

Figure 7-33  Glideslope Mode Armed

Once LOC is the navigation source, the localizer and glideslope can be captured. Upon reaching
the glideslope, the flight director transitions to Glideslope Mode and gives command bar guidance for
intercepting and tracking the glideslope.

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Approach Glideslope
Mode Active Mode Active

Command Bars Indicate Descent to

LOC1 (localizer) is Selected Maintain Glideslope Path
Navigation Source
Glideslope
Indicator
Figure 7-34  Glideslope Mode
Once the following conditions have been met, the glideslope can be captured:
44 An ILS approach with vertical guidance is loaded into the active flight plan
44 A valid ILS frequency is tuned on the NAV radio
44 A glideslope signal is being received
44 The active waypoint is at or after the final approach fix (FAF)
44 Vertical deviation is valid
44 The CDI is at less than full scale deviation
44 Automatic sequencing of waypoints has not been suspended (no ‘SUSP’ annunciation on the HSI)
Backcourse Mode (BC)

NOTE: When making a backcourse approach, verify the Selected Course is the localizer front course.

Selecting LOC Backcourse Mode (BC):

1) Ensure a valid localizer frequency is tuned.
2) Ensure that LOC is the selected navigation source.
3) Set the Selected Course to the localizer front course
4) Press the B/C Key.
The mode may be selected by pressing the B/C Key. Backcourse Mode is armed if the CDI is greater
than one dot when the mode is selected. If the CDI is less than one dot, Backcourse Mode is automatically
captured when the B/C Key is pressed. The flight director creates roll steering guidance from the Selected
Course and deviation when in Backcourse Mode.

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Backcourse
Mode Active

LOC1 is Selected Navigation Source Command Bars Capture and Track Localizer
Back Course

Figure 7-35  Navigation Backcourse Mode

Changing the Selected Course

When both flight directors are using the same navigation source (both on VOR1/VOR2, LOC1/LOC2
or FMS), adjusting the L CRS Knob or R CRS Knob will affect the Course Pointer on L PFD and R PFD.
When each flight director is using a different navigation source (e.g., pilot side on VOR1/LOC1/FMS and
copilot side on VOR2/LOC2/FMS), each CRS knob affects only the respective side.
Pressing the CWS Button and hand-flying the aircraft does not change the Selected Course while in
Approach Mode. The autopilot guides the aircraft back to the Selected Course (or FMS flight plan) when
the CWS Button is released.
Intercepting and flying a DME arc
The AFCS will intercept and track a DME arc that is part of the active flight plan provided that FMS
Navigation Mode is engaged, FMS is the active navigation source, and the DME arc segment is the active
flight plan leg. It is important to note that automatic navigation of DME arcs is based on FMS. Thus, even if
the APPR Key is pressed and LOC or VOR Approach Mode is armed prior to reaching the Initial Approach
Fix (IAF), Approach Mode will not activate until the arc segment is completed.
If the pilot decides to intercept the arc at a location other than the published IAF (i.e., ATC provides
vectors to intercept the arc) and subsequently selects Heading Mode or Roll Mode, the AFCS will not
automatically intercept or track the arc unless the pilot activates the arc leg of the flight plan and arms FMS
Navigation Mode. The AFCS will not intercept and fly a DME arc before reaching an IAF that defines the
beginning of the arc segment. Likewise, if at any point while established on the DME arc the pilot deselects
FMS Navigation Mode, the AFCS will no longer track the arc.

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TAKEOFF AND GO AROUND MODES

In Takeoff and Go Around modes, the flight director command bars assume a constant set pitch attitude.
The TO/GA Switch (located on both throttle levers) is used to select both modes. The mode entered by
the flight director depends on whether the aircraft is on the ground. When Takeoff or Go Around mode is
activated, the lateral mode is annunciated as ‘ROL.’
Takeoff Mode (TO)
Takeoff Mode provides an attitude reference during rotation and takeoff. This mode can be selected only
while on the ground by pushing the TO/GA Switch. The flight director command bars assume a wings-
level, pitch-up attitude. HDG or NAV modes may also be armed while TO mode is active and automatically
couples after takeoff.
Takeoff
Mode Active

Figure 7-36  Takeoff Mode

GO AROUND MODE (GA)

Pressing the TO/GA Switch while the aircraft is in the air activates the flight director command bars to
assume a wings-level, pitch-up attitude, allowing the execution of a missed approach or a go around. If
there is a valid flight plan loaded with FMS lateral guidance, FMS Mode becomes the active lateral mode in
preparation for proceeding to the Missed Approach Hold Point. If no approach has been loaded, or if there
is no FMS lateral guidance, GA will be the active lateral mode.
Selecting Go Around Mode disengages the autopilot; however, subsequent autopilot engagement is allowed.
Also, when the autothrottle is engaged, the throttle levers will move to the TO/GA position. Attempts to
modify the aircraft attitude (i.e., with the CWS Button) result in reversion to Pitch Hold Mode.

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Command Bars Indicate Climb

Figure 7-37  Go Around Modes

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7.5 AUTOPILOT AND YAW DAMPER OPERATION

NOTE: Refer to the current version of the pertinent flight manual for specific instructions regarding
emergency procedures.
The autopilot and yaw damper operate the flight control surface servos to provide automatic flight control. The
autopilot controls the aircraft pitch and roll attitudes following commands received from the flight director. Pitch
autotrim provides trim commands to the pitch trim actuator to relieve any sustained effort required by the pitch
servo.
The yaw damper reduces Dutch roll tendencies and coordinates turns. It can operate independent of the
autopilot and may be used during normal hand-flight maneuvers. Yaw rate commands are limited by the yaw
damper.
FLIGHT CONTROL
Pitch and roll commands are provided to the servos based on the active flight director modes. Yaw damping
is provided by the yaw servo. Servo motor control limits the maximum servo speed and torque. The servo
gearboxes allow the servos to be overridden in case of an emergency.
PITCH AXIS AND TRIM
The autopilot pitch axis uses pitch rate to stabilize the aircraft pitch attitude during upsets and flight
director maneuvers. Flight director pitch commands are rate- and attitude-limited, combined with pitch
damper control, and sent to the pitch servo motor.
When the autopilot is engaged, the automatic pitch trim (APT) function commands the pitch trim actuator
to reduce the average pitch servo effort.
Manual pitch trim functionality is available at any time via the pilot and copilot Primary Pitch Trim
switches. Manual trim commands are generated only when both halves of the Primary Pitch Trim Switch
are operated simultaneously. Operating the Primary Pitch Trim Switch when the autopilot is engaged will
cause the autopilot to disconnect.
The Primary Pitch Trim Switch has priority over the copilot side Primary Pitch Trim Switch.
ROLL AXIS
The autopilot roll axis uses roll rate to stabilize aircraft roll attitude during upsets and flight director
maneuvers. The flight director roll commands are rate- and attitude-limited, combined with roll damper
control, and sent to the roll servo motor.
YAW AXIS
The yaw damper uses yaw rate and roll attitude to dampen the aircraft’s natural Dutch roll response. It also
uses lateral acceleration to coordinate turns.
ENGAGING THE AUTOPILOT AND YAW DAMPER

NOTE: Autopilot engagement/disengagement is not equivalent to servo engagement/disengagement. Use

the CWS Button to disengage the pitch and roll servos while the autopilot remains active.

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When the AP Key is pressed, the autopilot, yaw damper, and flight director (if not already active) are activated.
The flight director remains in the selected modes or engages in Pitch and Roll Hold Modes if no modes are
selected. When the YD Key is pressed, the system engages the yaw damper independently of the autopilot.
Autopilot and yaw damper status are displayed in the center of the AFCS Status Box. Engagement is indicated
by green ‘AP’ and ‘YD’ annunciations, respectively.
Autopilot and Yaw
Damper Engaged

Figure 7-38  Autopilot and Yaw Damper Engaged

CONTROL WHEEL STEERING

During autopilot operation, the aircraft may be hand-flown without disengaging the autopilot. Pressing and
holding the CWS Button disengages the pitch and roll servos from the flight control surfaces and allows the
aircraft to be hand-flown. At the same time, the flight director is synchronized to the aircraft attitude during
the maneuver. Autopilot automatic pitch trim operation is interrupted during CWS activity; yaw damper
engagement is unaffected.
The ‘AP’ annunciation is temporarily replaced by ‘CWS’ in white for the duration of CWS maneuvers.
Control Wheel
Steering

Figure 7-39  Autopilot and Yaw Damper Engaged

DISENGAGING THE AUTOPILOT AND YAW DAMPER

The autopilot and yaw damper can be disengaged manually or automatically by the system.
MANUAL DISENGAGEMENT

NOTE: Pressing the AP Key on the AFCS Controller does not disengage the yaw damper.
The autopilot is manually disengaged by pushing the AP Key on the AFCS Control Unit, either TO/GA
Switch, the Primary Pitch Trim Switch, or the AP/TRIM/NWS DISC. Manual autopilot disengagement is
indicated by an amber and black ‘AP’ annunciation and an autopilot disconnect alert tone.

Figure 7-40  Automatic Autopilot Disengagement

Pressing the YD Key disengages the yaw damper, if it was previously engaged. Upon disengagement, the
‘YD’ annunciation flashes amber for five seconds and is then removed.

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Figure 7-41  Manual Yaw Damper Disengagement

After manual disengagement, the autopilot disconnect aural alert may be cancelled by pushing the AP/
TRIM/NWS DISC or Primary Pitch Trim Switch.

AUTOMATIC DISENGAGEMENT
Autopilot disengagement is indicated by a flashing red and white ‘AP’ annunciation and an autopilot
disconnect aural alert, “Autopilot.” The autopilot disconnect aural alert, continues until acknowledged by
pushing the AP/TRIM/NWS DISC or Primary Pitch Trim Switch. Automatic autopilot disengagement
occurs due to:
»» System failure »» Inability to compute default flight director
»» Invalid sensor data modes (FD also disengages automatically)
»» Flight Control Disconnect »» Secondary stabilizer trim activation
»» Stall warning

Automatic yaw damper disengagement is indicated by a five-second flashing amber ‘YD’ annunciation.
The yaw damper automatically disengages when autopilot disengagement is caused by failure in a parameter
also affecting the yaw damper. This means the yaw damper can remain operational in some cases where the
autopilot automatically disengages. A localized failure in the yaw damper system or invalid sensor data also
causes yaw damper disengagement.

Figure 7-42  Automatic Autopilot and Yaw Damper Disengagement

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7.6 AUTOTHROTTLE
OVERVIEW
The Autothrottle System automatically sets the throttles based on phase of flight and flight director mode.
It also prevents the aircraft from entering an underspeed or overspeed condition regardless of whether the
autothrottle (AT) is engaged. The autothrottle and AFCS are tightly integrated; however, the AFCS can be used
without the autothrottle and the autothrottle can be used without the AFCS.
AUTOTHROTTLE CONTROLS
The Autothrottle System has the following pilot controls:
-- AT Button — Is located on the rear of each throttle button and toggles the autothrottle state between armed/
engaged and off.
-- AT DISC Button — Is located on the front of each throttle and disengages the autothrottle and takes it out
of arm mode.
-- Engine Throttles — If the autothrottle is engaged, moving the throttles disengages the autothrottle and the
throttles remain in place.
-- SPD Knob — Is located on the AFCS Controller. This knob is used to set the desired speed while in Manual
(MAN) Speed Mode. In FMS Speed Mode, the autothrottle follows the airspeed reference calculated by the
FMS. Pressing the knob toggles between IAS and Mach while in MAN Speed Mode.
-- FMS/MAN Switch — Is used to select MAN or FMS Speed Mode.
ANNUNCIATIONS

NOTE: The “Autothrottle” aural alert is inhibited during take off roll and initial climbout phase of flight. The
associated “AT” disconnect annunciation will still display in the AFCS Status Box.
Autothrottle mode annunciations are displayed along with flight director, autopilot, and yaw damper
annunciations in the AFCS Status Box. The active mode is displayed in green and the armed mode is displayed
in white. When autothrottle is engaged the green ‘AT’ annunciation is displayed in the AFCS Status Box.
Active AT Field
Autothrottle
Engaged

Armed AT Field

Figure 7-43  Autothrottle Annunciations

When disconnecting the autothrottle a flashing amber “AT” annunciates in the AFCS Status Box along with
the “Autothrottle” aural alert. If the pilot intentionally disconnected the autothrottle, the annunciation is
momentary and the aural alert sounds once. If the autothrottle was disconnected automatically by the system
or by using the Manual Override Disconnect, the “AT” annunciation is continuous as well as the “Autopilot”
aural alert until acknowledged by the pilot. Acknowledgment is accomplished by pressing the AT Disconnect
Button or the AT Engage Button.

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AUTOTHROTTLE OPERATION
The autothrottle can be manually engaged/disengaged and provides automated speed management based on
the active flight plan.
AUTOTHROTTLE MANUAL ENGAGEMENT
To engage the autothrottle press the AT Button. If the airplane is on the ground, the autothrottle will arm
the TO Mode. If in the air, the autothrottle will engage into the appropriate mode. When the autothrottle is
armed, pushing both throttles above 25 degrees (about cruise thrust setting) will engage the autothrottle and
move the throttles to the take off position. When the throttles reach the takeoff position, the autothrottle will
go into HOLD mode and remove power from the autothrottle actuators to prevent erroneous reductions in
thrust during take off. As the airplane passes 400’ AGL, power to the actuators is restored and the autothrottle
will return to the appropriate mode.
AUTOTHROTTLE AUTOMATIC ENGAGEMENT
When an overspeed condition occurs, the autothrottle will automatically engage and reduce thrust to slow
the aircraft. When the overspeed condition is resolved, the autothrottle is automatically disconnected.
When an underspeed condition occurs, the autothrottle will automatically engage and increase thrust
to accelerate the aircraft. When the underspeed condition is resolved, the autothrottle is automatically
disconnected.
AUTOTHROTTLE MANUAL DISENGAGEMENT
To disengage the autothrottle, press either AT DISC Button or either AT Button. If an autothrottle mode is
armed, pressing the AT DISC Button or the AT Button will remove the armed mode.
AUTOTHROTTLE MANUAL OVERRIDE
Autothrottle may be overridden by moving one or both thrust levers. This will result in a continuous
flashing amber “AT” annunciation as well as the “Autopilot” aural alert until acknowledged by the pilot.
Acknowledgment is accomplished by pressing the AT Disconnect Button or the AT Engage Button.
SPEED MANAGEMENT
The Airspeed Hold Autothrottle Mode will manage thrust to meet the active Airspeed Reference. This can
either be a manual (cyan) speed reference that is selected by the pilot, or an FMS (magenta) speed reference
that is calculated by the FMS using phase of flight, aircraft speed limits and approach targets, flight plan speed
constraints, and crew-selected speed profiles.. These profiles are programmable by the pilot on the ‘Active
Performance’ Page. In the absence of VNAV constraints, the FMS speed reference will follow the selected
speed profile. See the Flight Management Section for further discussion on Flight Plan Management.
Climb, Cruise, and Descent (CCD) Speeds
The autothrottle system is designed to integrate with the CCD VNAV system; the flight plan defines the
navigation, speeds, and altitudes to be flown. The autopilot and autothrottle work together to fly the flight
plan. CCD VNAV also manages speed changes due to airspace restrictions, configuration changes and
manages the deceleration as the airplane approaches the destination. CCD VNAV automatically changes
FD modes as required to follow the flight plan.

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The pilot can override the navigation, speed, and altitude if required. This is done by deselecting VNAV
on the AFCS Control Panel. It is also possible to manually control speed but let the FMS control navigation
and altitude. This is done by pressing the MAN Button on the Autothrottle Controller, which changes the
speed reference mode from FMS Mode to Manual Mode. The manual speed reference can then be adjusted
with the INC/DEC Speed Wheel on the Autothrottle Controller.
AUTOTHROTTLE MODES OVERVIEW
The autothrottle system operates in the following basic modes: Airspeed Hold Mode, Climb/Descent Mode,
Level Flight Mode, Reference Thrust Mode, and Takeoff/Go Around Mode.
Lateral Autopilot
Modes Status Active

Autothrottle Vertical
Modes Modes

Autothrottle Armed
Status

Figure 7-44  Autothrottle Status and Modes

Autothrottle Mode Description

TO Takeoff thrust setting
TO TO mode is armed and aircraft is on the ground
CLIMB Climb thrust when using FLC mode for climb
MIN SPD Coincident with the Amber AT AUTO ON
MAX SPD Coincident with the Amber AT AUTO ON
HOLD FAIL Aircraft has reached 60 KIAS prior to throttles being in the TO detent
Takeoff thrust is set and power is removed from the autothrottle actuators until the
HOLD
airplane climbs above 400 feet AGL
DESC Descent thrust when using FLC mode for descent
Mode automatically entered when aircraft descends to less than 40 feet AGL, and
RETARD
the autothrottle is not in TO or CLIMB mode
SPD M .XXX The autothrottle moves the throttles as required to hold the selected airspeed or
SPD XXXkt Mach

Table 7-8  Autothrottle Modes

The autothrottle works in conjunction with the autopilot/flight director to establish and maintain the
commanded pitch mode. The following table outlines the correlation between autopilot/flight director modes
and autothrottle modes.

Autothrottle Mode Autopilot/Flight Director Mode

SPD None/Off
SPD ALT, ALTS, ALTV, PATH, PIT, VS, GS, or GP
TO TO/GA
CLIMB or DESC FLC

Table 7-9  Autothrottle Modes

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AIRSPEED HOLD MODE (SPD)

Airspeed Hold Mode will move the throttle as required to hold the selected indicated airspeed. The Speed
Reference Mode may be changed at any time by the pilot via the AT Controller.
For additional discussion on Airspeed Bugs, see the Flight Instrument Section.
FMS Speed Mode
FMS Speed Reference Mode is used to allow the FMS to automatically control the IAS/Mach reference
based on the phase of flight. In FMS Speed Reference Mode, the FMS selects the appropriate reference type
(IAS or Mach) based on altitude.
To engage FMS Speed Mode, press the FMS Button on the Autothrottle Controller. While in FMS Speed
Mode, a solid magenta speed bug in the shape of a triangle is displayed on the airspeed indicator. The
magenta speed bug is driven by the flight management system and depends on altitude, phase of flight, and
aircraft configuration. The magenta speed bug can be changed by editing the ‘Active Performance’ Page
(e.g., in adhering to a speed constraint, etc). Refer to the Flight Management Section for more information
on FMS Speed Modes and the Flight Instrument Section for further discussion on airspeed bugs.

FMS
Speed
Mode
Active

Figure 7-45  FMS Speed Mode

Manual Speed mode (MAN)

Manual Speed Reference Mode is intended for the pilot to manually control the IAS/Mach speed reference.
When the manual speed reference is activated, it initializes to the current airspeed or Mach number, as
appropriate.
To utilize Manual Speed Reference Mode, select Manual via the FMS/MAN Switch. While in Manual
Speed Reference Mode, a cyan speed bug is displayed on the airspeed indicator. The speed is set with the
SPD Knob. This selected speed is used as the source for the desired airspeed reference.
When the speed reference mode is changed to Manual, the cyan bug syncs to the current airspeed. If the
flight director is in FLC mode, the SPD Knob on the AFCS Controller can be used to change the selected
airspeed.

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Figure 7-46  Airspeed Hold Mode Active

CLIMB/DESCENT MODE (CLB/DESC)

The Climb/Descent Mode of autothrottle is used when the active vertical flight director mode is FLC . If
the selected altitude is above the current altitude, ‘CLB’ is annunciated as the AT mode, and the AT will (after
a transition period) move the throttle lever to the Thrust Lever Angle (TLA) for climb power.
If the selected altitude is below the current altitude, ‘DESC’ is annunciated as the AT Mode and the AT will
(after a transition period) move the throttle lever to the TLA for descent power. Note that unlike the climb
power setting, the descent power setting is scheduled with altitude. The thrust change is limited to produce
a lower target climb rate when short climbs are commanded.
Climb Mode
When the flight director transitions to an AFCS Climb Mode, the autothrottle mode will correspond as
follows:
ƒƒ FLC Climb Mode: the autothrottle will annunciate CLB Mode
ƒƒ VS Climb Mode: the autothrottle will annunciate SPD Mode
ƒƒ PIT Hold Mode: the autothrottle annunciates SPD Mode

Figure 7-47  Climb Mode Active

Descent Mode
When the flight director transitions to an AFCS Decent Mode, the autothrottle mode will correspond as
follows:
ƒƒ FLC Descent Mode: the autothrottle will annunciate DESC Mode
ƒƒ PATH, GS, GP, or VS Descent Mode: the autothrottle will annunciate SPD mode
ƒƒ PIT Hold Mode: the autothrottle annunciates SPD mode

Figure 7-48  Descent Mode Active

LEVEL FLIGHT MODE

When the flight director prepares to capture an altitude from a climb or descent (using ALTS or ALTV
Mode), the AT will transition to (or stays in) Speed Hold Mode. Once the altitude is captured and the flight
director transitions to Altitude Hold Mode, the autothrottle stays in Speed Hold Mode.

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If the speed reference mode is changed to FMS, the CCD VNAV system will automatically transition from
the climb or descent speed schedule to the cruise speed schedule when the altitude is captured. The speed
reference will automatically change and the AT will react appropriately. If Manual Speed Reference Mode is
selected, the pilot is responsible for adjusting the desired speed throughout the transition from the climb/
descent to level flight, but the AT will still track the speed reference.
REFERENCE THRUST MODE
The Reference Thrust Mode will control the thrust to one of the pre-selected levels as defined by the
manufacturer.
Takeoff and Go-around Modes target a Thrust Lever Angle (TLA) setting in the takeoff detent.
TAKEOFF (TO) / GO AROUND (GA) MODE
When on the ground, pressing the AT Button causes the appropriate mode to be annunciated as the armed
autothrottle mode. If AT is armed when AP engages (i.e., when airborne), autothrottle automatically engages
to the appropriate mode (based on the active FD vertical mode) as the autopilot engages.
When autothrottle has been engaged in TO/GA Mode for more than 2 minutes, autothrottle transitions to
CLB Mode, which reduces power to Maximum Continuous Thrust (MCT).
Autothrottle switches from TO/GA Mode when the pilot changes FD modes or when the vertical FD mode
automatically transitions from TO/GA Mode to FLC Mode, if armed.
If the flight director mode is changed to Go Around Mode when AT is engaged, AT will remain engaged
and move the thrust levers to the TO/GA position. If the flight director mode is changed to Go Around Mode
when AT is not engaged, AT will remain unengaged (but will enter TO/GA Mode if engaged by the pilot).
AUTOMATIC SAFETY MODE SELECTION
The autothrottle system also incorporates its own safety features: Overspeed Protection (OSP), Underspeed
Protection (USP), and Emergency Descent Mode (EDM). For an OSP condition, if throttle motion is not
adequate, then autopilot OSP may engage. Refer to the AFCS Annunciations and Alerts Section for Autopilot
Overspeed Protection.
All autothrottle mode selection are activated automatically and there are no provisions for the pilot to manually
select an AT Safety Mode.
AUTOTHROTTLE OVERSPEED
If an overspeed condition occurs, the autothrottle will automatically engage and reduce thrust to slow the
aircraft. When the overspeed condition is resolved, the autothrottle is automatically disconnected.
AUTOTHROTTLE UNDERSPEED
If an underspeed condition occurs, the autothrottle will automatically engage and increase thrust to accelerate
the aircraft. When the underspeed condition is resolved, the autothrottle is automatically disconnected.
The minimum speed is a function of angle of attack (AOA) for the current configuration. It is equivalent to
the start of the amber maneuver margin band on the airspeed tape.

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EMERGENCY DESCENT (EDM) MODE

When the system detects that a non-intentional cabin de-pressurization has occurred, the AT response is
to engage (if not already engaged), and to manage power to a low enough level to facilitate a rapid descent.
Upon EDM engagement, AT engages commands idle thrust with immediate transition to a target speed of
Vmo/Mmo minus 10 kts.
AUTOTHROTTLE THRUST LIMIT INDICATIONS
When the autothrottle is unable to hold the commanded speed (max or min thrust limit), a PFD annunciation
is displayed depending on the current phase of flight. See the following table for a list of autothrottle limit
annunciations.

Autothrottle PFD
Condition
Annunciations
Descent: The autothrottle is at its minimum but the aircraft is exceeding Vmo/Mmo or is going to
exceed Vmo/Mmo.
AT THR LIM
Climb: The target speed is greater than the current airspeed, is trending away from the target
speed, and the autothrottle is not able to increase any more. Current airspeed is < 220kts or 0.60M.
AT VLE LIM The autothrottle is reducing the thrust to not exceed Vle.

AT VFE LIM The autothrottle is reducing the thrust to not exceed Vfe.

AT SPD LIM The autothrottle is maintaining a minimum speed, which is above the selected speed.

AT AUTO ON The autothrottle has automatically engaged to provide overspeed or underspeed protection.
Descent: The target speed is less than the current airspeed and the autothrottle is not able to
decrease any more.
AT THR LIM
Climb: The target speed is greater than the current airspeed, is trending away from the target
speed, and the autothrottle is not able to increase any more. Current airspeed is > 220KTS or 0.60M.

Table 7-10  Autothrottle Limit Annunciation

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7.7 AFCS ANNUNCIATIONS AND ALERTS

AUTOPILOT OVERSPEED PROTECTION
While Pitch Hold, Vertical Speed, Flight Level Change, VNAV Path Descent, or an altitude capture mode is
active, airspeed is monitored by the flight director and pitch commands are limited for overspeed protection.
When an overspeed condition is detected the flight director will compute a pitch up command to the autopilot
resulting in a reduction in the aircraft’s speed. The pitch up command will remain until the aircraft’s airspeed
falls below the overspeed limit. Overspeed protection is provided in situations where the flight director cannot
acquire and maintain the mode reference for the selected vertical mode without exceeding the certified maximum
aircraft airspeed.
When an autopilot overspeed condition occurs, a flashing amber ‘MAXSPD’ annunciation appears above the
Airspeed Indicator. Engine power should be reduced and/or the pitch reference adjusted to slow the aircraft.
The annunciation disappears when the overspeed condition is resolved.

Figure 7-49  Overspeed Annunciation

The autothrottle also provides overspeed protection. Refer to the previous autothrottle section for more
information.

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7.8 ABNORMAL OPERATION

SUSPECTED AUTOPILOT MALFUNCTION

NOTE: Consult the aircraft documentation for the location of circuit breakers as well as specifics that may
supplement or amplify this procedure.

Mitigating suspected autopilot failure or trim failure:

1) Firmly grasp the control wheel.
2) Press and hold the AP/TRIM DISC Switch. The autopilot will disconnect and power is removed from the trim
motor. Power is also removed from all primary servo motors and engaged solenoids. Note the visual and aural
alerting indicating autopilot disconnect.
3) Retrim the aircraft as needed. Substantial trim adjustment may be needed.
4) Pull the appropriate circuit breaker(s) to electrically isolate the servo and solenoid components.
5) Release the AP/TRIM DISC Switch.

OVERPOWERING AUTOPILOT SERVOS

In the context of this discussion, “overpowering” refers to any pressure or force applied to the pitch controls
when the autopilot is engaged. A small amount of pressure or force on the pitch controls can cause the autopilot
automatic trim to run to an out-of-trim condition. Therefore, any application of pressure or force to the
controls should be avoided when the autopilot is engaged.
Overpowering the autopilot during flight will cause the autopilot’s automatic trim to run, resulting in an out-
of-trim condition or cause the trim to hit the stop if the action is prolonged. In this case, larger than anticipated
control forces are required after the autopilot is disengaged.
EMERGENCY DESCENT MODE (EDM)
The system is equipped with an Emergency Descent Mode (EDM), available during high-altitude flight while
the autopilot is engaged. EDM is automatically activated when cabin pressurization is lost at altitudes above
30,000 feet MSL. AT, if not already engaged, will activate in DESC Mode and command the throttle to idle.
When EDM is active, selected altitude and heading can be adjusted but the AFCS modes cannot be changed
until the autopilot is disconnected. ‘EDM’ is annunciated via a red box containing ‘EDM’ in white lettering
positioned to the upper left of the ADI on both PFDs. The following AFCS modes are selected automatically:
-- Flight Level Change Mode with the speed reference set to Vmo/Mmo -10 kts and Selected Altitude set to
15,000 feet
-- Heading Select Mode with the Selected Heading set to 90° left of the current heading
-- AT, if not already engaged, will activate in DESC Mode and command throttle to idle
EDM OVERRIDE
Once active, EDM can only be aborted by disconnecting the autopilot.

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 ADDITIONAL FEATURES

SECTION 8 ADDITIONAL FEATURES

8.1 OVERVIEW
NOTE: Regardless of the availability of SafeTaxi® or ChartView, it may be necessary to carry another source
of charts on-board the aircraft.
Additional features of the G5000 Integrated Avionics System include the following:
• SafeTaxi® Diagrams • WiFi Connections
• SurfaceWatch™ (Optional) • SiriusXM Satellite Radio Entertainment (Optional)
• ChartView, and IFR/VFR Electronic Charts • Flight Data Logging
• Satellite Telephone and Datalink Services (Optional) • Electronic Checklists
• ACARS (Optional) • Electronic Documents
• Position Reporting • Search and Rescue
SafeTaxi diagrams provide detailed taxiway, runway, and ramp information at more than 700 airports in the
United States. By decreasing range on an airport that has a SafeTaxi diagram available, a close up view of the
airport layout can be seen.
The optional SurfaceWatch™ feature provides voice and visual annunciations to aid in maintaining situational
awareness and avoid potential runway incursions during ground and air operations in the airport environment.
ChartView provides on-board electronic terminal procedures charts. Electronic charts offer the convenience of
rapid access to essential information.
The optional Iridium Transceiver provides an airborne low speed datalink, Iridium Satellite Telephone service,
and Short Message Service (SMS).
The optional ACARS (Aircraft Communications Addressing and Reporting System) provides a continuous
datalink with the ACARS provider to maintain data exchange capabilities with Air Traffic Service (ATS),
Aeronautical Operational Control (AOC) systems, and ACARS Weather services.
The Position Reporting feature allows the system to send position reporting information to a provider, such as
FlightAware.com.
WiFi Connections allows for the transmission of data recorded by the Maintenance Logs feature as well as
weather information while aircraft is on ground. The recording of this data is not visible to the pilot and requires
no pilot interaction, other than setting up WiFi connections where applicable.
The optional SiriusXM Satellite Radio entertainment audio feature of the GDL 69A Datalink Receiver handles
more than 170 channels of music, news, and sports. SiriusXM Satellite Radio offers more entertainment choices
and longer range coverage than commercial broadcast stations.
The Flight Data Logging feature automatically stores critical flight and engine data on an SD data card.
Approximately 1,000 flight hours can be recorded for each 1GB of available space on the card.
Electronic Checklists help to quickly find the proper checklist procedure on the ground or during flight.
The Electronic Document function allows viewing of electronic documents on selected GDU displays.
Information on the Search and Rescue (SAR) capabilities can be found in the Garmin Integrated Avionics
System Search and Rescue Pilot’s Guide (190-00760-00).

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8.2 SAFETAXI

WARNING: Always refer to current aeronautical charts and NOTAMs for verification of displayed aeronautical
information. Displayed aeronautical data may not incorporate the latest NOTAM information.
SafeTaxi is an enhanced feature that gives greater map detail when viewing airports at close range on the
‘Navigation Map’ Page or the Inset Map on the PFD. The maximum map ranges for enhanced detail are pilot
configurable. When viewing at ranges close enough to show the airport detail, the map reveals taxiways with
identifying letters/numbers, airport Hot Spots, and airport landmarks including ramps, buildings, control towers,
and other prominent features. Resolution is greater at lower map ranges. When the aircraft’s current position is
within the SafeTaxi view, the airplane symbol on the airport provides enhanced position awareness. To view the
full capability of the SafeTaxi feature, ‘Airports’ must be enabled on the Aviation Tab accessed from Home > Map
> Map Selection > Map Settings on the Touchscreen Controller.

NOTE: When obstacles are displayed on the ‘Navigation Map’ Page in the vicinity of an airport being
viewed with SafeTaxi, the obstacle symbols may be obscured by SafeTaxi feature labels.
Designated Hot Spots are recognized at airports with many intersecting taxiways and runways, and/or complex
ramp areas. Airport Hot Spots are outlined to caution pilots of areas on an airport surface where positional
awareness confusion or runway incursions happen most often. Hot Spots are defined with a magenta circle or
outline around the region of possible confusion.
Any map display that shows the navigation view can also show the SafeTaxi airport layout within the maximum
configured range. The following is a list of displays where the SafeTaxi feature can be seen:
• ‘Navigation Map’ Page • ‘Weather Datalink’ Pane
• Inset Map (PFD) • ‘Trip Planning’ Pane

During ground operations the aircraft’s position is displayed in reference to taxiways, runways, and airport
features. In the example shown, the aircraft is on runway 28L approaching a designated Airport Hot Spot
boundary on KSFO airport. Airport Hot Spots are outlined in magenta. When panning over the airport, features
such as runway holding lines and taxiways are shown at the cursor.

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Airport Airport Hot

Features Spot Outline

Aircraft Taxiway
Position Identification

Figure 8-1  SafeTaxi Depiction on the Navigation Map Display

Enabling/disabling SafeTaxi:
1) From MFD Home, touch Map > Map Selection > Map Settings.
2) If not already selected, touch the Aviation Tab.
3) If necessary, scroll to display the SafeTaxi Annunciator Button.
4) Touch the SafeTaxi Button to enable or disable the display of SafeTaxi on the Navigation and Inset maps. A
green annunciator on the button indicates SafeTaxi is enabled.
Configuring SafeTaxi range:
1) From MFD Home, touch Map > Map Selection > Map Settings.
2) If not already selected, touch the Aviation Tab.
3) If necessary, scroll to display the SafeTaxi Range Button.
4) Touch the SafeTaxi Range Button. A selection of ranges is displayed.
5) Touch the desired range. In the following figure, 4 NM has been selected. With this setting, SafeTaxi will be
displayed on the Navigation Map for range settings up to, and including 4 NM.

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Figure 8-2  SafeTaxi Map Settings

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8.3 SURFACEWATCH (OPTIONAL)

WARNING: Do not use SurfaceWatch information as the primary method of flight guidance during airborne
or ground operations. SurfaceWatch does not have NOTAM or ATIS information regarding the current active
runway, condition, or information about the position of hold lines.
The optional SurfaceWatch feature provides aural and visual annunciations to help the flight crew maintain
situational awareness and avoid potential runway incursions during ground and air operations in the airport
environment. The SurfaceWatch feature is comprised of the following key components:
• Alert Annunciations
-- Taxiway Takeoff
-- Runway Too Short (during takeoff or landing)
-- Check Runway (during takeoff or landing)
-- Taxiway Landing
• Provides the flight crew with voice callouts for runway distance remaining.
• Provides information on the Primary Flight Display (PFD) that contains runway and taxiway information as the
aircraft moves through the airport environment.
The SurfaceWatch feature is not available in Reversionary Mode.

SurfaceWatch
Runway
Indication
Information
Box is Updated
as the Aircraft
Taxies

Figure 8-3  SurfaceWatch on the PFD

Enabling/disabling SurfaceWatch:
1) From MFD Home, touch Utilities > Setup > Avionics Settings.
2) If not already selected, touch the Alerts Tab and scroll to view SurfaceWatch.
3) Touch the SurfaceWatch Inhibit Button to enable or disable SurfaceWatch. A green annunciator indicates
SurfaceWatch is inhibited, or disabled. The inhibit setting will be canceled after a power cycle.

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ADDITIONAL FEATURES

INFORMATION DISPLAY
The SurfaceWatch Information Box is displayed on the PFD to the left of the HSI. It contains runway and
taxiway information that dynamically changes as the aircraft moves through the airport environment. The
information that is displayed in the Information Box is the aircraft’s relative position to nearby aprons, taxiways,
and runways.
There are three components to the SurfaceWatch Information Box. These components are Currently Occupied,
Approaching, and Crossing Runways.
Approaching
Currently Occupied Crossing Runways

Figure 8-4  Information Types Displayed in the Information Box

CURRENTLY OCCUPIED
This component indicates the aircraft is ‘ON’ the indicated apron, taxiway, or runway. In the previous
figure, the aircraft is currently ‘ON’ runway 01 left (RWY 01L). The remaining runway distance is also shown
when the aircraft is situated on and aligned with a runway.
If the aircraft is airborne and approaching an airport, ‘AIRBORNE TO’ and the destination airport identifier
will be displayed.
Information is displayed only for objects labeled on the SafeTaxi diagram.
APPROACHING COMPONENT
This component indicates the aircraft is ‘APPROACHING’ the indicated apron, taxiway, or runway. In
the previous figure, the aircraft is currently ‘APPROACHING’ runway 01 left / 19 right (RWY 01L/19R) and
taxiway ‘A’ Two (TWY A2). The distance to the taxiway is also shown. Note, when approaching a runway,
the distance displayed does not take into account the position of Hold Line for the runway. Do not cross the
Hold Line until authorized.
When the aircraft is taxiing and approaching an intersection of multiple taxiways, the taxiway identifiers
will be listed in order of proximity and the distance to the nearest is displayed.
When the aircraft is taxiing and crossing an intersection of multiple taxiways, ‘CROSSING’ will be displayed
and no distance will be shown.
CROSSING RUNWAY
This component lists the closest runway that is ‘CROSSING’ the runway the aircraft currently occupies, as
seen in the previous figure. The distance to the runway is also shown. Runways behind the aircraft are not
depicted.
The Crossing Runway component is shown in conjunction with the Currently Occupied component of the
Information Box.

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 ADDITIONAL FEATURES

ALERTS
The SurfaceWatch alert annunciations are displayed in the central portion of the PFD. The alert annunciations
are accompanied by a corresponding voice alert. Other associated information is presented in the SurfaceWatch
Information Box.
The following is a descriptive list of the SurfaceWatch alerts.

Alert Associated Voice

Description
Annunciation Alert
TWY TAKEOFF “Taxiway” Issued when the aircraft is taking off from a non-runway (e.g., a taxiway).
Issued when the aircraft is taking off from or landing on a runway with a length
RWY TOO SHORT “Runway too short”
less than needed as calculated by the TOLD function.
Issued when the aircraft is taking off from or landing on a runway different than
CHECK RUNWAY “Check runway”
that entered in TOLD.
TWY LANDING “Taxiway” Issued when the aircraft is landing on a non-runway (e.g., a taxiway).

Table 8-1  SurfaceWatch Alert Annunciations

NOTE: When a Rolling Takeoff is selected from the TOLD options, SurfaceWatch may generate a false
“Runway Too Short” audible annunciation when conducting a rolling takeoff when the runway distance
is near the required TOLD calculated distance. Similarly, a nuisance alert may also be generated when 90
degrees or 180 degrees turn TOLD options are selected.

TAKEOFF ALERTS
The system will issue Takeoff Alerts when the thrust levers are advanced to near the TO position.
Taxiway Takeoff
The Taxiway Takeoff alert is issued when the aircraft attempts to takeoff from a non-runway (e.g., a
taxiway). The system determines this when the thrust levers are advanced and the aircraft is not aligned
with a runway.
Runway Too Short
The Runway Too Short (during takeoff) alert is issued when the aircraft attempts to takeoff from a runway
and the remaining runway length is less than the required length. The system determines this when the
thrust levers are advanced while the aircraft is aligned with a runway and the remaining runway length is
less than the required takeoff distance calculated by TOLD.
The Runway Too Short alert may be issued for any runway from which the aircraft is taking off, even if
the runway is not the one entered in TOLD.
Check Runway
The Check Runway alert is issued when the aircraft attempts to takeoff from a runway that does not match
the departure runway in TOLD, or the active flight plan when TOLD is not used. The system determines
this when the thrust levers are advanced while the aircraft is aligned with a runway that is not the departure
runway entered in the TOLD function or the active flight plan.

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LANDING ALERTS
The system will issue Landing Alerts when the aircraft is below 250 feet AGL and within one nautical mile
of the runway threshold.
Taxiway Landing
The Taxiway Landing alert is issued when the aircraft attempts to land on a non-runway (e.g., a taxiway).
The system determines this when the aircraft is below 250 feet AGL and within one nautical mile of the
runway threshold and the aircraft is not aligned with the runway.
Runway Too Short
The Runway Too Short alert is issued when the aircraft attempts to land on a runway where the remaining
runway length is less than the required landing runway length as calculated by the TOLD function.
The Runway Too Short alert may be issued for any runway with which aircraft is aligned, even if the
runway is not the one entered in TOLD.
Check Runway
The Check Runway alert is issued when the aircraft attempts to land on a runway that does not match the
arrival runway specified in the TOLD function. The system determines this when the aircraft is below 250
feet AGL and within one nautical mile of the runway threshold while the aircraft is aligned with a runway
that does not match the runway entered in the TOLD function.
DISTANCE REMAINING CALLOUTS

NOTE: SurfaceWatch aural/visual indications may not be aligned with physical runway distance remaining
markers.
During a rejected takeoff or during landing rollout, distance remaining voice callouts are issued for the
remaining runway distances. For rejected takeoff, the following remaining runway distances are configured
for voice callouts, 5000’, 4000’ 3000’, 2000’, 1000’, and 500. For landing rollout, the following remaining
runway distances are configured for voice callouts, 3000’, 2000’, 1000’, and 500. Callouts are not issued
when the groundspeed decreases below 30 knots.
SURFACEWATCH SETUP
Origin/destination airport, runway and distance data entered integrates with SurfaceWatch technology to
alert the flight crew to a runway too short for takeoff/landing, or to advise of a potential taxiway takeoff/landing.
The runway selected in SurfaceWatch Setup appears on the airport diagram in cyan, and appears outlined in
cyan on the synthetic vision representation of the runway on the PFD.
Entering origin/destination airport when no flight plan has been entered:
1) From MFD Home, touch Flight Plan > Add Origin or Add Destination as appropriate.
2) Use the keypad to enter the Airport Identifier and touch Enter.

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Selecting origin runway:

1) From MFD Home, touch Flight Plan > Origin.
2) On the ‘Select Runway’ Screen, scroll down as required and select the appropriate runway.

Selecting destination runway:

1) From MFD Home, touch Flight Plan > Destination > Select Arrival Runway.
2) On the ‘Select Runway’ Screen, scroll down as required and select the appropriate runway.

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8.4 ELECTRONIC CHARTS

WARNING: Always refer to current aeronautical charts and NOTAMs for verification of displayed aeronautical
information. Displayed aeronautical data may not incorporate the latest NOTAM information.

WARNING: Do not rely on the displayed minimum safe altitude (MSAs) as the sole source of obstacle
and terrain avoidance information. Always refer to current aeronautical charts for appropriate minimum
clearance altitudes.

WARNING: Do not rely on the autopilot to level the aircraft at the MDA/DH when flying an approach with
vertical guidance. The autopilot will not level the aircraft at the MDA/DH even if the MDA/DH is set in the
altitude preselect.

NOTE: Electronic aeronautical charts displayed on this system have been shown to meet the guidance in AC
120 76D as a Type ‘B’ Electronic Flight Bag (EFB) for ChartView. The accuracy of the charts is subject to the
chart data provider. Own-ship position on airport surface charts cannot be guaranteed to meet the accuracy
specified in AC 120-76D. Possible additional requirements may make a secondary source of aeronautical
charts, such as traditional paper charts or an additional electronic display, necessary on the aircraft and
available to the pilot. If the secondary source of aeronautical charts is a Portable Electronic Device (PED),
its use must be consistent with the guidance in AC 120-76D.

NOTE: The pilot/operator must have access to Garmin and Jeppesen database alerts and consider their
impact on the intended aircraft operation. The database alerts can be viewed at flygarmin.com by selecting
‘Aviation Database Alerts.’

NOTE: Do not rely solely upon datalink services to provide Temporary Flight Restriction (TFR) information.
Always confirm TFR information through official sources such as Flight Service Stations or Air Traffic Control.

NOTE: RNP transition values depicted on Terminal Procedures Charts may not coincide with the transition
values from Jeppesen in the navigation database.

CHARTVIEW
ChartView Electronic Charts resemble the paper version of Jeppesen Terminal Procedures Charts and can
be viewed on the MFD or PFD. The charts are displayed in full color with high-resolution. The display pane
depiction shows the aircraft position on the moving map in the plan view of approach charts and on airport
diagrams.
The geo-referenced aircraft position is indicated by an aircraft symbol displayed on the chart when the current
position is within the boundaries of the chart. Inset boxes are not considered within the chart boundaries.
Therefore, when the aircraft symbol reaches a chart boundary line, or inset box, the aircraft symbol is removed
from the display.

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The following figure shows examples of off-scale areas, indicated by the grey shading. Note, the grey shading
is for illustrative purposes only and will not appear on the published chart or display pane. These off-scale
areas appear on the chart to convey supplemental information. However, the depicted geographical position
of this information, as it relates to the chart plan view, is not the actual geographic position. Therefore, when
the aircraft symbol appears within one of these areas, the aircraft position indicated is relative to the chart plan
view, not to the off-scale area.

Off-Scale
Area

Off-Scale
Areas

Figure 8-5  Sample Chart Indicating Off-Scale Areas

NOTE: Do not maneuver the aircraft based solely upon the geo-referenced aircraft symbol.
The ChartView database subscription is available from Jeppesen, Inc. Available data includes:
-- Arrivals (STAR) -- Airport Diagrams
-- Departure Procedures (DP) -- Chart NOTAMs
-- Approaches

NOTE: Only NOTAMs applicable to specific information conveyed on the displayed Jeppesen chart are
available. There may be other NOTAMs available pertaining to the flight that may not be displayed. Contact
Jeppesen for more information regarding Jeppesen database-published NOTAMs.

CHART SELECTION
When a flight plan is active, or when flying direct-to a destination, the initial set of charts made available
pertain to the departure airport. After departing the airport environment, the initial chart set made available
pertains to the destination airport. When no flight plan is active, or when not flying to a direct-to destination,
the initial chart set is made available for the nearest airport. If the charts pane is displayed when landing, the
chart will automatically change to the airport diagram upon landing.

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Selecting charts using the ‘Charts’ Screen:

1) From MFD Home, touch Charts > Chart Selection.
2) The airport for which charts will be displayed is shown at the top of the ‘Charts’ Screen. Touch the Airport
Button to enter another airport.
3) Touch the Info Tab to display the airport information selection buttons for the selected airport.
a) Departure Tab to display a list of possible departures for the selected airport.
b) Arrival Tab to display a list of possible arrivals for the selected airport.
c) Approach Tab to display a list of possible approaches for the selected airport.
4) Touch the desired information button in any of these lists to display the applicable chart on the selected display
pane.

Figure 8-6  Airport Info Selection Figure 8-7  ‘Chart Options’ Page

5) Touch the Charts Options Button to select the desired display option for the selected chart.
6) Touch All to display the complete Airport Diagram. Fit Width displays the full width of the Airport Diagram.
Plan displays only the diagram portion of the chart. Minimums displays only the approach minimums on an
approach chart. Profile displays only the descent profile on the approach chart. Header displays the chart
header. Only appropriate views are available for the selected chart.
7) Touch the Back button to return to the ‘Charts’ Screen.

Zooming-in, zooming-out, and panning the displayed chart:

1) From MFD Home, touch Charts > Chart Selection.
2) Select the desired chart for display in the selected pane.
3) Push the Joystick. The ’Charts Pan/Zoom Control’ Screen is displayed on the Touchscreen Controller.

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Figure 8-8  Pan and Zoom Touchpad

4) Turn the Joystick, or use the pinch-and-zoom feature on the Touchpad to adjust the chart zoom.
5) Move the Joystick left, right, up, or down, or touch and move a finger along the Touchpad to pan the displayed
chart.
6) Touch the Rotate Left Button or the Rotate Right button above the Touchpad to rotate the page respectively.

Selecting airport diagrams from the ‘Nearest Airports’ Screen:

1) From MFD Home, touch Nearest > Airport.
2) Touch the desired airport button. KCOS is selected in this example. The Waypoint Options buttons are
displayed.

Figure 8-9  Airport Diagram Selection

3) Touch the Airport Chart Button. The Info Tab selections are displayed on the Touchscreen Controller and the
Airport Diagram is displayed on the selected display pane.

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Figure 8-10  Airport Chart for Selected Airport

The aircraft symbol is shown on the chart only if the chart is to scale and the aircraft position is within the
boundaries of the chart. The aircraft symbol is not displayed when the Aircraft Not Shown Icon appears. If
the Chart Scale Box displays a banner ‘NOT TO SCALE’, the aircraft symbol is not shown. The Aircraft Not
Shown Icon may appear at certain times, even if the chart is displayed to scale.
When no terminal procedure chart is available for the nearest airport or the selected airport, the banner ‘No
Available Charts’ appears on the screen. The ‘No Available Charts’ banner does not refer to the ChartView
subscription, but rather the availability of a particular airport chart selection or procedure for a selected
airport.

Figure 8-11  No Available Charts Banner

If there is a problem in rendering the data (such as a data error or a failure of an individual chart), the
banner ‘Unable To Display Chart’ is then displayed.

Figure 8-12  Unable To Display Chart Banner

DAY/NIGHT VIEW
ChartView can be displayed on a white or black background for day or night viewing. The Day View offers
a better presentation in a bright environment. The Night View gives a better presentation for viewing in a
dark environment.
Selecting Day, Night, or Auto View:
1) From MFD Home, touch Charts > Chart Selection > Charts Options.
2) Touch the Light Mode Button.

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3) Touch the Day, Night, or Auto Button. The selection is annunciated on the Light Mode Button. When Auto
is selected, the display will change to the appropriate day or night setting, dependent on current backlighting
level.

Figure 8-13  Selecting Day, Night, or Auto View

4) Touch the Threshold Button. The ‘Auto Light Mode Threshold’ Window is displayed.

Select Charts Options Adjust Threshold Setting

Figure 8-14  Setting Day/Night Switching Threshold

5) Move the slider left or right to set the desired threshold. Setting the Threshold Level percentage to the same
percentage shown as the Current MFD Backlight Level will cause the Day/Night view to switch at the current
backlight setting. Adjusting the Threshold Level setting larger than the Current MFD Backlight Level will cause
the display to remain in Night Mode longer. Adjusting the Threshold Level setting smaller than the Current MFD
Backlight Level will cause the display to change to Day Mode sooner.

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Figure 8-15  Airport Diagram, Day View

Figure 8-16  Airport Diagram, Night View

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IFR/VFR CHARTS
The system can display GPS navigation information on a VFR chart, a low altitude IFR chart, or a high altitude
IFR chart, if installed. The information overlaid on the IFR/VFR Charts is selected and setup on the Navigation
Map, but the IFR/VFR charts will not display some of the selected items. Only the following items will be
overlaid on the chart:

-- Map Pointer (distance and bearing to pointer, location of pointer, name, and other pertinent information)
-- Map Range (17 range choices from 1 nm to 150 nm)
-- Map Orientation (always North Up for IFR/VFR Charts)
-- Aircraft Icon (representing present position)
-- Wind Direction and Speed
-- Icons for enabled map features
-- Flight Plan Legs
-- Track Vector
-- Runway Extension
-- Missed Approach Preview
-- Intersections (only as part of active flight plan)
-- Visual Reporting Points
-- VNAV Constraints
-- Selected Altitude Intercept Arc
Map panning on the IFR/VFR Charts works the same as on the Navigation Map. Map range selected on either
the Navigation Map or the IFR/VFR Charts applies to both. However, if the range selected on the Navigation
Map it is not a valid chart range, the chart is shown with a range of 2.5 nm.
When different VFR charts exist for the same area the chart type will automatically display according to the
range chosen. For example, in an area where both a Sectional and a Terminal Area Chart (TAC) are available,
a range greater than 7.5 nm or more will show the Sectional chart. Once the range is decreased to 7.5 nm or
below, the system will automatically change the displayed chart from the Sectional to the TAC.
Due to the potential error involved with the electronic depiction of maps, charts will display a gray ‘circle of
uncertainty’ centered upon the aircraft icon. The aircraft’s actual position can be anywhere within the range of
the gray circle. The range of the circle will change based on the chart displayed and current zoom range.

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Map
Orientation

Map Range

Active Flight
Aircraft Icon Plan Leg
at Present Circle of
Position Uncertainty

Figure 8-17  GPS Navigation Information on the VFR Chart

Selecting the chart to display:

1) From MFD Home, touch Map > Map Selection.
2) Touch the desired Chart Button (VFR, IFR Low, or IFR High)

Modifying the Low IFR and High IFR Chart settings:

1) From MFD Home, touch Map > Map Selection.
2) Touch the desired Chart Button. The selected chart is displayed on the active display pane, and the button on
the Touchscreen Controller becomes the respective Chart Settings button (IFR Low Settings Button or IFR
High Settings Button).
3) Touch the Chart Settings Button to display the ‘IFR/VFR Charts Settings’ Screen.
4) Touch the desired Light Mode Button. If the Auto Button is selected, the Threshold Level for the light mode may
be adjusted by moving the slider left or right, or by touching the + Button, the - Button, or moving the slider.

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Map
Orientation

Circle of
Uncertainty
Map Range

Aircraft Icon Active Flight

at Present Plan Leg
Position

Figure 8-18  IFR Low Altitude Chart

Map
Orientation

Map Range
Circle of
Uncertainty

Aircraft Icon Active Flight

at Present Plan Leg
Position

Figure 8-19  IFR High Altitude Chart

Map panning on the IFR/VFR Charts works the same as on the Navigation Map. Map range selected on either
the Navigation Map or the IFR/VFR Charts applies to both. However, if the range selected on the Navigation
Map it is not a valid chart range, the chart is shown with a range of 7.5 nm.

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8.5 SATELLITE TELEPHONE AND DATALINK SERVICES (OPTIONAL)

NOTE: Separate accounts must be established to access the Iridium satellite network for voice and Garmin
Connext for data transmission of maintenance reports.
The GDL 59 Datalink provides an aircraft systems data logger for communication of potential maintenance
issues and, while the aircraft is on the ground, a high speed (IEEE 802.11g) WiFi datalink between the aircraft
and a ground computer network. The GDL 59 can also be paired with an optional GSR 56 Iridium Transceiver
providing an airborne low speed datalink, Iridium Satellite Telephone service and SMS text messaging.
REGISTERING THE SYSTEM WITH GARMIN CONNEXT
A subscriber account must be established prior to using the Iridium Satellite System. Before setting up an
Iridium account, obtain the System ID and serial number of the Iridium Transceiver (GSR2) by performing the
following procedure. Contact Garmin Connext at flygarmin.com.
Registering the system for datalink services:
1) From MFD Home, touch Utilities > Setup > Avionics Status.
2) If necessary, touch the Airframe Tab. Note the System ID number as seen in the following figure. This number
will be needed when contacting Garmin Connext to establish the account.

Figure 8-20  System ID Number Figure 8-21  Iridium Transceiver

Serial Number (GSR2)

3) Touch the LRU Info Tab. Scroll to view ‘GSR2’ and note the serial number (see previous figure), which will also
be needed when contacting Garmin Connext.
4) Contact Garmin Connext to establish an account and receive an access code.
5) From MFD Home, touch Utilities > Setup > Connext Registration > Register.

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Figure 8-22  Connext Registration Display Figure 8-23  Entering the Access Code

6) Enter the access code as shown in the previous figure.

7) Touch the Enter Button.

CONTACTS
Names, telephone numbers, email addresses, and ACARS contact information may be entered and stored.
These contacts may be used to place telephone calls or send email and text messages.
Creating a new contact:
1) From MFD Home, touch Services > Contacts.
2) The ‘Contacts’ Screen is displayed.

Figure 8-24  ‘Services’ Menu Figure 8-25  Contact List

3) Touch the Create New Button at the left of the list.

4) Touch the Name Button, shown in the following figure. The Contact Name entry screen is displayed.

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Figure 8-26  Enter New Contact Info Figure 8-27  Enter Name

5) Enter the name of the new contact as the example shows in the previous figure.
6) Touch the Enter Button.
7) Touch the Telephone Number Button. The Telephone Number entry screen is displayed.

Figure 8-28  Select Telephone Number Figure 8-29  Enter Telephone Number

8) Enter the telephone number of the new contact as the example shows in the previous figure.
9) Touch the Enter Button.
10) Touch the Email Address Button (scroll down as required). The Email Address entry screen is displayed.

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Figure 8-30  Select Email Address Figure 8-31  Enter Email Address

11) Enter the email address of the new contact as the example shows in the previous figure.
12) Touch the Enter Button.
13) Touch the ACARS Alias Button (scroll down as required). The Alias Entry screen is displayed.

Figure 8-32  Select ACARS Alias Figure 8-33  Enter Alias

14) Enter the alias of the new contact as the example shows in the previous figure.
15) Touch the Enter Button.
16) Touch the ACARS IATA Type B Address Button (scroll down as required). The IATA Type B Address entry
screen is displayed.

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Figure 8-34  Select ACARS Figure 8-35  Enter Address

IATA Type B Address

17) Enter the IATA Type B Address of the new contact as the example shows in the previous figure.
18) Touch the Enter Button.
19) Touch the Create Button. The new contact is created and appears in the list of contacts.

Figure 8-36  New Contact Info Complete Figure 8-37  Contact List

Editing a contact:
1) From MFD Home, touch Services > Contacts.
2) Touch the contact you desire to edit.
3) Touch the information field that you would like to edit.
4) When changes are complete, touch the Save Button.

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Deleting a contact:
1) From MFD Home, touch Services > Contacts.
2) Touch the contact you desire to delete.
3) Touch Delete.
4) Touch OK.

Deleting all contacts:

1) From MFD Home, touch Services > Contacts.
2) Touch Options.
3) Touch Delete All Contacts.
4) Touch OK.

TELEPHONE COMMUNICATION

NOTE: Iridium transceiver setup may differ based on aircraft configuration.

The pilot or copilot can place and answer calls on the Iridium satellite network. Ensure telephone audio is
enabled for the pilot and/or copilot when using the satellite telephone feature. See the Audio & CNS section
for information regarding enabling and disabling the telephone audio.
Viewing the ‘Telephone’ Page:
1) From MFD Home, touch Services > Telephone.
2) The ‘Telephone’ Page is displayed.

Figure 8-38  ‘Telephone Services’ Page Figure 8-39  ‘Telephone’ Page

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The ‘Telephone’ Page gives a graphical representation of the current disposition of voice transmissions.

Internal External
Description
Phone Phone

Phone is Idle

Phone is ringing

Phone has a dial tone (off hook) or connected to another phone

Phone dialed is busy

Phone is dialing another phone

Phone has failed

Phone status not known

Phone is disabled

Phone is reserved for data transmission

Calling other phone or incoming call from other phone

Other phone is on hold

Phones are connected

Table 8-2  Telephone Symbols

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ENABLE/DISABLE THE IRIDIUM TELEPHONE SYSTEM

The Iridium Satellite Telephone System may be disabled by the flight crew. When disabled, incoming calls
will not be received and outgoing calls will not be possible from the cockpit.
Enabling/disabling the Iridium telephone system:
1) From MFD Home, touch Services > Telephone.
2) Touch the Iridium #2 Button to display the ‘Iridium #2 Transceiver’ Screen.
3) Touch the Disable Iridium Transmission Annunciator Button to disable (green annunciator as in the following
figure) the transceiver. Touch the button again to enable (gray annunciator) the transceiver.

Figure 8-40  Iridium Transceiver Enabled Figure 8-41  Iridium Transceiver Disabled

INCOMING CALLS
Incoming voice calls from an external telephone phone through the Iridium Satellite Network are annunciated
by a ring tone and flashing TEL Button on the GTC Button Bar, as well as a flashing ‘TEL’ annunciation in the
upper left corner of the PFD display.
Answering a call:
1) Touch the flashing TEL Button. The ‘Notifications’ Screen is displayed.
2) Touch the Answer Button. The call is now connected as indicated. Touching the Ignore Button extinguishes
the new call annunciation and the call remains disconnected.

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Figure 8-42  Incoming Call Notification Figure 8-43  Telephone

Notification Selected

3) When the call is finished, touch the End Call Button to disconnect the call.

NOTE: When calling the Iridium Telephone, if the initiator of the call hangs up, the annunciation does not
disappear for approximately 1 minute.

Figure 8-44  Call Answered

OUTGOING CALLS
Voice calls can be made from the cockpit to an external telephone through the Iridium Satellite Network.
Making a call:
1) From MFD Home, touch Services > Telephone.
2) Touch the Cockpit Phone Button. The ‘Cockpit Phone’ Screen is displayed.
3) Touch the Dial Button. The phone number entry screen is displayed.

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Figure 8-45  Cockpit Phone Status Figure 8-46  Telephone Number Entry

4) Using the number keys, enter the phone number. Touch the Find Button to select a phone number from the
Contact List.
The International dialing sequence is necessary to place a call from the cockpit to an external phone: Country
Code + City/Area Code (if any) + Telephone Number. The following country codes may be used when calling
other satellite telephone systems.

Satellite System Country Code

Inmarsat 870
ICO 8810 or 8811
Ellipso 8812 or 8813
Iridium 8816 or 8817
Globalstar 8818 or 8819
5) Touch the Enter Button. The system now begins establishing a connection. The system will indicate a completed
connection, when the telephone to which the call is made is answered.

Figure 8-47  Establishing a Connection Figure 8-48  Telephone Connected

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Making a call by selecting a contact:

1) From MFD Home, touch Services > Contacts.
2) Touch the button corresponding to the desired contact. The selected contact is displayed (see following figure).

Figure 8-49  Contact List Figure 8-50  Contact Chosen

3) Touch the Call or Send Text Button. A selection screen, as shown in the following figure, is displayed.

Figure 8-51  Select Action to Perform

4) Touch the Make Phone Call Button. The system initiates the call. The system indicates a completed connection
when the telephone is answered.
Ending a call:
1) From MFD Home, touch Services > Telephone.
2) Touch the Cockpit Phone Button. The ‘Cockpit Phone’ Screen is displayed.
3) Touch the End Call Button.

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Figure 8-52  Ending the Call Figure 8-53  System is

Idle After Ending Call

OPTIONS DURING A COCKPIT PHONE CALL

A call connected to the cockpit phone can be placed on hold from the ‘Telephone’ Screen.
During a Call:
1) From MFD Home, touch Services > Telephone.
2) Touch the Cockpit Phone Button. The ‘Cockpit Phone’ Screen is displayed.
3) Touch the Hold Button. The ‘Telephone’ Screen indicates the call is on hold.

Figure 8-54  Placing the Figure 8-55  Hold Activated

Cockpit Phone on Hold

4) Touch the Hold Button again to return to the call.

Or:
5) Touch Open Keypad if you need to enter numbers during a call (e.g., to enter a PIN).
Or:

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6) Touch Silence Radios.

Figure 8-56  Keypad During Call Figure 8-57  Silence Radio Engaged

MANAGING TELEPHONE AUDIO

NOTE: The Push-to-Talk Switch is not utilized for telephone communication. The microphone is active
whenever a call is connected and telephone audio is enabled.
When an incoming call is received, or an outgoing call is made, telephone audio (which includes headset
and microphone) is automatically enabled for either the pilot or copilot, depending on which Touchscreen
Controller was used to make or answer the call. If the pilot or copilot wishes to join an existing call, the
telephone audio must be enabled manually on the appropriate Touchscreen Controller. When the call is
ended, telephone audio is automatically disabled. The green Pilot Audio Annunciator Button indicates
the enabled pilot audio on the pilot-side Touchscreen Controller. The copilot-side controller will, likewise,
indicate a green Copilot Audio Annunciator Button. Pilot and copilot telephone audio can be enabled and
disabled manually by performing the following steps.
Enabling/disabling telephone audio and adjust volume:
1) From MFD Home, touch Services > Telephone.
2) Touch the Cockpit Phone Button. The ‘Cockpit Phone’ Screen is displayed.

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Figure 8-58  Managing Telephone Audio

3) Touch the Pilot Audio or Copilot Audio Annunciator Button to disable telephone audio, including microphone
(gray annunciator).
4) Touch the annunciator button again to enable telephone audio, including microphone (green annunciator).
5) Touch and move the Volume Slider on the appropriate Touchscreen Controller to adjust the telephone volume.

TEXT MESSAGING (SMS)

The pilot or copilot can send and receive text messages on the Iridium satellite network. Messages may be
sent to an email address or text message capable cellular telephone. Message length is limited to 160 characters,
including the email address.
Incoming SMS messages are annunciated by a flashing SMS Button on the GTC Button Bar, as well as a
flashing SMS annunciation in the upper left corner of the PFD display.
Viewing the ‘SMS Text Messaging’ Page:
From MFD Home, touch Services > SMS Text.

Figure 8-59  ‘Services’ Page Figure 8-60  ‘SMS Text Messaging’ Page

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Message Symbol Description

Received text message that has not been opened

Received text message that has been opened

Saved text message, draft not sent

System is sending text message

Text message has been sent

System failed to send text message

Predefined text message

Table 8-3  Text Message Symbols

Sending a text message:

1) From MFD Home, touch Services > SMS Text.

Figure 8-61  ‘SMS Text Messaging’ Page

2) Touch the Draft New Button. The ‘SMS Text Message Draft’ Screen is displayed. The Draft New message
Button is also available from within the Drafts and Outbox Tabs.

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Figure 8-62  Touch ‘To’ Window

3) Touch the ‘To’ Window. A selection screen is displayed. If the text message is to be sent to SMS compatible
telephone, touch the Phone Button. If the message is to be sent to an email address, touch Email.

Alpha buttons are

displayed when the
Email Button is
touched

Numeric buttons
are displayed when
the Phone Button is
touched

Figure 8-63  Select Message Destination Figure 8-64  Enter Number or Address

4) Enter the telephone number or email address. The number or address may be obtained from the Contacts by
touching the Find Button.
5) Touch the Enter Button. The number or address is now displayed.
6) Touch the ‘Message’ Window. The alphanumeric buttons are displayed.

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Figure 8-65  Touch the ‘Message’ Window Figure 8-66  Reply Message

7) Enter the message text.

8) Touch the Enter Button. The message text is displayed in the ‘Message’ Window.

Figure 8-67  Message Ready to Send

9) Touch the Send Button.

Sending a new text message to a saved contact:

1) From MFD Home, touch Services > Contacts.
2) Scroll down as required to find a contact. Touch the contact’s name on the Touchscreen Controller.
3) Touch the Call or Send Text Button.

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Figure 8-68  Touch Call or Send Text Button

4) Touch the Draft SMS Text Message Button. The ‘SMS Text Message Draft’ Page is displayed.
5) Follow the steps in the previous procedure to fill out and send the text message.

Viewing a text message when received:

1) Touch the flashing SMS Button on the Touchscreen Controller. The SMS Text Inbox Tab is automatically
selected and the newly received text message is shown at the top of the list.

Figure 8-69  New SMS Text Figure 8-70  New Text

Message Annunciation Message at Top of List

2) Touch the desired message to display its contents.

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Figure 8-71  New Text Message Contents

3) If desired, touch the Reply Button to create a reply to the message.

4) Touch the Delete Button to delete the message from the list.
5) Touching the Save Contact Button saves the contact information in the system contact list.

Replying to a text message:

While viewing the text message content, touch the Reply Button.
Or:
1) From MFD Home, touch Services > SMS Text.

Figure 8-72  SMS Text Services Selection Figure 8-73  Touch Desired Message

2) Touch the desired text message in the Inbox list. If necessary, scroll to the desired message. The text message
is displayed.
3) Touch the Reply Button. The ‘Opened SMS Text Message’ Screen is displayed.

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Figure 8-74  Message Content Figure 8-75  ‘Opened SMS

Text Message’ Screen

4) Touch the ‘Message’ Window to display the alphanumeric buttons.

Figure 8-76  Message Content Figure 8-77  Reply Message

5) Enter the reply text.

6) Touch the Enter Button. The reply message is displayed.
7) Touch the Send Button. The ‘SMS Message Replied To’ Screen is displayed.

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Figure 8-78  Reply Message Sent

8) If desired, touch the Reply Again Button to resend the reply.

9) Touch the Delete Button to delete the message from the list.
10) Touching the Save Contact Button saves the contact information in the system contact list.

TEXT MESSAGE BOXES

Received text messages reside in the Inbox as ‘Read’ or ‘Unread’ messages. The Outbox contains ‘Sent” and
‘Unsent’ text messages. Saved messages that are meant to be sent later are stored as Drafts.
Viewing Inbox messages:
1) From MFD Home, touch Services > SMS Text.
2) Touch the Inbox Tab. A list of received messages is displayed. The Inbox Tab is selected by default when
accessing the ‘SMS Text Messaging’ Screen.

Figure 8-79  SMS Text Inbox

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Viewing draft messages:

1) From MFD Home, touch Services > SMS Text.
2) Touch the Draft Tab. A list of draft messages is displayed, provided messages have been previously saved.
3) Touch a message to access the Send or Delete Buttons.

Figure 8-80  SMS Text Drafts

Viewing Outbox messages:

1) From MFD Home, touch Services > SMS Text.
2) Touch the Outbox Tab. A list of sent or unsent messages is displayed.
3) Touch a message to access the Send Again, Delete, and Save Contact Buttons.

Figure 8-81  SMS Text Outbox

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MANAGING TEXT MESSAGES

The following table illustrates the various message status icons.

Message Symbol Description

Received text message that has not been opened

Received text message that has been opened

A reply has been sent for this text message

Saved text message, draft not sent

System is sending text message

Text message has been sent

System failed to send text message

Table 8-4  Text Message Symbols

The viewed messages in the Inbox, Outbox, or Drafts may be listed according to the date/time the message
was sent or received or by message address.
Viewing messages sorted by message date/time:
1) From MFD Home, touch Services > SMS Text.
2) Touch the Options Button. The ‘Sort Messages By’ selections are displayed.

Figure 8-82  Message Sort Options

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3) Touch the Time Button. A green annunciator indicates an active selection.

4) Touch the Back Button to return to the previously selected message box.

Viewing messages sorted by address:

1) From MFD Home, touch Services > SMS Text.
2) Touch the Options Button. The ‘Sort Messages By’ selections are displayed.
3) Touch the Address Button. A green annunciator indicates an active selection.
4) Touch the Back Button to return to the previously selected message box.

Marking all messages as read:

1) From MFD Home, touch Services > SMS Text.
2) Touch the Options Button. The selection buttons are displayed.
3) Touch the Mark All Read Button.
4) Touch the Back Button to return to the Inbox. All messages in the Inbox now indicate they have been opened.

Deleting all messages:

1) From MFD Home, touch Services > SMS Text.
2) Touch the Options Button. The selection buttons are displayed.
3) Touch the Delete All Messages Button. A confirmation screen is displayed.

Figure 8-83  Confirm Deletion of Messages

4) Touch the OK Button.

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8.6 ACARS (OPTIONAL)

The Aircraft Communications Addressing and Reporting System (ACARS) is a datalink system used for sending
information and messages between the aircraft and ground facilities. There are two parts to the ACARS, an
airborne (aircraft) component and a ground component The airborne component consists of the avionics and the
datalink system (DLS). The ground component of the network consists of everything from the ground stations
and satellites to the end systems used by operation centers including airlines and hosts.
The ACARS network component can be divided into three major subcomponents; network stations, Datalink
Service Provider (DSP), and ATS/AOC end systems. These are summarized as follows:
• The network stations provide a means to route data to and from the aircraft via ground stations and satellites.
• The DSP manages data received from the aircraft and network systems to ensure proper routing.
• ATS and AOC end systems collect data transmitted from the aircraft and generate reports and data that are sent
back to the aircraft.
AIR-GROUND COMMUNICATION LINK
The ACARS DLS is linked to the ATS and AOC through an analog (POA, Plain Old ACARS) and digital (AOA,
ACARS over AVLC) VHF radio connection or Iridium Satellite.
The analog VHF Datalink or VDL Mode A (POA) communicates at a 2400 bps data rate when in line of sight
of a supporting VHF ground station. Effective data rates may be significantly lower in congested airspaces.
The digital VHF Datalink or VDL Mode 2 (AOA) communicates at a 31,500 bps data rate when in line of sight
of a supporting VDL Mode 2 ground station.
The Iridium Satcom link communicates at a 2,400 bps data rate when in coverage of an Iridium Satellite.
Following is a test procedure to ensure the ACARS Iridium Transceiver Unit (GSR 56) is properly
communicating over the Iridium Network and displaying a valid (green) checkmark for the communications
status. For assistance contact Garmin at flygarmin.com.
Verifying ACARS communication status:
1) From MFD Home, touch Utilities > Setup > Avionics Status.
2) Touch the LRU Info Tab and scroll to GSR1 if necessary. A green checkmark indicates the GSR1 is communicating
with the flight deck. Ensure a serial number is showing for the GSR1, which indicates the unit is communicating
with the Iridium network.
3) From MFD Home, touch Services > ACARS.
4) In the ‘Link Status’ Pane, ensure there is a box labeled SATCOM.
a) If there is a box labeled VHF, disable the corresponding radio to force all ACARS traffic over the SATCOM
link.
b) This is completed by selecting the Audio & Radios Button, viewing the Pilot Tab, scrolling to the COM3/
GDR radio.
c) If the Control column shows Datalink, select Datalink and touch OK to the Disable Datalink Mode dialog
box. The GDR radio will now be in voice mode. Navigate back to the ‘ACARS’ Page to verify the VHF box
indicates voice mode.
5) From MFD Home, touch Services > ACARS.

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6) In the ‘Link Status’ Pane, if the SATCOM box displays an amber ‘X’ the ACARS system has not been able to
establish or maintain a connection with the ACARS network.
a) The point of this test is to verify if ACARS traffic can make it from the aircraft, through the ACARS network
and to the ACARS Host provider. The ‘SATCOM Status’ Box should show a green check which indicates the
avionics have initiated ACARS communications with the ACARS network.
b) If the ‘SATCOM Status’ Box continues to display an amber X, toggle the ACARS Enabled Button OFF and
then back ON. Wait 5 minutes.
c) If a green check does not show in the ‘SATCOM Status’ Box, power cycle the GSR 56.
d) If an amber X continues to be displayed, check the physical installation on the aircraft and verify the
positioning of the GSR 56’s antenna will allow for connection to an overhead satellite.
Verifying connection with the ACARS Host Provider:
Once able to maintain a green check in the SATCOM status box, verify the avionics can send and receive data
with the ACARS Host provider.
1) From MFD Home, touch Services > ACARS > Weather.
2) Touch the Define Weather Request Button. On the ‘ACARS Weather Coverage’ Page, press the Add
Waypoint Button. Since not all airports will have weather data available, select a few major airports such as
KORD, KJFK, KLAX, EGLL, etc.

Figure 8-84  Touch Define Figure 8-85  ‘ACARS Weather

Weather Request Coverage’ Page

3) After selecting airports, navigate back to the ‘ACARS Weather Settings’ Page. On the right side of the screen,
select some weather products by toggling the Request Buttons. Recommended products are TAFs, METARs and
METRO Wx.
4) When ready to send the request, press the Send Request Button.
a) At the top of the ‘ACARS Weather Setting’s Page, there is a Data Request text box. After pressing the Send
Request Button there will be text that states Request Queued [time]. The state will change to Request Sent
[time] if the downlink is able to be sent.

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Figure 8-86  ‘Request Queued 17:28 utc’

5) From MFD Home, touch Waypoint Info > Airport. Navigate to the airports that were requested in the
weather request and view the METAR/TAF and Metro Weather Tabs. There will be data, as reported by the
ACARS Host provider, filled in these tabs.
6) As a secondary test, from MFD Home touch Services > ACARS > Messages.
a) Press the Draft New Button.
b) Press the To Button and press the Email Address Button from the list. Type in a destination email address
and touch the Enter Button.
c) Next press the Message Button, type TEST and press Enter.
d) Press the Send Button. An email should be received by the destination email address. The sender will be
identified by the sending aircraft’s tail number and ACARS Host provider’s domain.

Figure 8-87  Sending an ACARS

Test Message
If these tests are successful it will indicate proper configuration of the GSR 56’s Iridium account. If the request
for weather data does not get out of the Request Queued state and if the email does not get delivered to the
destination email, it is possible the Iridium account has not been configured correctly. Troubleshooting with the
ACARS Host provider will be needed to ensure the GSR 56 has been configured to route correctly.

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DATALINK SERVICE PROVIDER

The Datalink Service Provider, or DSP, connects the network stations to AOC and ATS end systems. The DSP
also provides a means for ground facilities to communicate with each other through ground-ground message
formats.
Currently, there are two primary DSPs, ARINC and SITA. These two networks maintain ACARS coverage in
most areas around the globe. There are four regional providers that provide ACARS coverage in areas where
ARINC and SITA lack coverage. The four regional providers are ADCC of China, AEROTHAI of Thailand,
AVICOM of Japan, and DECEA of Brazil. While ARINC and SITA do not have direct control over the regional
networks, contractual agreements exist between the primary providers and the regional providers such that
ARINC and SITA customers may route ACARS data through the regional providers as though they were part of
the primary networks.
Each primary DSP offers identical VHF capabilities, although they differ in coverage areas around the world.
It is important to point out that ARINC and SITA maintain separate ground stations. This means that ARINC
does not have access to data routed to SITA and vice versa.
END SYSTEM SERVICES
ACARS end system services are divided into two categories: Air Traffic Services (ATS) and Aeronautical
Operational Control (AOC). ATS services are restricted by formats and operational guidance outlined in
standards. AOC services are built around custom requirements from operation centers and customers. All ATS
services are protected by logic that prevents undetected data corruption, whereas only a select number of AOC
services offer additional data corruption protection due to the data being less critical than ATS services. AOC
services can be further broken down into subcategories consisting of general services and weather products.
The following sections describe the services offered by each category.
AIR TRAFFIC SERVICE (ATS)
The ACARS provides the following for communicating directly with air traffic facilities:
»» D-ATIS – Digital Automatic Terminal Information Service (D-ATIS) provides the ability to request and
receive digital ATIS information from supported airports around the world over the ACARS datalink.
»» TWIP – Terminal Weather Information for Pilots (TWIP) allows for requesting and receiving text-based
terminal weather conditions from supported airports.
»» Departure Clearance – Pre-departure Clearances (PDC) and Departure Clearances (DCL) provides the
ability to request and receive clearances from supported airports over the ACARS datalink. This supports
the world wide (DCL) in addition to the US (PDC) clearance formats. The key difference between DCL
and PDC is DCL is directly requested from airport ATC while PDC is requested from the aircraft’s operation
center. PDC’s are delivered to the aircraft’s operation center from ATC prior to departure time.
AERONAUTICAL OPERATIONAL CONTROL (AOC)
The ACARS provides the following for communicating directly with operation centers:
»» Flight Plan Upload – The Flight Plan Upload application allows the crew to request and upload flight
plans from the operation center. With the Flight Plan Upload application, the crew is provided with an
interface to query for a list of all available flight plans within the next 24 hours. The crew subsequently
has the option to select a flight plan from the list to initiate datalink upload. When upload of a flight plan
is initiated, the ACARS DLS retrieves the flight plan from the operation center via ACARS datalink. Fight
Management System (FMS) importing is built into the application to eliminate the need for manual entry
of flight plans.

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»» ACARS Messages – ACARS Messages encompasses a collection of services involving generating and
receiving free text messages. With ACARS Messages, the crew has the ability to exchange free text messages
with operation centers (including hosts), phone numbers (if supported by operation center), fax machines,
emails, and AFTN/IATA Type B addresses. When supported by the operation center, requests for concierge
service can be initiated through the ACARS Messages application.
»» Flight System Messages (FSM) – FSMs are actually provided by the Air Traffic Service and are displayed
as an ACARS Message. These messages provide feedback on pending ATS service requests and read backs.
The messages do not require confirmation and only provide status updates or rejections.
»» Weather Applications - The following list of weather products are available from the AOC. Weather
products expire 60 to 90 minutes after the message timestamp, depending on the product. Expired weather
data is periodically purged from the displays.
ƒƒ METAR – Aviation Routine Weather Report. Request and receive METARs from the operation center for
observed surface weather conditions at airports around the world.
ƒƒ TAF – Terminal Aerodrome Forecast. Request and receive TAFs from the operation center for airports
around the world.
ƒƒ PIREP – Pilot Report. Request PIREPs from the operation center using waypoints and airport identifiers.
Generally, PIREP’s are associated with nearby airports; however, availability may vary depending on the
contracted operation center. PIREP reports generally consist of weather conditions and observations
recorded between pilots and ATC facilities. Each report is assigned a location based on bearing and
distance from known waypoint identifiers.
ƒƒ Metro Wx – Metropolitan Weather. Request Metro Wx reports from the operation center using airport
identifiers. While there is not a standardized format for Metro Wx reports, they generally summarize
the weather conditions and forecasts associated with metropolitan areas surrounding airports. The
availability of Metro Wx is dependent on the operation center and the airport requested.
ƒƒ NOTAM - Notice to Airmen. The ACARS Weather application allows the flight crew to request NOTAMs
specific to one or more airport identifiers. When NOTAMs are received they are shown in textual format
using the preexisting ‘Airport Information’ Page. NOTAMS do not expire and will clear upon power cycle
of the flight deck. Up to 40 total NOTAMs can be stored at once and up to 2 per airport.
»» Position Reports – When enabled, and supported by the operation center, the ACARS automatically
generates periodic position reports which are transmitted to the operation center at intervals determined
by the flight crew.
»» Out/Off/On/In (OOOI) Reports – When enabled by the crew, the ACARS avionics automatically sends
Out-of-the Gate, Off-the-Ground, On-the-Ground, and In-the-Gate Reports to the operator’s AOC. Each of
these reports contains various data fields ranging from departure and destination airports to fuel on board.
The reports are used by the ACARS networks to manage traffic and by the operation centers to generate
notification emails and alerts for recipients associated with each aircraft.
ACARS CONNECTION
When ACARS is enabled on the system automatically attempts to establish communication with the ground
networks on system initialization. A link test is generated by the system to check for network availability once
the system receives permission to send. Permission to send is derived from either previous knowledge of a
VHF frequency or from detecting a valid network on a current frequency. Once the ground acknowledges the
reception of the link test message, Datalink System (DLS) communication is established.

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The ACARS Link Status is shown on the ‘ACARS’ Screen on the Touchscreen Controller. When the system
is initially powered on and connection has not yet been established, a question mark is displayed in the Link
Status check box.

Figure 8-88  Unknown Link Status

When a connection is established, a check mark is displayed in the Link Status check box. The type of
connection is also shown the right of the check box. This indication may aid in deciding the type of products
to request due to the significant uplink speed difference between analog POA, digital AOA and Iridium Satellite.

Figure 8-89  ACARS Connected to AOA Figure 8-90  ACARS Connected to POA
Network and SATCOM Network without SATCOM
When the DLS has lost network connection, a System Message indicating loss of connectivity is displayed.
The lack of an established connection is referred to as a NOCOMM condition.

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Figure 8-91  ACARS Connection Lost

In this condition, the Link Status check box displays ‘Scanning Digital’ for a VDLM2 AOA digital connection
(see following figure). When the system is scanning an analog POA station, ‘Scanning Analog’ is displayed as
seen in the following figure.

Figure 8-92  ACARS Scanning Digital VHF Figure 8-93  ACARS Scanning Analog VHF
Messages generated for the various services are queued in the ACARS and transmitted once communication
is resumed.
Enabling/disabling ACARS:

NOTE: If the GDR 66 is off, the VHF link status shows as “VHR - Searching Analog.”
1) From MFD Home, touch Services > ACARS
2) Touch the ACARS Enabled Button. A green annunciator indicates the ACARS is enabled. When disabling the
ACARS, a confirmation screen is displayed.
3) Touch the OK Button to disable ACARS. A gray annunciator indicates the ACARS is disabled.

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Figure 8-94  ACARS Disable

Confirmation

Figure 8-95  ACARS and SATCOM Disabled

Accessing ACARS host information:

1) From MFD Home, touch Utilities > Setup.
2) Touch the Avionics Status Button. Upon selection of the Data Link Tab, touch the ACARS Button.
ACARS Diagnostics information is displayed. For reference, frequencies may be accessed by scrolling down and
selecting the Analog Frequency Reference Table Button.

Figure 8-96  ‘Avionics Status’ Page Figure 8-97  ‘ACARS Diagnostics’ Page

ATS SERVICES
In addition to the following ATS services, the Flight System Message (FSM) service can send text messages
referencing open ATS requests. ATC facilities can provide message rejection or feedback on message processing.
For example, a message could specify that a Departure Clearance request was rejected because the flight plan
was not submitted to ATC and the crew must revert to voice procedures. FSM messages are displayed on the
ACARS Messaging display.

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FSM only supports feedback for D-ATIS and Departure Clearances (DCL). TWIP is not included as part of
the FSM response types. FSM messages do not require confirmation and can only be used to extend the waiting
period or to reject a message. In addition, any FSM uplink containing a message not formatted as specified
in EUROCAE ED-85A and ED-89A are automatically rejected. Rejection of an FSM uplink triggers a System
Message indicating the uplink has been rejected. This makes the pilot aware of the issue, allowing for possible
reversion to voice procedures.
D-ATIS
The Digital Automatic Terminal Information Service (D-ATIS) feature provides the ability to request and
receive textual ATIS information for a specific airport on the ‘ACARS D-ATIS’ Screen on the Touchscreen
Controller. Each D-ATIS report indicates the report is an Arrival or Departure D-ATIS and provides the ATIS
version identifier (ATIS Indicator) required for requesting clearances. Each report is also accompanied by a
timestamp to allow for verification. The report may contain information such as runway surface conditions,
transition levels, presence of obstacles, and airport weather conditions. Multiple reports may be listed, with
the most current report displayed at the top of list.
The ACARS does not provide automatic updates of D-ATIS information. To get the most current information,
make a new request.
Requesting/viewing D-ATIS for a specific airport:
1) From MFD Home, touch Services > ACARS > D-ATIS.

Figure 8-98  D-ATIS Screen for Last Figure 8-99  Change Airport
Selected Airport for KDEN D-ATIS
2) The ‘ACARS D-ATIS’ Screen is displayed with the last airport selected displayed. To change airports, touch the
Airport Selection Button to display the alphanumeric keys.
a) Enter the desired airport using the alphanumeric keypad.
b) Touch the Enter Button.
3) Touch the Request Button.

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Figure 8-100  Request KDEN D-ATIS Figure 8-101  D-ATIS Request Options
4) Touch the Departure or Arrival Button, as appropriate.

Figure 8-102  D-ATIS Request Sent Figure 8-103  D-ATIS Message

5) When the selected ATIS request is received by the D-ATIS service, ‘Request Sent’ is displayed. When the ATIS
message is received from the D-ATIS service, it is displayed in the window below the Request Button. A
message is also displayed on the ‘Notifications’ Screen and can viewed by touching the ACARS Message
Button.

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Figure 8-104  D-ATIS Received Notification

TWIP
The TWIP feature provides the ability to request, receive, and view TWIP information on the Touchscreen
Display. Similar to D-ATIS, each TWIP report originates from an airport ATS server and provides the crew
with free text descriptions of weather conditions near an airport.
The ACARS does not provide automatic updates of TWIP reports. To get the most current information,
make a new request.
Refer to the Hazard Avoidance section for a more detailed discussion of the TWIP feature.
PRE-DEPARTURE CLEARANCES (PDC) / DEPARTURE CLEARANCES (DCL)
The Departure Clearance feature provides the ability to request and receive departure clearances from
ATC via datalink, instead of voice communication. This service is available when departing an airport that
supports PDC or DCL service (DCL applicable to Link 2000/European Operations). Since only one departure
clearance is relevant at any given time, the ACARS shows only the most recent pending or accepted clearance
uplink. From the PDC/DCL service, the ability to request clearances, accept or reject pending clearances,
and view previously accepted clearances are provided. When making a new request, additional information
is required. Some of the information required, such as flight identification, is automatically populated from
other parts of the system (if present) while other information such as Gate Number requires manual entry.
A request cannot be sent unless all of the required information is present. When a valid clearance uplink is
received by the ACARS, the clearance is placed in the ‘Pending’ window on the ‘ACARS Departure Clearance’
Screen. When the pending clearance is accepted, the ACARS generates a readback downlink confirming the
acceptance of the clearance to ATC. When a clearance is rejected, the clearance uplink is deleted from view,
and operational guidelines state reversion to voice communication is required. General Aviation operators are
limited to one PDC/DCL per terminal per day.
Requesting, viewing, accepting and/or rejecting a departure clearance:
1) From MFD Home, touch Services > ACARS > Departure Clearance.
2) Touch the Request Button. The ‘Request Departure Clearance’ Screen is displayed.

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Figure 8-105  Request Departure Clearance Figure 8-106  Enter Clearance

Request Information

3) Touch each of the information buttons, and, if necessary, enter the appropriate information using the
alphanumeric keys. Some entries may be pre-filled by the System.
4) Touch the Send Button to send the request. When the requested is successfully received “Request Sent” is
displayed.

Figure 8-107  Departure Figure 8-108  New Clearance is Received

Clearance Sent

5) When the departure clearance is received by the ACARS, a confirmation screen is displayed. Touch the OK
Button. An FSM message notification is also displayed on the ‘Notifications’ Screen. Touch the Notification
Button to display the status.

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Figure 8-109  Request Figure 8-110  Clearance

Received FSM Message Request Status Message

6) When the DCL or PDC is received by the ACARS, it is displayed as a ‘Pending’ clearance. If necessary, touch the
Pending Tab to view the clearance.

Figure 8-111  New Clearance is Pending Figure 8-112  Accept Clearance

7) To accept the clearance, touch the Accept Button. A confirmation window is displayed.
8) Touch the OK Button. Any previously accepted clearances are deleted and the newly accepted clearance is
displayed from the Accepted Tab.

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Figure 8-113  Accepted Clearance Displayed

9) Touch the Reject Button to reject the clearance. An FSM Notification Message is displayed. Touch the
Notification Button to display the status message. Establish voice communication with ATC.

Figure 8-114  Clearance Rejected Figure 8-115  Clearance Status - Rejected

FSM Notification

OCEANIC CLEARANCES (OCL)

When transitioning between certain Continental and Oceanic airspace, the flight crew must obtain an
Oceanic Clearance (OCL). The OCL application provides the flight crew with the ability to request and
receive an OCL from ATC using the ACARS datalink in place of voice communication. From the OCL service,
the ability to request clearances, accept or reject pending clearances, and view previously accepted clearances
are provided. Some of the information required, such as flight identification, is automatically populated from
other parts of the system (if present) while other information will require manual entry. A request cannot
be sent unless all of the required information is present. When a valid clearance uplink is received by the
ACARS, the clearance is placed in the ‘Pending’ Window on the ‘ACARS Oceanic Clearance’ Screen. When
the pending clearance is accepted, the ACARS generates a readback downlink confirming the acceptance of
the clearance to ATC. When a clearance is rejected, the clearance uplink is deleted from view, and operational
guidelines state reversion to voice communication is required.

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Requesting viewing, accepting and/or rejecting an Oceanic Clearance:

1) From MFD Home, touch Services > ACARS > Oceanic.
2) The ‘ACARS Oceanic Clearance’ Screen is displayed with the Pending Tab selected. To request an Oceanic
Clearance, touch the Accepted Tab and then touch the Request Clearance Button.

Figure 8-116  Pending Clearance Screen Figure 8-117  Accepted Clearance Screen

3) Touch each of the information buttons, and, if necessary, enter the appropriate information using the
alphanumeric keys.

NOTE: The “Flight ID” Field is pre-filled automatically from the Transponder Flight ID.
4) Touch the Send Button to send the request. When the requested is successfully received ‘FSM - Oceanic
Clearance Request Received’ is displayed.

Figure 8-118  Enter Clearance Figure 8-119  OCL Request Received

Request Information

5) When the OCL clearance is received by the ACARS, a message notification is displayed on the Notifications
Screen. Touch the ACARS Button to display the status.

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Figure 8-120  ACARS Message Received Figure 8-121  ACARS OCL

Clearance Received

6) When the OCL is received by the ACARS, it is displayed as a ‘Pending’ clearance. If necessary, touch the
Pending Tab to view the clearance.
7) To accept the clearance, touch the Accept Clearance Button. A confirmation window is displayed.

Figure 8-122  OCL in Pending Status Figure 8-123  Accept OCL Confirmation

8) Touch the OK Button. Any previously accepted clearances are deleted and the newly accepted clearance is
displayed from the Accepted Tab.

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Figure 8-124  Accepted Clearance Displayed

9) Touch the Reject Button to reject the clearance. An FSM Notification Message is displayed. Touch the
Notification Button to display the status message. Establish voice communication with ATC.

AOC SERVICES
The following services are provided through ACARS AOC providers.
FLIGHT PLAN REQUEST
To make a flight plan available for upload to the ACARS, the flight plan must first be submitted to the AOC.
The Flight Plan Request is then made through the ACARS to upload a list of the previously submitted flight
plans available for the next 24 hours and request individual flight plans using recall numbers provided by the
list. The flight plan list provided by the AOC may contain up to ten flight plans; each identified by a recall
number as well as a brief description.
Uploading Flight Plans
Each flight plan has an associated request button that also serves as indication of whether a flight plan
was requested or successfully received. When a flight plan is successfully received it may be imported to
the FMS as a standby flight plan.
Requesting a list of available flight plans:
1) From MFD Home, touch Services > ACARS > Flight Plan Request.

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Figure 8-125  List of Available Flight Plans

2) Touch the Refresh List Button. ‘Refreshing Flight Plan List...’ will be displayed while the list is being uploaded.
When the list is successfully uploaded the available flight plans are displayed. This list will update automatically
as more flight plans become available.

Figure 8-126  Refreshing List of Figure 8-127  Request the

Available Flight Plans Desired Flight Plan

3) Touch the Request Button associated with the desired flight plan. When the upload is complete, the Import
Button is displayed. A ‘Flight Plan Received’ message is also displayed on the Notifications Screen.

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Figure 8-128  Requested Figure 8-129  Requested Flight Plan

Flight Plan is Uploading Available for Import

4) Touch the Import Button to import the flight plan as the current Standby Flight Plan. An ‘Importing...’ message
will display while the FMS is importing the flight plan. Refer to the discussion on Standby Flight Plans in the
Flight Management section.
When flight plans containing departure/arrival procedures and transitions are received without specifying
runway information, a runway selection screen is displayed to complete the importing of the flight plan.

Figure 8-130  Accepted Clearance Displayed

Flight Plan Upload Errors

When a flight plan contains invalid data such as a non-existent waypoint identifier, a loading error
message is displayed. A different flight plan may be requested or a new flight plan list may be uploaded if
the previously listed flight plan options have been exhausted.
If the flight plan contains syntax errors detected during the process of receiving and processing the
upload, an error message is displayed.

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Figure 8-131  Invalid Flight Plan Data Figure 8-132  Flight Plan Syntax Error
After touching OK on either of these error displays, a ‘Failed’ indication is displayed on the associated
flight plan button. A different flight plan may be requested or imported.

Figure 8-133  Flight Plan Upload Failed

NORTH ATLANTIC TRACK (NAT) MESSAGES

NAT Messages provide the flight crew with the ability to request and receive the current active NAT routes.
NAT messages are requested using the ‘Oceanic’ Screen. When on this screen, an option to request an
Eastbound or Westbound NAT Message is given. The ATC operations center is responsible for sourcing the
data and will uplink the applicable NAT Message. The NAT Messages will be shown as a textual display of
the published NAT routes that are currently active.
Requesting and viewing a NAT Message:
1) From MFD Home, touch Services > ACARS > Oceanic.
2) The ‘ACARS Oceanic Clearance’ Screen is displayed. To request an Oceanic Clearance , touch the NAT Messages
Tab and then touch Request Message.

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Figure 8-134  NAT Message Request Screen Figure 8-135  NAT Message
Choose Message Type

3) Touch either the Eastbound or Westbound Button. When the requested is successfully received, “Request
Sent” is displayed.
4) When the NAT Message is received by the ACARS, a message notification is displayed on the ‘Notifications’
Screen. Touch the ACARS Button to view the message status.

Figure 8-136  ACARS Message Received Figure 8-137  NAT Message Received

5) Touch the NAT Message Received Button and then touch the NAT Messages Tab. The text of the NAT
Message will be displayed in the ‘NAT Messages’ Window.

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 ADDITIONAL FEATURES

Figure 8-138  NAT Message Accepted

ACARS MESSAGES
ACARS Messages combines multiple types of ACARS messaging into a single feature for creating text
messages designated for different types of recipient addresses. The ACARS provides address type identification
to the AOC for ACARS messages and does not directly contact the intended recipient.
Messages received from ACARS applications will be annunciated by an “Incoming Message” aural alert.
If power is interrupted to the MFD or to a Touchscreen Controller, then upon LRU power-on, the system
will annunciate “Incoming Message” if there are any un-viewed messages from ACARS applications or SMS
Messages in the Inbox.
Certain datalink messages are stored in memory that persists after a full avionics power cycle. If these
messages remain stored in the system, they may cause an “Incoming Message” aural alert when applying
power to the avionics. This can be prevented by removing messages with the following procedure.

NOTE: Do not remove messages that are still needed for flight operations.

Deleting ACARS messages:

1) From MFD Home, touch Services > ACARS > Oceanic > Pending.
a) On the ‘ACARS Oceanic Clearance’ Page, delete all pending messages.
2) From MFD Home, touch Services > ACARS > Departure Clearance > Pending.
a) On the ‘ACARS Departure Clearance’ Page, delete all pending messages.
3) From MFD Home, touch Services > ACARS > Messages > Inbox.
a) Touch the Options Button.
b) Touch the Delete All Messages Button. A confirmation screen is displayed.

Address Types
The ACARS supports the following address types, however, each AOC/host may offer different levels of
support for each address type.

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Phone Numbers
Addressing by phone number allows for voice relay sponsored by the ACARS host to deliver messages.
The availability of this feature is dependent on the host configured.
Alias
Aliases are used to replace lengthy addresses, such as emails or distribution lists, with a shortened
representation of the address or list. A mapping/list of aliases must be established with the AOC prior
to operation to ensure proper interpretation. Example aliases may be terms such as “Delivery Code” or
“Distribution Code.”
Email Address
Addressing by email address allows the AOC to route messages to email addresses.
Tail Number
Addressing by tail number allows the AOC to send text messages to other aircraft. The availability of
this feature is dependent on the configured host.
Host Request/Concierge
When using the Host Request/Concierge option, the message is automatically addressed for the
operation center. The “To” field is then used to represent the intended recipient of the request while a
“From” field is added to identify the origin of the request.
Generally, when concierge service is requested, the “From” field represents the passenger/crew
requesting the concierge service while the “To” field represents the target for the concierge request such
as a hotel or a limo company. The following is an example of a concierge request:
Message Type: Concierge
To: KMCI FBO
From: John Smith (Pilot)
Message: Please check fuel pricing at KMCI FBO
As shown, the concierge message format allows for the designation of a target and destination of a
request. The request would subsequently be fulfilled by the operation center, if supported.
Aeronautical Fixed Telecommunication Network (AFTN)
Addressing by AFTN address allows for using the AOC to route messages directly to airport facilities.
The AFTN network consists of end systems at various airports identified by eight-character addresses. The
first four characters of the address represents the associated ICAO airport identifier while the latter four
characters designate the destination end system within all of the addresses associated with the airport.
This allows for sending messages directly to facilities such as airline offices and control towers associated
with an airport. The availability of this feature is dependent on the configured host.
IATA Type B
Addressing by IATA Type B allows for using the AOC to send messages directly to end systems on the
ground-ground network associated with ACARS. IATA Type B connectivity is maintained by ARINC and
SITA to allow various ground facilities to pass messages to one another. When a message generated and
designated for an IATA Type B address, the associated operation center is responsible for forwarding the
message to the intended recipient. IATA Type B addresses consist of seven characters, each representing
a different private entity on the ground-ground network. The availability of this feature is dependent on
the configured host.

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Fax
Addressing by fax machine numbers allows for the use of the AOC to send faxes. Note that destinations
for fax machines are distinguished from phone numbers to provide clarity for the AOC when downlinks
are received. This feature is only available if routing is supported by the operation center.
Viewing an ACARS message when received:
1) Touch the flashing ACARS Button. The ACARS Inbox Tab is automatically selected and the newly received
ACARS message is shown.

Figure 8-139  New ACARS Figure 8-140  New ACARS Message

Message Annunciation

2) Touch the message to display its contents.

Figure 8-141  New ACARS Message Contents

3) If desired, touch the Reply Button to create a reply to the message.

4) Touch the Delete Button to delete the message from the list.

Reply to an ACARS message:

While viewing the text message content, touch the Reply Button.
Or:

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1) From MFD Home, touch Services > ACARS > Messages.

Figure 8-142  Touch Desired Message

2) Touch the message in the Inbox list. If necessary, scroll to the desired message. The ACARS message is
displayed.
3) Touch the Reply Button. The ‘ACARS Text Message Draft’ Screen is displayed.

Figure 8-143  ACARS Message Content Figure 8-144  New Reply Message Screen

4) Touch the ‘Message’ Window to display the alphanumeric buttons.

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Figure 8-145  Enter Message Figure 8-146  Reply Message Content

5) Enter the reply text.

6) Touch the Enter Button. The reply message is displayed.
7) Touch the Send Button.

Sending an ACARS message:

1) From MFD Home, touch Services > ACARS > Messages.

Figure 8-147  Select Draft New

2) Touch the Draft New Button. The ‘ACARS Text Message Draft’ Screen is displayed. The Draft New Message
Button is also available from within the Drafts and Outbox Tabs.

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Figure 8-148  Touch ‘To’ Window

3) Touch the ‘To’ Window. A selection screen is displayed. If necessary, scroll through the list of available address
types for sending the message.

Figure 8-149  Address Type Selection

4) Touch the button corresponding to the desired address type. An entry screen suitable to the address type
selected is displayed.

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Alpha buttons are Alpha buttons are

displayed when displayed when the
the Alias Button is Tail Number Button is
touched touched

Numeric buttons Alpha buttons are

are displayed when displayed when the
the Phone Number Email Address Button
Button is touched is touched

Alpha buttons are

displayed when Alpha buttons are
the Host Request/ displayed when the
Concierge Button is AFTN Address Button
touched and the From is touched and the
address is entered Facility Code is entered

Alpha buttons are Alpha buttons are

displayed when displayed when the
the Host Request/ AFTN Address Button
Concierge Button is is touched and the
touched and the To Location Indicator is
address is entered entered

Numeric buttons are

displayed when the
Fax Machine Button
is touched

Alpha buttons are

displayed when the
IATA Type B Address
Button is touched

Figure 8-150  Address Type Entry Screens

5) Enter the pertinent information using the alphanumeric keys.

6) Touch the Enter Button. The address is now displayed.
7) Touch the ‘Message’ Window. The alphanumeric buttons are displayed.

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Figure 8-151  Touch the ‘Message’ Window Figure 8-152  Reply Message

8) Enter the message text.

9) Touch the Enter Button. The message text is displayed in the ‘Message’ Window.

Figure 8-153  Message Ready to Send

10) Touch the Send Button.

Managing ACARS Messages

The following table illustrates the various message status icons.

Message Symbol Description

Received ACARS message that has not been
opened

Received ACARS message that has been opened

A reply has been sent for this ACARS message

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Message Symbol Description

Saved ACARS message, draft not sent

System is sending ACARS message

ACARS message has been sent

System failed to send ACARS message

Table 8-5  ACARS Message Symbols

The viewed messages in the Inbox, Outbox, or Drafts may be listed according to the date/time the message
was sent or received or by message address.
Viewing messages sorted by message date/time:
1) From MFD Home, touch Services > ACARS > Messages.
2) Touch the Options Button. The ‘Sort Messages By’ selections are displayed.

Figure 8-154  Message Sort Options

3) Touch the Time Button. A green annunciator indicates an active selection.

4) Touch the Back Button to return to the previously selected message box.

Viewing messages sorted by address:

1) From MFD Home, touch Services > ACARS > Messages.
2) Touch the Options Button. The ‘Sort Messages By’ selections are displayed.
3) Touch the Address Button. A green annunciator indicates an active selection.
4) Touch the Back Button to return to the previously selected message box.

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Marking all messages as read:

1) From MFD Home, touch Services > ACARS > Messages.
2) Touch the Options Button.
3) Touch the Mark All Read Button.
4) Touch the Back Button to return to the Inbox. All messages in the Inbox now indicate they have been opened.

Deleting all messages:

1) From MFD Home, touch Services > ACARS > Messages.
2) Touch the Options Button.
3) Touch the Delete All Messages Button. A confirmation screen is displayed.

Figure 8-155  Confirm Deletion of Messages

ACARS WEATHER
ACARS weather data includes TAFs, METARs, PIREPs, NOTAMs, and Metropolitan Weather (Metro Wx).
All are presented in a textual format on the Touchscreen Controller. In addition, METAR and PIREP flags are
displayed as overlays on the ACARS Weather Map.
The ACARS provides an interface to request the type of weather data and the desired airport identifiers for
weather reports. The user interface also provides for setting the frequency of periodic requests.
Refer to the Hazard Avoidance section for a more detailed discussion of the ACARS Weather feature.
OUT/OFF/ON/IN (OOOI) REPORTING
OOOI reporting provides for generating OOOI Reports for use by the operator. OOOI Reports, or ‘Out of
the Gate’, ‘Off the Ground’, ‘On the Ground’, and ‘In the Gate’ Reports, are generated when the appropriate
triggering events occur on the aircraft.
The following illustrates the events required to trigger the generation of each report:
»» Out of the Gate - Engine running, cabin door locked, and parking brake released
»» Off the Ground - Weight on Wheels Sensor detects the aircraft is off the ground
»» On the Ground - Weight on Wheels Sensor detects the aircraft is on the ground subsequent to the aircraft
being off the ground

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»» In the Gate - Parking brake set, engine #1 not running, and cabin door unlocked
The system provides the ability to enable/disable each report type. If OOOI reports are generated while
ACARS connectivity is lost, the messages are queued such that when ACARS connectivity is established, the
reports are sent using their original recorded timestamps.
Enabling/disabling OOOI Reports:
1) From MFD Home, touch Services > ACARS > Report Settings.
2) Touch the desired report button to enable or disable the report. A green annunciator indicates an enabled
selection. A gray annunciator indicates a disabled selection.

Figure 8-156  Enabled/Disabled OOOI Reports

ACARS POSITION REPORTING

When enabled, ACARS Position Reporting provides for generating and sending position reports at a fixed
time interval utilizing the ACARS System (Connext Position Reporting is discussed in the following section).
Each position report consists of latitude/longitude, cruise speed (Mach), true heading, flight level, destination
airport, final estimated time of arrival (ETA), fuel on board, fuel burn rate, current target waypoint, next target
waypoint, ETA for next target waypoint, waypoint after next target waypoint (Next waypoint +1), and ETA
for next waypoint+1.
The crew has the ability to enable or disable the feature and to set the reporting interval. The interval
between each report can be set from 1 to 99 minutes.
The ACARS provides the ability to begin reporting position once a certain flight level has been reached.
Enabling/disabling ACARS position reports:
1) From MFD Home, touch Services > ACARS > Report Settings.
2) Touch the Enabled Button in the ‘Position Reports’ Window to enable or disable position reporting. A green
annunciator indicates position reporting is enabled. A gray annunciator indicates a disabled selection.

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Figure 8-157  Enabled/ Figure 8-158  Enter an

Disabled OOOI Reports Interval Value

NOTE: When the datalink weather source is ACARS or FIS-B and map syncing is set to onside or full,
changing the NEXRAD source does not change the NEXRAD source on the synced side.

Setting ACARS position reporting intervals:

1) From MFD Home, touch Services > ACARS > Report Settings.
2) Touch the Interval Button in the ‘Position Reports’ Window. The numeric keypad is displayed.
3) Enter the desired time interval (1-99) using the numeric keys.
4) Touch the Enter Button. The time interval is displayed in the Interval Button.

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8.7 POSITION REPORTING

NOTE: An account must be established with Garmin Connext™ to make full use of the Position Reporting
feature.
The Position Reporting feature allows the system to send position reporting information to a provider, such as
FlightAware.com.
The position reports can be enabled or disabled by the pilot. The interval between each report can be set
from 2 to 60 minutes. While active, the position reports are transmitted over the Iridium Short Burst Datalink
periodically at a pilot specified interval or by touching the Send Report Button. During voice communications
and data transfers the Iridium datalink is occupied and position reports will not be sent. During this period the
reports will buffer and be sent as a package as soon as the link is available. The position reports are received by
Garmin Connext and forwarded to select flight tracking provider(s).
To reduce excess usage, position reports are only transmitted while the aircraft is in the air. The following are
position reports contents:
• Tail Number • Current Waypoint
• Time • Next Waypoint
• Latitude/Longitude -- ETA for Next Waypoint
• Ground Speed • Waypoint After Next (Next waypoint +1)
• Ground Track -- ETA for Waypoint After Next
• Heading • Airborne Status
• Barometric Altitude -- The Airborne Status field is the indication the
• True Airspeed aircraft is on the ground or in the air at the time
• Outside Air Temperature the position report was generated; the avionics
generate a position report when the Airborne
• Flight Level
Status field changes state
• Destination
• Passengers Onboard
• Estimated Time Enroute (ETE)
-- Passengers Onboard indicates passengers are on
• Estimated Time of Arrival (ETA) the aircraft at the time the position report was
• Fuel on Board generated; a position report is generated when the
• Fuel Burn Rate Passenger Onboard field changes state

Enabling/disabling position reporting:

1) From MFD Home, touch Services > Position Reports.
2) Touch the Automatic Reporting Button to enable or disable automatic transmission of position reports. A
green annunciator on the button indicates automatic reporting is enabled (see following figure).

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Figure 8-159  Automatic Figure 8-160  Automatic

Reporting Disabled Reporting Enabled

Setting up automatic position reporting:

1) From MFD Home, touch Services > Position Reports.
2) Touch the Automatic Reporting Button to enable automatic transmission of position reports. A green
annunciator on the button indicates automatic reporting is enabled.
3) Touch the Interval Button. The ‘Interval Entry’ Screen is shown.
4) Use the keypad to enter the time (2 - 60 minutes) between automatic reports, and touch the Enter Button to
return to the ‘Connext Position Reports’ Screen (see following figure).

Figure 8-161  Enter an Internal Value Figure 8-162  Touch Passengers Onboard

5) Touch the Passengers Onboard Button to indicate passengers are or are not on the aircraft. A green
annunciator on the button indicates passengers are on the aircraft.

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Figure 8-163  Passengers Onboard

Sending a position report manually:

1) From MFD Home, touch Services > Position Reports.
2) Touch the Send Report Button to send a report as soon as the link is available.

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8.8 WIFI CONNECTIONS

WiFi connections are used for transferring maintenance data to the aircraft manufacturer. The system can
connect to a IEEE 802.11g compatible network provided the aircraft is on the ground and located within range
of a network. The system is capable of WEP64, WEP128,WPA-PSK, and WPA2-PSK encryption formats. WPA-
Enterprise and WPA2-Enterprise are not supported. Connections that require web proxies, captive portals, or
other elements that require user credentials, including a username and password or a redemption or access code;
or require action such as accepting a user agreement, are not supported.
Connecting to a WiFi Network:
1) From MFD Home, touch Utilities > Setup > WiFi Setup.
2) A list of available WiFi networks is displayed. If necessary, scroll the displayed list of networks to find the desired
network. If a specific network is expected to be present in the list, but is not displayed, try re-scanning networks
by performing the following steps:
a) Touch the WiFi Options Button.
b) Touch the Rescan Button.

Figure 8-164  WiFi Networks Figure 8-165  Rescan Networks

Available for Connection

3) Touch the network to be connected. In this example, GarminGuests is selected. A confirmation screen is
displayed.

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Figure 8-166  Confirm Network Connection Figure 8-167  Confirm Favorite Selection

4) Touch the OK Button.

5) The system now asks if it is desired to make the connected network a Favorite network.
6) Touch the OK Button to place the network in the Favorites list, or touch the Cancel Button to connect to the
selected network without make it a Favorite network. Networks shown in the Available networks list which
have been designated as a Favorite network are indicated by a star. Connected networks are indicated by a
green antenna symbol.

Figure 8-168  Favorite Network Figure 8-169  Connected Network

Indication Indication

Disconnecting a WiFi Network:

1) From MFD Home, touch Utilities > Setup > WiFi Setup.
2) Touch the WiFi Options Button.
3) Touch the Disconnect Button.

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Making changes to a Favorite Network:

1) From MFD Home, touch Utilities > Setup > WiFi Setup.
2) Touch the Favorites Tab to display the Favorite networks list.
3) Touch the network to which changes will be made. The Network Options are displayed.

Figure 8-170  Favorite Networks List Figure 8-171  Network Options

4) Touch the Auto Connect Button, to enable (green annunciator) an automatic connection to this network
whenever the aircraft is on the ground and in range of the network.
5) Touch the Edit Button to display the ‘Edit WiFi Network’ Screen.

Figure 8-172  Edit WiFi Network

6) Touch the desired parameter for editing and make selections accordingly.
7) When finished making desired changes, touch the Save Button.

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8.9 SIRIUSXM SATELLITE RADIO (OPTIONAL)

NOTE: Refer to the Hazard Avoidance Section for information and activation of SiriusXM Weather products.
The optional SiriusXM Satellite Radio entertainment feature of the SiriusXM Datalink Receiver provides audio
entertainment for passengers and crew. The SiriusXM Datalink Receiver can receive SiriusXM Satellite Radio
entertainment services at any altitude throughout the Continental United States.
SiriusXM Satellite Radio offers a variety of radio programming over long distances without having to constantly
search for new stations. Based on signals from satellites, coverage far exceeds land-based transmissions.
SiriusXM Satellite Radio services are subscription-based. For more information on specific service packages, visit
www.siriusxm.com.
ACTIVATING SIRIUSXM SATELLITE SERVICES
The SiriusXM Radio services are activated by first establishing an account with SiriusXM Satellite Radio. The
Audio Radio ID/or Data Radio ID must be provided to SiriusXM Satellite Radio to activate the entertainment
subscription.
SiriusXM Satellite Radio uses the coded radio ID to send an activation signal that, when received by the
SiriusXM Datalink Receiver, allows it to play entertainment programming.
These radio IDs are located:
-- On the label on the back of the Datalink Receiver
-- On the ‘SiriusXM Info’ Screen on the Touchscreen Controller (see following image)
Contact the installer if the radio ID cannot be located.
Establishing a SiriusXM Satellite Radio account:
1) From MFD Home, touch Utilities > Setup > SiriusXM Info.
2) Note the Audio Radio ID and/or Data Radio ID.
3) Contact SiriusXM Satellite Radio. Follow the instructions provided by SiriusXM Satellite Radio services.

Figure 8-173  SiriusXM Information Display

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NOTE: The LOCK Button on the ‘SiriusXM Info’ Screen is used to save GDL 69A SXM activation data when
the SiriusXM services are initially set up. It is not used during normal SiriusXM Radio operation, but there
should be no adverse effects if inadvertently selected during flight.

Activating SiriusXM Satellite Services on the system:

1) From MFD Home, touch Utilities > Setup > SiriusXM Info.
2) Verify the Data Radio and/or Audio Radio show a signal strength, indicating the system is communicating with
the satellite.
3) Touch the Start Activation Button in the Activation field.

Figure 8-174  Activating Radios

4) Touch the LOCK Button in the Activation field as seen in the following figure. The system is now activated and
ready for use.

Figure 8-175  Locking Activation Settings

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USING SIRIUSXM RADIO

The ‘Music’ Screen provides information and control of the cockpit audio entertainment features of the
SiriusXM Satellite Radio.

Add Current Channel to

Favorites
Select Channel Channel List
By Number for Selected
Category
Select Channel
Categories
Select Channel
Categories

Figure 8-176  SiriusXM

Satellite Radio Controls

SELECTING CHANNELS
The ‘Channel’ Field on the ‘Music’ Screen shows the available channels for the selected audio entertainment
category. The ‘Now Playing’ Field shows information for the currently active channel.
Selecting a channel from the channel list:
1) From MFD Home, touch Services > Music to access the ‘Music’ Screen.
2) Touch the desired channel in the channel list. The selected channel is now shown in the ‘Now Playing’ Field.

Selecting a channel directly:

1) From MFD Home, touch Services > Music > Channel.
2) The numeric keypad is displayed. Enter the desired channel number.
3) Press the Enter Button. The selected channel is now shown in the ‘Now Playing’ Field.

ENTERTAINMENT CATEGORIES
The ‘Category’ Field on the ‘Music’ Screen shows the currently selected entertainment category. Categories
of audio entertainment (e.g., jazz, rock, talk/news, sports, etc.) can be selected to list the available channels
for a type of music or other contents.
Selecting a category:
1) From MFD Home, touch Services > Music > Category.
2) The list of categories is displayed.

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Figure 8-177  Channel Categories

3) Scroll to view the available categories.

4) Touch the desired category to select. The selected category is displayed on the Category Button and the
channel list displays channels available for the selected category.
FAVORITES
Channels can be saved to a list of favorites and recalled for listening later.
Saving a channel to favorites list:
1) From MFD Home, touch Services > Music to access the ‘Music’ Screen.
2) Select a desired channel as the ‘Now Playing’ Channel.
3) Touch the Favorite Annunciator Button. The current channel is placed in the favorites list. Note, a green
annunciator indicates a favorite channel is ‘Now Playing.’
Selecting a favorite channel for listening:
1) From MFD Home, touch Services > Music > Category.
2) The list of categories is displayed.
3) If necessary, scroll to view the Favorites Button.
4) Touch the Favorites Button to view the favorite channel list.
5) Touch the desired channel in the list. The channel is now displayed in the Now Playing field.

ADJUSTING VOLUME
Entertainment audio volume is shown in the Volume Field (see following figure) as a percentage of full
volume.
Adjusting the volume:
1) From MFD Home, touch Services > Music > Volume.
2) The volume adjustment slider is displayed as shown in the following figure.

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3) Touch and drag the slider to the right or left to adjust the volume. Drag to the right increases volume. Drag to
the left to decrease the volume.
Or:
Turn the Volume Knob on the Touchscreen Controller.

Figure 8-178  Adjusting Volume

Muting or unmuting the volume:

1) From MFD Home, touch Services > Music > Volume.
2) Touch the Music Annunciator Button to mute or unmute the volume. Muted volume is indicated by a gray
annunciator. Unmuted volume is indicated by a green annunciator.
3) Touch the Back Button to return to the ‘Music’ Screen. When the volume is muted, ‘Muted’ is displayed in the
Volume field.
AUTOMATIC MUSIC MUTING
Cockpit music is automatically muted at initialization. Music may be unmuted by the pilot or copilot at any
time, but the system will again mute cockpit music when any of the following occur.
»» Aircraft is on the ground and accelerates to greater than 40 KIAS
»» Aircraft descends below 10,000 feet MSL or 2000 feet AGL
»» Aircraft decelerates to less than 150 KIAS
»» Aircraft enters an unusual pitch or roll attitude sufficient to cause PFD display decluttering
»» MFD enters reversionary mode
When enabled, the system will decrease music volume to a very low level (soft mute) when the following
occur:
»» Push-to-talk button is pressed for COM radio transmission
»» COM radio audio is received
»» Intercom is active
Cockpit music will always be soft muted during aural and voice alerts.

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Enabling/disabling soft mute settings:

1) From MFD Home, touch Services > Music > Volume > Mute Settings.
2) Touch the Intercom Annunciator Button to select/deselect automatic soft muting of entertainment audio when
intercom audio is present. This function is active when the annunciator is green.

Figure 8-179  Mute Settings

3) Touch the Radio Inputs Annunciator Button to allow automatic soft muting of entertainment audio when
COM, NAV, ADF, etc. audio is present. This function is active when the annunciator is green.
4) Touch the Back Button to return to the ‘Music’ Screen.

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8.10 FLIGHT DATA LOGGING

NOTE: Some aircraft installations may not provide all aircraft/engine data capable of being logged by the
system.
The Flight Data Logging feature will automatically store critical flight and engine data on an SD data card (up
to 16GB) inserted into the top card slot of the MFD. Approximately 1,000 flight hours can be recorded for each
1GB of available space on the card. The data recorded by the Flight Data Logging feature is separate from data
recorded by the Central Maintenance Computer (CMC).
Data is written to the SD card once each second while the MFD is powered on. All flight data logged on a
specific date is stored in a file named in a format which includes the date, time, and nearest airport identifier. The
file is created automatically each time the system is powered on, provided an SD card has been inserted. The .csv
file may be viewed with Microsoft Excel® or other spreadsheet applications.
The following is a list of data parameters the system is capable of logging.
• Date • Latitude (degrees; geodetic; +North) • AFCS roll/pitch modes
• Time • Longitude (degrees; geodetic; +East) • AFCS roll/pitch commands
• GPS altitude (MSL) • Magnetic Heading (degrees) • GPS fix
• GPS altitude (WGS84 datum) • HSI source • GPS horizontal alert limit
• Baro-Corrected altitude (feet) • Selected course • GPS vertical alert limit
• Baro Correction (in/Hg) • Com1/Com2 frequency • SBAS GPS horizontal protection level
• Indicated airspeed (kts) • Nav1/Nav2 frequency • SBAS GPS vertical protection level
• Vertical speed (fpm) • CDI deflection • Fuel Qty (lbs)
• GPS vertical speed (fpm) • VDI/GP/GS deflection • Fuel Flow (pph)
• OAT (degrees C) • Wind Direction (degrees) • Fuel Temperature (deg. C)
• True airspeed (knots) • Wind Speed (knots) • Oil Pressure (psi)
• Pitch Attitude Angle (degrees) • Active Waypoint Identifier • Oil Temperature (deg. C)
• Roll Attitude Angle (degrees) • Distance to next waypoint (nm) • N1, N2 (percent)
• Lateral and Vertical G Force (g) • Bearing to next waypoint (degrees) • ITT (deg. C)
• Ground Speed (kts) • Magnetic variation (degrees)
• Ground Track (degrees magnetic) • Autopilot On/Off
The file containing the recorded data will appear in the format shown in the following figure. This file can be
imported into most computer spreadsheet applications.
Nearest Airport
(A blank will be
Local Date Local 24hr Time inserted if no
YYMMDD HHMMSS airport is found)

log_190610_104506_KIXD.csv
Figure 8-180  Log File Format

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ADDITIONAL FEATURES

8.11 ELECTRONIC CHECKLISTS

NOTE: The checklists shown in the following illustrations are examples only.

NOTE: If utilizing multiple touchscreen controllers while completing a checklist(s), the touchscreen
controllers will not be synchronized and will scroll independently.
The display panes are able to display optional electronic checklists which allow the pilot to quickly find the
proper procedure on the ground and during each phase of flight. The system accesses the checklists from the
Secure Digital (SD) cards located in the top card slot of each GDU.
The following colors are used for checklist items:
• Cyan - Used for checklist titles and links to other • Green - Item has been checked
checklists • Gray - General notes
• White - Item not checked • Amber - Warning item

Accessing and navigating checklists:

1) From MFD Home, touch Checklist. The checklist structure is displayed as shown in the following figure.

Figure 8-181  Home Screen Figure 8-182  List of Checklists

2) Touch the desired checklist. If necessary, scroll through the list to see all available checklists for the selected
group. In the previous figure, STARTING ENGINES is selected from the ‘Checklist’ Screen on the touchscreen
controller. Once selected, the checklist populates in the GDU Display Pane that was last selected as shown in
the following GDU image. The first checklist item is selected as indicated by the white text surrounded by a cyan
box.

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 ADDITIONAL FEATURES

Figure 8-183  First Checklist Item Selected

3) Press the small right knob on the Touchscreen Controller to check the selected checklist item. The line item turns
green and a checkmark is placed in the associated box as shown in the following figure. The next line item is
automatically selected for checking.

Figure 8-184  First Checklist Item Completed and Checked

T urn either of the right knobs on the Touchscreen Controller to scroll through the checklist and select the desired
checklist item.
Selecting a checked item and pressing the small right knob on the Touchscreen Controller will return the item
to the unchecked state.
4) When all checklist items have been checked, ‘*Checklist Finished*’ is displayed in green text at the bottom left
of the checklist window and ‘Go to Next Checklist?’ is highlighted as in the following figure. If ‘Go to Next
Checklist?’ is selected prior to checking all the checklist items, ‘*Checklist Not Finished*’ will be displayed in
amber text.

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Figure 8-185  Checklist Complete

5) While the ‘Go to Next Checklist?’ text is highlighted, press the small right knob on the Touchscreen Controller to
display the next checklist in the group or choose another by touching the desired checklist on the Touchscreen
Controller.
Resetting a specific checklist:
1) From MFD Home, touch Checklist.
2) Touch the desired checklist to reset. STARTING ENGINES is selected in the following figure.
3) Touch the Checklist Options Button.
4) Touch Reset Current Checklist as seen in the following figure.

Figure 8-186  ‘Checklist’ Screen Figure 8-187  Checklist Options

Resetting all checklists:

1) From MFD Home, touch Checklist.
2) Touch the Checklist Options Button shown in the previous figure.
3) Touch Reset All Checklists as seen in the previous figure.

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 ADDITIONAL FEATURES

8.12 ELECTRONIC DOCUMENTS

The Electronic Document function allows viewing of electronic documents on the selected Display Pane.
The system allows the display of electronic documents from two sources. These sources are Installed and User
documents.
INSTALLED DOCUMENTS
‘Installed’ Documents are typically provided by the aircraft manufacturer. These documents are stored on the
Supplemental Data Cards, along with the databases, located in the bottom SD Card slot of each GDU. Each
Supplemental Data Card contains identical document files.
USER DOCUMENTS
‘User’ Documents are those loaded by the crew. User Documents must be in .pdf format and reside on an
SD Card no larger than 16GB. The Maximum document file size is 1.5GB. The maximum number of pages
per document is limited to 9,999. Pages with large and/or numerous images may exceed RAM memory limits,
therefore, may not be displayed correctly or not displayed at all.
An SD card must be inserted into the top card slot of each display on which it is desired to view the user
documents. Each display can only access electronic documents on the SD Cards that are inserted in that display.
User Documents can be unique to the display on which they are viewed.
SUPPORTED PDF FEATURES
User Documents must be in .pdf format. The following .pdf features are not supported. If a file contains
any of these features, the system will ignore the feature and display the document.
»» Embedded files (attachments)
»» Alternate images (using a different image for display and printing)
»» Page labels (alternate page numbers; e.g., i, ii, iii, iv for table of contents)
»» Additional annotations, including file attachment annotation, sound annotation, movie annotation, widget
annotation, and trap network annotation.
»» Digital signatures
»» JavaScript
»» Logical structure (structuring documents into chapters, paragraphs, headings, footnotes)
»» Web capture information (annotations for search engines)
»» Prepress support (annotations for newspapers, etc.)
SD CARD FILE STRUCTURE FOR USER DOCUMENTS
User document files must reside on the SD card in a directory named “Documents.” The list of available
User Documents is limited to 100 documents and are shown in alphabetical order based on filename.
VIEWING ELECTRONIC DOCUMENTS
Selecting a document:
1) From MFD Home, touch Utilities > Documents. The Document Viewer is now displayed.

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ADDITIONAL FEATURES

Figure 8-188  Electronic Document Viewer Figure 8-189  Document Selection

2) Touch the Selected Document Button.

3) Touch the Installed or User Tab to select the desired document source. In the above example, the Installed
Documents Tab is selected.
4) Touch the desired document button. The selected document name is displayed in the Selected Document
Button. The document is displayed in the selected pane.

Figure 8-190  Selected Document Indicated Figure 8-191  Document Viewed on Selected Display Pane

Changing Document Viewer options:

1) From MFD Home, touch Utilities > Documents > Options. The ‘Document Viewer Options’ Screen is
displayed.
2) Touch the Document Info Button to view information pertaining to the document, such as files size and
creation date.

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 ADDITIONAL FEATURES

Figure 8-192  Document Viewer Options

3) Touch the Fit Page Button to view the complete page in the selected pane.
4) Touch the Fit Width Button to enlarge the displayed page to fill the width of the selected pane.
5) Touching the Rotate Page Buttons will rotate the displayed page 90 degrees to the right or left (depending on
button touched) within the selected pane. Each subsequent touch will rotate the page another 90 degrees.
6) Touch the Brightness Slider to adjust the brightness of the displayed page.

Browsing the document:

1) After selecting the desired document, touch the Next Page and Prev Page buttons to increment and decrement
one page with each touch.
2) The Page Select Button shows the number of pages contained in the document and the page currently being
displayed. Touch the Page Select Button to jump to a specific page number. The ‘Enter Page Number’ Screen
is displayed.

Page Select Button

Current Page Total Pages

Figure 8-193  Document Browsing Options Figure 8-194  Enter Document Page Number

3) On the ‘Document Viewer’ Screen, touch the Find Button to display the ‘Document Viewer Find’ Screen.

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ADDITIONAL FEATURES

Figure 8-195  Table of Contents Figure 8-196  Flight Instruments Section Displayed

4) If necessary, touch the Table of Contents Tab to display the document Table of Contents.
5) Touch [+] to expand a topic. Touch [–] to return to the collapsed view of the topic.
6) Touch the desired topic to jump to that portion of the document. In this example, Flight Instruments is selected
and the Flight Instruments section is displayed.
Zooming in and out on a document page:
1) With the document displayed, press the Joystick. The ‘Document Pointer Options’ Screen is now displayed on
the Touchscreen Controller. Also, a flashing pointer is shown on the document display.
2) Turn the Joystick, or use the pinch-and-zoom feature on the Touchpad to zoom in or zoom out on the document
page display.
3) Move the Joystick, or move a finger across the Touchpad to move the pointer within the document. When the
pointer reaches the edge of the display, the display will scroll to show more the document page.

Figure 8-197  Touchpad Figure 8-198  Page Zoom

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 ADDITIONAL FEATURES

Navigating links within the document:

1) With the document displayed, press the Joystick. The Document Pointer Options Screen is now displayed on
the Touchscreen Controller. Also, a flashing pointer is shown on the document display.
2) Move the Joystick, or move a finger across the Touchpad to move the pointer to the desired document link.

Follow
Link
Button

Figure 8-199  Link Selected Figure 8-200  Follow Link

3) With the link highlighted, touch the Follow Link Button. The selected link destination is now displayed in the
selected pane.

Return
To Link
Button

Figure 8-201  Link Displayed Figure 8-202  Return to Link

4) Touch the Return To Link Button to return to the link origin.

5) Touch the Back Button or press the Joystick to remove the pointer from the display.

Creating bookmarks in the document:

1) While viewing the page to bookmark, touch the Find Button on the ‘Document Viewer’ Screen.
2) Touch the Bookmark Tab to display the ‘Bookmark’ Window.

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ADDITIONAL FEATURES

Figure 8-203  Select Bookmark Tab Figure 8-204  Enter Bookmark Name

3) Touch the Bookmark Current Page Button. The ‘Enter Bookmark Name’ Screen is displayed.
4) Touch the Enter Button. A confirmation screen is displayed.

Figure 8-205  Create Bookmark Figure 8-206  Bookmark Created

5) Touch the OK Button. The newly created bookmark is displayed.

Deleting document bookmarks:

1) With the desired document displayed, touch the Find Button to display the ‘Document Viewer Find’ Screen.
2) Touch the Bookmark Tab to display the ‘Bookmark’ Window.
3) Touch the X Button next to the bookmark to be deleted.

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Figure 8-207  Delete Bookmark Figure 8-208  Bookmark Deleted

4) Touch the OK Button on the confirmation screen.

5) Again, touch the OK Button.

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ADDITIONAL FEATURES

8.13 DATABASE CYCLE NUMBER AND REVISIONS

NOTE: If the pilot/operator wants or needs to adjust the database, contact Garmin Product Support.

NOTE: Garmin requests the flight crew report any observed discrepancies related to database information.
These discrepancies could come in the form of an incorrect procedure; incorrectly identified terrain, obstacles
and fixes; or any other displayed item used for navigation or communication in the air or on the ground. Go
to flygarmin.com and select ‘Aviation Data Error Report.’

NOTE: The navigation databases used in Garmin navigation systems contain Special Procedures. Prior
to flying these procedures, pilots must have specific FAA authorization, training, and possession of the
corresponding current, and legitimately-sourced chart (approach plate, etc.). Inclusion of the Special
Procedure in the navigation database DOES NOT imply specific FAA authorization to fly the procedure.

CYCLE NUMBER AND REVISION

Databases that may be available include Basemap, Obstacle, Terrain, Navigation, ChartView, SafeTaxi, and
Airport Directory. Data is revised and expiration dates vary. The ‘Avionics Status’ Page displays the current
status of the databases. As an example, see the table below for the various displays and the definition of each.
The expiration date and disables date varies for each database.
The ‘Effective’ date is the beginning date for this database cycle. The ‘Effective’ date appears in amber when
the current date is before the effective date. The ‘Expires’ date is the revision date for the next database cycle.
The ‘Expires’ date appears in amber when expired. ‘Not Available’ indicates the database is not available on the
database card or no database card is inserted.
An expired SafeTaxi and Airport Directory database is not disabled and will continue to function indefinitely.
Charts are still viewable during a period that extends from the cycle expiration date to the disables date.
ChartView is disabled 70 days after the expiration date and is no longer available for viewing. Also, the Charts
Button on the MFD Home appears subdued and is disabled until a new issue of ChartView is installed.

Database
SafeTaxi ChartView Airport Directory
Condition

Current
date is
before Not Applicable
Effective
Date

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 ADDITIONAL FEATURES

Database
SafeTaxi ChartView Airport Directory
Condition

Database is
current

Database
has expired

Database is
Not Applicable Not Applicable
disabled

Database
is not
installed

Table 8-6  Database Status Examples

Viewing database information:

1) From MFD Home, touch Utilities > Setup > Avionics Status.
2) Touch the Database Tab.

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ADDITIONAL FEATURES

3) Touch the button corresponding to the display (MFD, L-PFD, R-PFD, L-GTC PFD, MFD-L-GTC, R-PFD-GTC or
MFD-R-GTC) for which the database information will be viewed.
4) Scroll to display the appropriate database information.
Database cycle numbers are in a format such as YYTI or YYII, which are deciphered as follows:
YYTI
»» YY – Indicates the last two digits of the year (ex. 18 represents 2018)
»» T – Indicates the database type (ex. S is for SafeTaxi, D is for Airport Directory)
»» I – Indicates the numerical issue of the database for the year (ex. 5 is the fifth issue of the year)
YYII
»» YY – Indicates the last two digits of the year (ex. 18 represents 2018)
»» II – Indicates the numerical issue of the database for the year (ex. 05 is the fifth issue of the year)
Refer to Updating Garmin Databases in Appendix for instructions on revising databases.

Database Database Cycle Number Format Revision Cycle

Navigation YYII 28 days
Basemap YYMI Not Applicable
Terrain YYTI Not Applicable
Obstacle YYBI 56 days
SafeTaxi YYSI 56 days
Airport Directory YYDI 56 days
ChartView YYII 14 days

Table 8-7  Database Cycle Number Format and Revision Cycle

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 ADDITIONAL FEATURES

8.14 ABNORMAL OPERATION

IRIDIUM AND WIFI RECEIVER TROUBLESHOOTING
For troubleshooting purposes, check the LRU Information Box on the ‘Avionics Status’ Page for Iridium
Receiver (GSR 56), WiFi Datalink (GDL 59), or XM Datalink Receiver (GDL 69) status, serial number, and
software version number. If a failure has been detected in the GDL 69 the status is marked with a red X.
Viewing the ‘Avionics Status’ Page:
1) From MFD Home, touch Utilities > Setup > Avionics Status.
2) If necessary, touch the LRU Info Tab.
3) Scroll to display the appropriate database information.
4) Touch an LRU to view further information.

Figure 8-209  ‘Avionics Status’ Page Figure 8-210  GDL 59 Status

QUICK TROUBLESHOOTING
Some quick troubleshooting steps listed below can be performed to find the possible cause of a failure.
»» Ensure the installed Datalink Receiver or Iridium Transceiver has an active subscription or account
»» Perform a quick check of the circuit breakers to ensure that power is applied to the Datalink Receiver or
Iridium Transceiver
If a failure still exists, the following messages may provide insight as to the possible problem:

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ADDITIONAL FEATURES

Message Message Location Description

Datalink Receiver antenna error;
CHECK ANTENNA ‘XM Information’ Screen (Touchscreen Controller)
service required
Datalink Receiver updating
UPDATING ‘XM Information’ Screen (Touchscreen Controller)
encryption code
‘XM Information’ Screen (Touchscreen Controller) Loss of signal; signal strength too
NO SIGNAL
Weather Datalink Display (selected Display Pane) low for receiver
Acquiring channel audio or
LOADING ‘Music’ Screen (Touchscreen Controller)
information
OFF AIR ‘Music’ Screen (Touchscreen Controller) Channel not in service
--- ‘Music’ Screen (Touchscreen Controller) Missing channel information
No communication from Datalink
WEATHER DATA LINK FAILED Weather Datalink Display (selected Display Pane)
Receiver within last 5 minutes
‘XM Information’ Screen (Touchscreen Controller)
ACTIVATION REQUIRED SiriusXM subscription is not activated
Weather Datalink Display (selected Display Pane)

Table 8-8  SiriusXM Datalink Receiver Messages

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 APPENDIX A

ANNUNCIATIONS AND ALERTS

CREW ALERTING SYSTEM (CAS)
NOTE: The current version of the pertinent flight manual supersedes information found in this document.
Refer to the current version of the pertinent flight manual for recommended pilot actions.

Crew Alerting System display shows Master Caution (amber) and Master Warning Messages (red). Messages
flash inverse video until acknowledged by depressing the Master Caution or Master Warning switches respectively.
Master Warning Messages appear at the top of the display area followed by Master Caution Messages. Some
alerts include an aural or voice alert, refer to the CAS Voice and Aural Alert tables below. Up to 12 messages can
be displayed; when more than 7 warning messages accumulate, the Up and Down Scroll CAS Buttons become
available on the ‘PFD Home’ Screen. In Reversionary Mode, a maximum of 11 messages can be displayed; when
more than 6 warning messages accumulate, the Up and Down Scroll CAS Buttons become available. Caution
(amber) and Status (white) messages scroll anytime. A subdued CAS Button indicates that it cannot be scrolled.
A number with an arrow pointer indicates the number of messages currently out of view either up or down.

Scrollable
CAS Up Scroll CAS
Messages Button
Down Scroll
CAS Button

Figure A-2 ‘PFD Home’ Screen

Figure A-1 CAS Window

CAS MESSAGE PRIORITIZATION

CAS messages are grouped by criticality (warning, caution, Status) and sorted by order of appearance (most
recent messages on top). The color of the message is based on its urgency and on required action:
»» Warning (red) – Immediate crew awareness and action required; Master Warning triggered
»» Caution (amber) – Immediate crew awareness and possible future corrective action required; Master
Caution triggered
»» Status (white) – Crew awareness required and subsequent action may be required
Any CAS messages that come up when the system is first powered on are considered already acknowledged.
They do not flash or trigger the Master Warning or Master Caution.
Two momentary switch/indicators are located above L PFD and R PFD for CAS message acknowledgment:
Master Warning and Master Caution.
When a new Master Warning (red) message appears, it flashes in conjunction with the flashing Master
Warning Switch/Indicators. Pressing a Master Warning Switch/Indicator acknowledges all flashing red
messages, extinguishes the master warning lights, and stops the message flashing. Messages are displayed
until the issue has been corrected.

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APPENDIX A

When a new Master Caution (amber) message appears on the CAS display, it flashes in conjunction with
the Master Caution Switch/Indicators. Pressing a Master Caution Indicator acknowledges all flashing amber
messages, extinguishes the master caution lights, and stops the message flashing. Messages are displayed
until a Master Caution Switch/Indicator has been pressed, or the issue is corrected.
Master Caution and Warning Indicators

L PFD MFD R PFD

Figure A-3 Panel Layout
A CAS message does not appear more than once at a given time (unless the CAS is being tested). If signals are
received that justify multiple priorities for a certain message, the message is displayed for the higher priority
condition. When graduating to a higher priority, the message flashes and requires new acknowledgment.
When degrading to a lower priority condition, the message moves to the top of the appropriate grouping, but
does not require new acknowledgment.
Red warning messages cannot be scrolled through and remain at the top of the CAS display. The scroll bar
changes color to amber if more caution messages exist than can be displayed at once or if caution messages
have been scrolled off the display. The scroll bar remains in the selected position for 45 seconds or until a new
caution message is generated, at which point the scroll bar returns to the top of the display.
CAS MESSAGES
WARNING MESSAGES
Message Description Voice/Aural Alert
APU FIRE APU fire detected. “APU Fire”
AT HOLD FAIL Autothrottle should be in hold mode, but it is not. Double Chime
BAGGAGE FIRE Smoke has been detected in the baggage compartment. “Baggage Fire”
BATTERY FAIL L-R Left or right battery temperature > 71°C (Li-Ion batteries only). “Battery Failed”
Left or right battery temperature > 63°C, repeats for a battery
BATTERY O’TEMP L-R “Battery Overtemp”
temperature > 71°C (Ni-Cad batteries only).
CABIN ALTITUDE Cabin altitude has exceeded 10,000 ft or 14,500 in high elevation mode. “Cabin Altitude”
DC GENS OFF There is no source of generated power on the airplane. “Generators Off”
EMERGENCY DESCENT Autopilot has activated emergency descent mode. “Emergency Descent”
Left, right, or both FADECs has decided to shutdown an engine due to “Left Engine Failed”
ENGINE FAILED L-R
system failure. “Right Engine Failed”
Fire in left, right, or both engines. “Left Engine Fire”
ENGINE FIRE L-R
“Right Engine Fire”
ENGINE VIBRATION L-R Vibration in left, right, or both engines. Double Chime
NO TAKEOFF Aircraft is not in a safe takeoff configuration. “No Takeoff”
Oil pressure low in left, right, or both engines. “Left Oil Pressure Low”
OIL PRESSURE LOW L-R “Right Oil Pressure
Low”
T/R DEPLOY L-R Left, right, or both thrust reversers deployed in flight. Double Chime

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 APPENDIX A

CAUTION MESSAGES
Message Description
Left, right, or both engine anti-ice is selected on and the surface remains cold when it should be
A/I ENGINE COLD L-R
warm.
A/I ENGINE HOT L-R Left, right, or both engine anti-ice is too hot.
Left, right, or both inboard wing anti-ice is selected on and the surface remains cold when it should
A/I INB WNG COLD L-R
be warm.
A/I RATE FAIL L-R The rate of temperature increase of one or more of the anti-ice surfaces has failed to increase.
A/I STAB COLD L-R Left, right, or both stab anti-ice is selected on and the surface remains cold when it should be warm.
A/I STAB HOT L-R Left, right, or both stab anti-ice is too hot.
Left, right, or both outboard wing anti-ice is selected on and the surface remains cold when it should
A/I WING COLD L-R
be warm.
A/I WING HOT L-R Left, right, or both outboard wing anti-ice is too hot.
A/I WING XFLOW OPEN Wing anti-ice crossflow valve or control system has failed.
ACM BLD LEAK Air cycle machine bleed leak detected.
ACM O’TEMP Air cycle machine over temperature detected.
Both Air Data Computers are reporting valid data to the system, however, they are using different
ADC SSEC MISCOMPARE
SSEC curves.
ADS-B IN FAIL ADS-B IN function failed.
ADS-B OUT FAIL ADS-B OUT function failed.
AILERON CNTRL FAULT Roll system module has detected a fault in the aileron ratio changer.
ANTISKID FAIL Antiskid system failure.
AOA HEAT FAIL L-R Left, right, or both pitot static heaters are selected on but no AOA heater current is detected.
AOA PROBE FAIL L-R Left, right, or both AOA and stick shaker functions have failed.
AP STAB TRIM INOP Autopilot is commanding stab trim, but stab trim is not responding.
APU BLD VALVE OPEN APU bleed valve is open, and the APU is not running, but the APU is selected on.
APU FIRE DETECT FAIL APU is selected on but the fire detector is inoperative.
APU OIL LEVEL LOW APU oil level switch detects low oil level.
APU ON APU on above 30,000 ft.
APU START RELAY ENG APU start relay is closed and APU is running.
APU SYS FAIL APU failed.
AT FAIL Autothrottle loss of function or failure.
AT RETARD FAIL Autothrottle RETARD mode is not going to function because of loss of radio altitude.
AUTO TEST FAIL A system has failed it’s automatic self test.
AVIONICS COLD One or more GSD, GEA, GIA, COM, DU, GTC detects an under temperature situation.
AVIONICS CONFIG Hardware and/or software versions are not in a certified configuration.
AVIONICS FAULT There is an avionics fault that prevents dispatch.
AVIONICS O’TEMP One or more GSD, GEA, GIA, COM, DU, GTC detects an over temperature situation.
BAGGAGE DOOR OPEN Baggage door is open, or unlocked, or a door sensor is faulted.
BATTERY AMPS L-R Left, right, or both battery current is ≥ 200 Amps in either direction.
Left, right, or both batteries have an issue that possibly needs corrective action. Can also be
BATTERY FAULT L-R displayed if the battery type configuration does not match the installed battery type. (Li-Ion batteries
only)
BATTERY LOW TAKEOFF Battery amps >= 20A on either battery, and both engines are running.
BATTERY OFF L-R Left, right, or both batteries off.
BLD AIR MONITOR L-R Left, right, or both bleed air monitor fault.
BLD AIR O’TEMP L-R Left or right bleed air is too hot.
BLD SEL NOT NORM L-R Left, right, or both bleed air select switches are not in the normal position (on ground).
BUS TIE CLOSED Bus tie is closed and at least one generator source is active on both sides.

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APPENDIX A

Message Description
Cabin has exceeded 8,400 ft or has exceeded 9,600 ft but is less than 14,700 ft for 30 minutes
CABIN ALTITUDE
while in high elevation mode
CABIN DOOR OPEN Cabin door not fully secured.
The door monitor has not been properly tested or has failed and has not been overridden by an
CHECK DOORS
MMEL procedure.
DATA BUS FAIL Loss of data bus connecting 2 Garmin LRU’s.
DC EMER BUS L-R Left or right emergency bus isolation relay is open.
DC GEN AMPS L-R-APU Left right, or APU generator current is too high.
DC GEN OFF L-R-APU Left right, or APU generator is available but not on.
DUCT O’TEMP CABIN Left bleed air duct temperature is too hot.
DUCT O’TEMP COCKPIT Right bleed air duct temperature is too hot.
ELEC TRU FAIL L-R Left, right, or both TRU is not carrying the bus load, but should be.
ELEC TRU ON L-R Left, right, or both TRU is on but should not be (while another source of generated power is on).
EMER LIGHTS OFF Emergency lights are not armed.
EMER PRESS Emergency pressurization is active.
EMERGENCY EXIT OPEN Emergency exit door is open or the door sensor has failed.
ENG CHIP DETECT L-R Chip or other metal fragment detected.
ENG CNTRL FAULT L-R Left, right, or both engine FADECs have detected a internal fault or sensor miscompare.
FD MODE OFF The flight director has changed a lateral or vertical mode that is deemed an abnormal change.
FIRE BOTTLE LOW 1-2 Engine fire bottle 1 and/or 2 pressure is low. (on ground).
FIRE DETECT FAIL L-R Left, right, or both engine fire detection systems have detected a fault.
FLAPS FAIL The flaps have failed.
The difference between the FMS fuel calculation and the measured fuel quantity (displayed on the
FMS FUEL MISCOMPARE
EIS) is ≥ 400 lbs.
FUEL BST PUMP ON L-R Left, right, or both fuel boost pumps are on, due to an abnormal condition.
FUEL CROSSFEED Fuel cross feed is increasing imbalance. Imbalance has exceeded 60 lbs.
FUEL CROSSFEED XSIT Fuel cross feed valve position is neither open nor closed.
FUEL FLTR BYPASS L-R Left, right, or both fuel filter pressure change is too large. Bypass is impending.
FUEL FW S/O XSIT L-R Left, right, or both fuel firewall shutoff valves position is neither open nor closed.
Fuel quantity in the left and right fuel tanks are different by more than 400 lbs when fuel units are
FUEL IMBALANCE
pounds, or 180 kg when fuel units are kilograms.
FUEL LEVEL LOW L-R Left, right, or both fuel levels are less than approximately 560 lbs.
Left tank to right engine crossfeed selected but the right motive pressure has not dropped because
the right motive flow shutoff valve failed to close.
FUEL MOTIVE VLV L-R Or
Right tank to left engine crossfeed selected but the left motive pressure has not dropped because the
left motive flow shutoff valve failed to close.
FUEL PRESS LOW L-R Left, right, or both fuel pressures are low.
GEA FAIL 1-2-3 Total or partial loss of GEA 1, 2, and/or 3.
GEAR DISAGREE L-R-N Left, right, or nose gear position does not match the handle position.
GIA FAIL 1-2 Total or partial loss of GIA 1 and/or 2.
GMA FAIL 1-2 Total or partial loss of GMA 1 and/or 2.
GROUND IDLE L-R Left, right, or both FADECs are in ground mode when the aircraft is actually in air.
Failure of ground proximity modes 1 to 5 (excessive descent rate, excessive closure rate, negative
GROUND PROX FAIL
climb rate, flight into terrain, and glideslope).
GSD FAIL 1-2-3 Total or partial loss of GSD 1, 2, and/or 3.
Left, right, or both HP bleed valves have failed closed, or is selected closed when existing conditions
HP VALVE CLOSED L-R
require it to be open.
Left, right, or both HP bleed valves have failed open, or is selected open when existing conditions
HP VALVE OPEN L-R
require it to be closed.

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 APPENDIX A

Message Description
Auxiliary hydraulic pump switch is in the on position (aircraft in air or after 2 minutes
HYD AUX PUMP ON
of continuous operation).
HYD PRESS HIGH Hydraulic pressure is greater than 3300 PSI.
HYD PRESS LOW L-R Hydraulic pressure output from the left, right, or both pumps is low.
Hydraulic reservoir pressure has not increased beyond 900 PSI after 60 seconds when initiating the
HYD RES PRESS LOW
first engine start.
HYD VOLUME LOW Hydraulic volume is less than 120 CU IN.
One or both of the aft pocket doors is not stowed open on the ground, or in flight when landing gear
LAVATORY DOOR
are down and locked or flaps are not up.
MACH TRIM FAIL The trim system has failed.
NOSE DOOR OPEN L-R Left, right, or both nose doors are not secured.
O2 PRESS LOW Left, right, or both oxygen bottles pressure low.
OIL LEVEL LOW L-R Left, right, or both oil levels too low for start on ground.
P/S COLD L-R-STBY Left, right and/or standby pitot static heat is off (in air) or on and not current detected.
P/S HEAT ON Pitot static heat is on.
PARK BRAKE LOW PRESS Parking brake handle is not stowed and pressure is less than 2000 PSI on the ground.
PARK BRAKE ON Parking brake handle is not stowed (aircraft in air).
PITCH/ROLL DISC Left and right control columns are disconnected. Handle pulled up or stowed incorrectly.
PRESS CTRL MANUAL AUTO/MAN switch is in the MAN position. Cabin pressure must be controlled manually.
Pressurization source select switch is not in the normal position and emergency pressurization is not
PRESS SRC NOT NORM
active.
PRESSURIZATION FAULT Pressurization controller has detected a fault and automatically switched to manual mode.
PRI STAB TRIM FAIL Primary stabilizer trim has failed.
RAT HEAT FAIL L-R Left, right, or both RAT probes heat failure.
RECIRC VLV FAIL The Recirc Valve is not closed and the valve is commanded close.
REMOTE CB TRIPPED A circuit breaker has tripped that may not be readily apparent to the crew (aft J-Box).
RETRIM L-R WING DOWN The autopilot is detecting a lateral mistrim as indicated by a sustained aileron servo current.
RETRIM NOSE LEFT/RIGHT A high rudder force is being sustained by the yaw damper.
RETRIM NOSE UP-DOWN The autopilot is detecting a longitudinal mistrim as indicated by sustained servo current.
RUDDER BIAS FAULT Rudder bias system fault.
Airplane is below 25,000 ft and the secondary baggage bottle has not been actuated per AFM
SEC BAG BOTTLE
procedure.
SEC STAB TRIM FAIL The secondary stab trim is not responding as it should to pilot command.
Speed brake handle has been pulled and the speed brake panels on both sides fail to deploy, or the
SPEED BRAKES
speed brake handle is pulled when the airplane is in the air below 500 feet AGL.
STAB BLD LEAK Stab bleed air leak detected.
STAB TRIM MONITOR Degradation of the no-back brake in the stab trim actuator detected.
SUPPLY BLD LEAK L-R Left, right, or both supply bleed air leak detected.
T/R ARMED L-R Left, right, or both thrust reversers are armed in flight.
Left, right, or both thrust reversers unlocked in flight. (2 or more of the 4 locks sensed to be
T/R UNLOCK L-R
unlocked)
TAIL BLD LEAK The tail sensor indicates temperature exceeds 160 +/- 5 degrees Fahrenheit
TAILCONE DOOR OPEN Tailcone door detected open.
TCAS FAIL TCAS is failed.
TCAS STANDBY Transponder mode selection on the GTC is not AUTO or TA only mode in flight.
TEMP FAULT CKPT-CBN Automatic and manual temperature control are failed.
TERRAIN FAIL Loss of function of the forward looking terrain alerts.
TRANSPONDER FAIL 1-2 Both transponder 1 and 2 have failed.
TRANSPONDER STANDBY Transponder mode selection on the GTC is standby in flight.
TRIM SW FAULT L-R The AFCS trim switch monitor is tripped. Manual trim may still run.

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APPENDIX A

Message Description
TRU AMPS L-R Left, right, or both TRU amps is over 100 amps.
WINDSHEAR FAIL Windshear alerting failure.
WING BLD LEAK L-R Left, right, or both wing bleed air leak detected.
WOW module has detected a miscompare between the squat switches or the system has detected a
WOW MISCOMPARE
miscompare between WOW modules.
WSHLD HEAT INOP L-R Left, right, or both windshields heat is failed.
WSHLD O’TEMP L-R Left, right, or both windshields heat overheat.

STATUS MESSAGES
Message Description
Left, right, or both engine anti-ice selected on, and the surface is cold when it is expected to be
A/I ENGINE COLD L-R
cold.
Left, right, or both inboard wing anti-ice are selected on, and the surface is cold when it is expected
A/I INB WNG COLD L-R
to be cold
Left, right, or both stab anti-ice are selected on, and the surface is cold when it is expected to be
A/I STAB COLD L-R
cold.
Left, right, or both outboard wing anti-ice are selected on, and the surface is cold when it is
A/I WING COLD L-R
expected to be cold.
A/I WING XFLOW OPEN Wing Anti-ice crossflow valve is selected open and to valve is not closed.
ANTI-ICE ON ALL All anti-ice systems are selected on.
ANTI-ICE ON ENG/STAB Engine and stab anti-ice are selected on.
AP FAIL Autopilot loss of function or failure. The autopilot will disengage and/or will not engage.
APR2 NOT AVAIL Category II approach feature is not available.
APU BLD VALVE CLOSED APU bleed valve is closed, and the APU is running.
APU ON APU on above 20,000 and below 30,000 feet.
APU START RELAY ENG APU start relay is closed and APU is not running.
AT FAIL Autothrottle has failed. The Autothrottle will disengage and/or will not engage.
BATTERY LOW TAKEOFF Battery amps >= 20A on either battery, and both engines are running on the ground.
BATTERY MAINT Check the Li-Ion batteries for maintenance.
BATTERY OFF L-R Left, right, or both battery(s) are off.
BLD SEL NOT NORM L-R Left, right, or both bleed air select switches are not in the normal position (in air).
BUS TIE CLOSED Bus tie is closed.
Trip points have shifted because cabin altitude is expected to be above 8,000 feet. (high elevation
CABIN ALTITUDE
mode)
CABIN CALL Incoming call from the passenger compartment.
The door monitor has not been properly tested or has failed and has been overridden by an MMEL
CHECK DOORS
procedure.
CONTROL LOCK ON Flight controls and left throttle lock is engaged.
ELEC TRU ON L-R Left, right, or both TRUs are on and current is detected.
Left, right, or both FADECs have detected a condition that will require maintenance within 125
ENG DISPATCH LIM L-R
hours of the message being posted.
ENGINE SHUTDOWN L-R Left, right, or both FADECs have shut down an engine due to pilot command.
FDR FAIL The flight data recorder is not receiving and recording flight data.
FIRE BOTTLE LOW 1-2 Engine fire bottle 1 and/or 2 low. (in air).
FIRE BTL LOW BAG-APU The APU/Baggage compartment rapid discharge fire bottle pressure low.
FIRE BTL LOW BAGGAGE The baggage compartment metered discharge fire bottle pressure is low.
FUEL BST PUMP ON L-R Left, right, or both fuel boost pumps are on, due to a normal condition.
FUEL CROSSFEED Fuel cross feed is reducing imbalance.
FUEL FW SHUTOFF L-R Left, right, or both fuel firewall shutoff valves are closed.
GROUND PROX INHIBIT Ground Proximity Warning System inhibit has been selected on the TAWS touchscreen page.

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 APPENDIX A

Message Description
HYD AUX PUMP ON Auxiliary hydraulic pump switch is in the on position (on ground).
HYD RES PRESS LOW Hydraulic reservoir pressure is not above 900 PSI while both engines are running.
LAVATORY DOOR One or both of the aft pocket doors is not stowed open and the aircraft is below 18,000’.
MAX COOL ON Bleed air adjusted for maximum cabin cooling.
NO STANDBY DATA No standby data.
NO TAKEOFF Aircraft is not in a safe takeoff configuration.
OIL FLTR BYPASS L-R Left, right, or both oil pressure changes are large across the oil filter due to debris.
OIL LEVEL LOW L-R Fault in the left, right, or both oil level sensors.
P/S COLD L-R-STBY Left, right and/or standby pitot static heat is off on the ground.
PARK BRAKE ON Parking brake is on and pressure is adequate on the ground.
PHONE CALL Incoming phone call.
SELCAL HF 1-2 Aircraft specific tone received on HF 1 and/or 2.
SELCAL VHF 1-2-3 Aircraft specific tone received on VHF 1, 2, and/or 3.
STEEP APPROACH MODE Steep approach mode has been selected on the touchscreen controller.
SURFACEWATCH FAIL The SurfaceWatch system has failed
SURFACEWATCH INHIBIT The SurfaceWatch system has been inhibited
TAWS FLAP OVERRIDE Flap override has been selected on the TAWS touchscreen page.
TAWS GS/GP CANCEL Glideslope/glidepath inhibit is selected on the TAWS touchscreen page.
TAWS TEST TAWS is performing a self test.
TCAS STANDBY Transponder mode selection on the GTC is not AUTO or TA only mode on ground.
TCAS TEST TCAS is preforming a self test.
TEMP FAULT CKPT-CBN Automatic temperature control is failed.
TERRAIN INHIBIT TAWS inhibit is selected on the TAWS touchscreen page.
TRANSPONDER FAIL 1-2 Transponder 1 and/or 2 fail.
TRANSPONDER STANDBY Transponder mode selection on the GTC is standby on ground.
WSHLD HEAT INOP L-R Left, right, or both windshields heat inoperative while the corresponding TRU is providing power.
YD FAIL The yaw damper has lost function or failed.

ADDITIONAL VOICE ALERTS

Voice Alert Priority Alert Description
“Airspeed” Warning Airspeed Autothrottle overspeed or underspeed protection has activated.
Specified time from reaching minimums based on current vertical
“Approaching Minimums” Status Minimums
speed when CAT II is coupled.
Autopilot disconnected. In some situations, the Flight Director
“Autopilot” Warning Autopilot disconnect
may still be available.
“Autothrottle” Warning Autothrottle disconnect Autothrottle disconnected.
Aircraft is taking off from, or landing on, a runway different
“Check runway” Caution Check runway
than that entered in TOLD.
“Landing Gear” Warning Gear Warning Gear up in landing condition.
“Minimums Minimums” Warning Minimums At MDA or DH.
Aircraft is taking off from, or landing on, a runway with a
“Runway too short” Warning Runway too short remaining distance less than needed as calculated by the
TOLD function.
“Taxiway” Warning Taxiway Takeoff Aircraft is taking off from a non-runway (e.g. a taxiway).
“Taxiway” Warning Taxiway Landing Aircraft is landing on a non-runway (e.g. a taxiway).
Aircraft is taking off from, or landing on, a runway different
“Check runway” Caution Check runway
than that entered in TOLD.

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APPENDIX A

CAS AURAL ALERTS

Alert Priority Aural Alert Description
Overspeed Warning Single Chime MMO or VMO exceeded..
ACARS Message Alert Single Chime Air Traffic Service datalink message.
Altitude Alert Single Tone Aircraft deviates from or approaches the selected altitude.
Vertical track Alert Double Tone VNAV waypoint.
1000 Hz chime followed by a
CPDLC Message Alert Action required on the CPDLC page.
850 Hz chime
1000 Hz chime followed by a
SELCAL Message Alert Incoming SELCAL message.
850 Hz chime
Phone Call Alert Phone ringer Incoming phone call.

SYSTEM ANNUNCIATIONS
When the system issues a message, the MSG Button flashes on the Touchscreen Controllers and a similar
annunciator icon flashes in the upper left corner of the PFDs to alert the pilot of a new message. The annunciator
and button continue to flash until acknowledged by touching the MSG Button on either Touchscreen Controller,
after which, the button no longer flashes and the annunciator on the PFD extinguishes. The number of active
messages is shown on the System Messages Tab. Active messages are highlighted by a cyan box. When
messages have become inactive, the cyan box is removed.
When an LRU or an LRU function fails, a large red or amber ‘X’ (depending on the LRU) is typically displayed
on items associated with the failed data. The following section describes various system annunciations. Refer to
the current version of the pertinent flight manual for additional information regarding pilot responses to these
annunciations.

NOTE: Upon power-up of the system, certain windows remain invalid as the equipment begins to initialize.
All windows should be operational within one minute of power-up. If any window continues to remain
flagged, the system should be serviced by a Garmin-authorized repair facility.

System Message
Annunciation, See
Touchscreen Controller

System System
Annunciation Annunciation
Red ‘X’ Amber ‘X’

Figure A-4 System Annunciations (PFD)

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 APPENDIX A

Touch to View
‘Notifications’ Screen
Figure A-5 System Messages Annunciation Figure A-6 ‘Notifications’ Screen After MSG
(Touchscreen Controller) Button Touched (Touchscreen Controller)

AUDIO ALERTING SYSTEM

The system issues audio alert tones or voice messages when specific system conditions are met.
Selecting the audio alert voice:
1) From Home, touch Utilities > Setup > Avionics Settings.
2) If necessary, touch the Audio Tab.
3) Scroll to find the Audio Alert Voice Button.
4) Touch the Audio Alert Voice Button to display the alert voice choices.
5) Touch to select an alert voice (Male or Female).

SYSTEM MESSAGES

NOTE: This Section provides information regarding system messages that may be displayed by the system.
Knowledge of the aircraft, systems, flight conditions, and other existing operational priorities must be
considered when responding to a message. Always use sound pilot judgment. The current version of the
pertinent flight manual takes precedence over any conflicting guidance found in this section.
This section describes various system messages. Certain messages are issued due to an LRU or LRU function
failure. Such messages are normally accompanied by a corresponding red or amber ‘X’ annunciation as shown
previously in the System Annunciations section.

System Message Comments

ABORT APR – Loss of GPS Abort approach due to loss of GPS navigation. This message may also be displayed if the flight
navigation. Abort approach. plan is deleted while an RNAV approach that requires SBAS is active.
ACARS CONFIG – ACARS config Indicates incorrect ACARS configuration of the IATA Airline Code associated with an ACARS
error. Config service req’d. AOC. Communication is halted.

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APPENDIX A

System Message Comments

ACARS DISCONNECT – Loss of Loss of ACARS connectivity on all configured ACARS communication options.
ACARS connectivity.
ACARS FAIL – ACARS data Indicates loss of the MFD function, possibly detected at power-up prior to the MFD being ready
transmission inoperative. to function. Communication is halted
ACARS INVALID ATS UPLINK – Indicates that an ATS message has been sent to the aircraft that has invalid contents.
FRMT error, use voice procedures.
ACARS MSG MEM LIMIT – Indicates that the ACARS message memory limit has been reached and from this point on,
Oldest MSG will be deleted when the oldest message will be deleted with each new message stored.
MSG received.
ADC1 ALT EC – ADC1 altitude GDC1 is reporting that the altitude error correction is unavailable.
error correction is unavailable.
ADC1 AS EC – ADC1 airspeed GDC1 is reporting that the airspeed error correction is unavailable.
error correction is unavailable.
ADC1 SERVICE – ADC1 needs A failure has been detected in the #1 GDC. The system should be serviced.
service. Return unit for repair.
ADC2 ALT EC – ADC2 altitude GDC2 is reporting that the altitude error correction is unavailable.
error correction is unavailable.
ADC2 AS EC – ADC2 airspeed GDC2 is reporting that the airspeed error correction is unavailable.
error correction is unavailable.
ADC2 SERVICE – ADC2 needs A failure has been detected in the #2 GDC. The system should be serviced.
service. Return unit for repair.
ADC SSEC NOT PRESENT Static Source Error Correction is not currently being applied, causing limited accuracy on
airspeed and altitude indications.
APR ADVISORY – SBAS VNAV SBAS not available. The system is calculating the VNAV profile using BARO VNAV.
not available. Using BARO VNAV.
APR DWNGRADE – Apr Vertical guidance generated by SBAS is unavailable. Use Baro LNAV/VNAV or LNAV minimums.
downgraded.
APR INACTV – Approach is not The system notifies the pilot the loaded approach is not active. Activate approach when
active. required.
ARM VNAV CLIMB – Reset Adjust altitude preselect value to enable VNAV climb
altitude preselect to arm climb.
ARM VNAV DESCENT – Reset Adjust altitude preselect value to enable VNAV descent
altitude preselect to arm descent.
ARSPC AHEAD – Airspace ahead Special use airspace is ahead of aircraft. The aircraft will penetrate the airspace within 10
- less than 10 minutes. minutes.
ARSPC NEAR – Airspace near - Special use airspace is within 2 nm of the aircraft position.-
less than 2 nm.
ARSPC NEAR – Airspace near Special use airspace is near and ahead of the aircraft position.
and ahead.
ATT/HDG1 ATT – ATT/HDG 1 ATT/HDG1 attitude mode active.
attitude mode active.
ATT/HDG1 FAIL – ATT/HDG 1 has Internal sensor failure. The system should be serviced.
an internal failure.

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 APPENDIX A

System Message Comments

ATT/HDG1 GNSS – ATT/HDG 1 GNSS input 1 failure. The system should be serviced.
failure with GNSS on input 1.
ATT/HDG1 GNSS – ATT/HDG 1 GNSS input 2 failure. The system should be serviced.
failure with GNSS on input 2.
ATT/HDG1 GNSS – ATT/HDG 1 GNSS failure. The system should be serviced.
GNSS failure.
ATT/HDG1 HDG – ATT/HDG 1 ATT/HDG1 is currently in Free Mode but a more accurate slaved heading is available.
slaved heading is available.
ATT/HDG1 LATITUDE – ATT/ ATT/HDG1 could not align because of extreme latitude.
HDG 1 extreme latitude failure.
ATT/HDG1 MOTION – ATT/HDG Excessive motion detected during AHRS alignment.
1 excessive motion detected.
ATT/HDG1 – ATT/HDG 2 has lost Loss of primary power. The system should be serviced.
primary power.
ATT/HDG2 ATT – ATT/HDG 2 ATT/HDG2 attitude mode active.
attitude mode active.
ATT/HDG2 FAIL – ATT/HDG 2 has Internal sensor failure. The system should be serviced.
an internal failure.
ATT/HDG2 GNSS – ATT/HDG 2 GNSS input 1 failure. The system should be serviced.
failure with GNSS on input 1.
ATT/HDG2 GNSS – ATT/HDG 2 GNSS input 2 failure. The system should be serviced.
failure with GNSS on input 2.
ATT/HDG2 GNSS – ATT/HDG 2 GNSS failure. The system should be serviced.
GNSS failure.
ATT/HDG2 HDG – ATT/HDG 1 ATT/HDG2 is currently in Free Mode but a more accurate slaved heading is available.
slaved heading is available.
ATT/HDG2 LATITUDE – ATT/ ATT/HDG2 could not align because of extreme latitude.
HDG 2 extreme latitude failure.
ATT/HDG2 MOTION – ATT/HDG Excessive motion detected during AHRS alignment.
2 excessive motion detected.
ATT/HDG2 – ATT/HDG 2 has lost Loss of primary power. The system should be serviced.
primary power.
CHECK AIRSPEED – Do not While descending to a speed constraint at a flight plan waypoint that requires the airplane
exceed <VNAV unable speed/ to slow down, the system has determined that deceleration is insufficient to meet the speed
altitude>. constraint prior to passing the waypoint.
CHECK AIRSPEED – <VNAV The vertical waypoint cannot be attained due to settings or other variables.
unable speed>]
CHECK ARRIVAL SPEED – [Arrival
Speed] M AT [LOC ID] exceeds The arrival speed loaded exceeds Mmo.
Mmo
CHECK ARRIVAL SPEED – [Arrival
Speed] KT AT [LOC ID] exceeds The arrival speed loaded exceeds Vmo.
Vmo

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APPENDIX A

System Message Comments

CHECK DEPARTURE SPEED –
[Departure Speed] KT AT [LOC ID] The departure speed loaded exceeds Vmo.
exceeds Vmo
CHECK CRS – Database course Selected course for LOC1 differs from published localizer course by more than 10 degrees.
for LOC1 / [LOC ID] is [CRS]°.
CHECK CRS – Database course Selected course for LOC2 differs from published localizer course by more than 10 degrees.
for LOC2 / [LOC ID] is [CRS]°.
CHECK RESERVE FUEL – Fuel Fuel on board does not allow for the current flight plan.
remaining is less than fuel
required.
CNFG MODULE – L PFD The specified GDU’s configuration module backup memory has failed. The system should be
configuration module is serviced.
inoperative.
COM #[1, 2] INOP - CAL – Check COM 1 and/or COM 2 calibration version error. Check COM calibration.
COM calibration.
COM #[1, 2] INOP - CRNT – COM 1 and/or COM 2 current is low. Check COM current.
Check COM current.
COM #[1, 2] INOP - INTRL – Com COM 1 and/or COM 2 has an internal fault.
internal fault.
COM #[1, 2] INOP - SYNTH – The COM 1 and/or COM 2 has a synthesizer lock fault.
COM synthesizer lock fault.
COM #[1, 2] INOP - VOLT – COM 1 and/or COM 2 has low voltage.
Check COM voltage.
COM1 PTT – COM1 push-to-talk The COM1 external push-to-talk switch is stuck in the enable (or “pressed”) position. Press the
key is stuck. PTT switch again to cycle its operation. If the problem persists, the system should be serviced.
COM1 RMT XFR – COM1 remote The COM1 transfer switch is stuck in the enabled (or “pressed”) position. Press the transfer
transfer key is stuck. switch again to cycle its operation. If the problem persists, the system should be serviced.
COM2 PTT – COM2 push-to-talk The COM2 external push-to-talk switch is stuck in the enable (or “pressed”) position. Press the
key is stuck. PTT switch again to cycle its operation. If the problem persists, the system should be serviced.
COM2 RMT XFR – COM2 remote The COM2 transfer switch is stuck in the enabled (or “pressed”) position. Press the transfer
transfer key is stuck. switch again to cycle its operation. If the problem persists, the system should be serviced.
CONFIRM BARO QFE – Confirm Confirm BARO QFE Reference Elevation.
BARO QFE Reference Elevation
COPILOT PRIM PTT KEYSTK – The GMA external push-to-talk switch is stuck in the enable (or “pressed”) position. Press the
Copilot primary push-to-talk key PTT switch again to cycle its operation. If the problem persists, the system should be serviced.
is stuck.
COPILOT SEC PTT KEYSTK – The GMA external push-to-talk switch is stuck in the enable (or “pressed”) position. Press the
Copilot secondary push-to-talk key PTT switch again to cycle its operation. If the problem persists, the system should be serviced.
is stuck.
CPDLC – CPDLC facility logon Logon failed. Check pertinent entries for accuracy. Additionally, voice communications may be
failed. used to verify with ATC that CPDLC is currently being offered by the facility.

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 APPENDIX A

System Message Comments

CPDLC – CPDLC session The CPDLC session was unexpectedly terminated by the avionics or ATC. If CPDLC usage is to
terminated. be continued, ATC must re-establish a new session. It may be necessary to logoff/logon again
before ATC can establish a new session.
CPDLC SEND FAIL – CPDLC Indicates that an automatic CPDLC position report failed to send.
position report failed to send.
DATA LOST – Pilot stored data The system was unable to save pilot data. Verify settings.
was lost. Recheck settings.
DATABASE CHANGE – Verify user This occurs when a stored flight plan contains procedures that have been manually edited.
modified procedures. This alert is issued only after an navigation database update. Verify that the user-modified
procedures in stored flight plans are correct and up to date.
DATABASE CHANGE – Verify This occurs when a stored flight plan contains an airway that is no longer consistent with the
stored airways. navigation database. This alert is issued only after an navigation database update. Verify use
of airways in stored flight plans and reload airways as needed.
DATABASES EXPIRED – Restart The databases in the system have expired. Restart the system to move the standby databases
avionics to activate standby to active status.
databases.
DATABASES MISMATCHED The databases in the system have expired. Restart the system to move the standby databases
– Restart displays to correct to active status.
mismatch.
DB MISMATCH – Navigation The GDUs have different navigation database versions or regions installed. Crossfill is off.
database mismatch. Xtalk is off.Check the ‘Avionics Status’ Screen to determine versions or regions. Also, check the ‘Avionics
Status’ Screen for a database synchronization function not completed. After synchronization is
complete, power must be turned off, then on.
DB MISMATCH – Obstacle The GDUs have different obstacle database versions or regions installed. Check the ‘Avionics
database mismatch. Status’ Screen to determine versions or regions. Also, check the ‘Avionics Status’ Screen for a
database synchronization function not completed. After synchronization is complete, power
must be turned off, then on.
DB MISMATCH – Terrain database The GDUs have different terrain database versions or regions installed. Check the ‘Avionics
mismatch. Status’ Screen to determine versions or regions. Also, check the ‘Avionics Status’ Screen for a
database synchronization function not completed. After synchronization is complete, power
must be turned off, then on.
DIG GMA1 MANIFEST – DIG The digital audio controller has incorrect software installed. The system should be serviced.
GMA 1 software mismatch,
communication halted.
DIG GMA2 MANIFEST – DIG The digital audio controller has incorrect software installed. The system should be serviced.
GMA 2 software mismatch,
communication halted.
DISABLE GP TO ARM CLIMB – Disable AFCS Navigation mode to enable VNAV
Press NAV button to enable VNAV
track change.
DISABLE GS TO ARM CLIMB – Disable AFCS Navigation mode to enable VNAV
Press NAV button to enable VNAV
track change.

190-02632-00 Rev. B Garmin G5000 Pilot’s Guide for the Cessna Citation Latitude 801
APPENDIX A

System Message Comments

DME CHECK RANGE – DME A failure or disagreement has been detected in a DME receiver. Check position sensors.
range disagreement. Check
position sensors.
DOC VIEWER MISMATCH – The installed documents found on the bottom card of each GDU do not match. Ensure each
See Document Viewer Page for card has the appropriate documents.
detailed info.
FAILED PATH – A data path has A data path connecting two or more LRU has failed. If the problem persists, the system should
failed. be serviced.
FPL TRUNC – Flight plan has This occurs when a newly installed navigation database eliminates an obsolete approach or
been truncated. arrival used by a stored flight plan. The obsolete procedure is removed from the flight plan.
Update flight plan with current arrival or approach.
FPL WPT LOCK – Flight plan Upon power-up, The system detects that a stored flight plan waypoint is locked. This occurs
waypoint is locked. when an aviation database update eliminates an obsolete waypoint. The flight plan cannot find
the specified waypoint and flags this message. This can also occur with user waypoints in flight
plans that are deleted.
Remove the waypoint from the flight plan if it no longer exists in any database, or update the
waypoint name/identifier to reflect the new information.
FPL WPT MOVE – Flight plan The system has detected that a waypoint coordinate has changed due to a new navigation
waypoint moved. database update. Verify that stored flight plans contain correct waypoint locations.
G/S1 FAIL – G/S1 is inoperative. A failure has been detected in glideslope receiver 1. The system should be serviced.
G/S1 SERVICE – G/S1 needs A failure has been detected in glideslope receiver 1. The receiver may still be available. The
service. Return unit for repair. system should be serviced when practical.
G/S2 FAIL – G/S2 is inoperative. A failure has been detected in glideslope receiver 2. The system should be serviced.
G/S2 SERVICE – G/S2 needs A failure has been detected in glideslope receiver 2. The receiver may still be available. The
service. Return unit for repair. system should be serviced when practical.
GCU1 CONFIG – GCU1 config GCU1 configuration settings do not match those of backup configuration memory. The system
error. Config service req’d. should be serviced.
GCU1 FAIL – GCU1 is inoperative. The GCU1 has failed. The system should be serviced when practical.
GCU1 KEYSTK – GCU1 [key A key is stuck on the GCU1. Attempt to free the stuck key by pressing it several times. The
name] key is stuck. system should be serviced if the problem persists.
GCU1 MANIFEST – The GCU1 has incorrect software installed. The system should be serviced.
GCU1 software mismatch,
communication halted.
GCU2 CONFIG – GCU2 config GCU2 configuration settings do not match those of backup configuration memory. The system
error. Config service req’d. should be serviced.
GCU2 FAIL – GCU2 is inoperative. The GCU2 has failed. The system should be serviced when practical.
GCU2 KEYSTK – GCU2 [key A key is stuck on the GCU2. Attempt to free the stuck key by pressing it several times. The
name] key is stuck. system should be serviced if the problem persists.
GCU2 MANIFEST – The GCU2 has incorrect software installed. The system should be serviced.
GCU2 software mismatch,
communication halted.
GDC1 MANIFEST – The GDC1 has incorrect software installed. The system should be serviced.
GDC1 software mismatch,
communication halted.

802 Garmin G5000 Pilot’s Guide for the Cessna Citation Latitude 190-02632-00 Rev. B
 APPENDIX A

System Message Comments

GDC2 MANIFEST – The GDC1 has incorrect software installed. The system should be serviced.
GDC2 software mismatch,
communication halted.
GDL59 CONFIG – GDL 59 config GDL 59 configuration settings do not match those of backup configuration memory. The system
error. Config service req’d. should be serviced.
GDL59 FAIL – GDL 59 has failed. A failure has been detected in the GDL 59. The receiver is unavailable. The system should be
serviced.
GDL59 MANIFEST – The GDL 59 has incorrect software installed. The system should be serviced.
GDL59 software mismatch,
communication halted.
GDL59 RTR FAIL – The GDL 59 A failure has been detected in the GDL 59 router. The system should be serviced.
router has failed.
GDL59 SERVICE – GDL 59 needs A failure has been detected in the GDL 59. The system should be serviced.
service. Return unit for repair.
GDL69 CONFIG – GDL 69 config GDL 69A SXM configuration settings do not match those of backup configuration memory. The
error. Config service req’d. system should be serviced.
GDL69 FAIL – GDL 69 has failed. A failure has been detected in the GDL 69A SXM. The receiver is unavailable. The system
should be serviced.
GDL69 MANIFEST – The GDL 69A SXM has incorrect software installed. The system should be serviced.
GDL69 software mismatch,
communication halted.
GDR AUX MANIFEST – GDR The GDR secondary processor has incorrect software installed. The system should be serviced.
AUX software mismatch,
communication halted.
GDR CONFIG – GDR config error. GDR configuration settings do not match those of backup configuration memory. The system
Config service req’d. should be serviced.
GDR FAIL – GDR is inoperative. A failure has been detected in the GDR. The system should be serviced.
GDR MANIFEST – GDR software The GDR has incorrect software installed. The system should be serviced.
mismatch, communication halted.
GDR PTT – GDR push-to-talk key The GDR push-to-talk switch is stuck in the enable (or “pressed”) position. Press the PTT
is stuck. switch again to cycle its operation. If the problem persists, the system should be serviced.
GDR RMT XFR – GDR remote The GDR transfer switch is stuck in the enabled (or “pressed”) position. Press the transfer
transfer key is stuck. switch again to cycle its operation. If the problem persists, the system should be serviced.
GDR SERVICE – GDR needs The GDR should be serviced when practical.
service. Return unit for repair.
GDR TEMP – GDR over temp. The system has detected an over temperature condition in the GDR. The transmitter operates at
Reducing transmitter power. reduced power. If the problem persists, the system should be serviced.
GDR TX FAIL – GDR transmitter If GDR service is not set then check antenna for faults and unit for extreme temperatures
is inoperative.
GEA # [1, 2, 3] CM INOP - There is a problem with the GEA 1 and/or GEA 2 and/or GEA 3 config module connection.
COMM – Check GEA config Check the connection.
module connection.

190-02632-00 Rev. B Garmin G5000 Pilot’s Guide for the Cessna Citation Latitude 803
APPENDIX A

System Message Comments

GEA # [1, 2, 3] CM INOP - TEMP The GEA 1 and/or GEA 2 and/or GEA 3 configuration module has insufficient cooling. If the
– Check GEA config module problem persists, the system should be serviced.
cooling.
GEA # [1, 2, 3] INOP - CAL – There is a problem with the GEA 1 and/or GEA 2 and/or GEA 3 rigging. Check the rigging.
Check GEA rigging.
GEA # [1, 2, 3] INOP - CNFG There is a problem with the GEA 1 and/or GEA 2 and/or GEA 3 software configuration.
– Check GEA software and Check the configuration. If the problem persists, the system should be serviced.
configuration.
GEA # [1, 2, 3] INOP - INTRL – GEA 1 and/or GEA 2 and/or GEA 3 has an internal fault. The system should be serviced.
GEA internal fault.
GEA # [1, 2, 3] INOP - SENS – There is an error in the GEA 1 and/or GEA 2 and/or GEA 3 software and configuration.
Check GEA configuration. Check the software and configuration. If the problem persists, the system should be
serviced.
GEA # [1, 2, 3] INOP - TEMP – The GEA 1 and/or GEA 2 and/or GEA 3 has insufficient cooling. If the problem persists, the
Check GEA cooling arrangement. system should be serviced.
GEA # [1, 2, 3] INOP - VOLT – The GEA 1 and/or GEA 2 and/or GEA 3 voltage is low. Check GEA voltages.
Check GEA voltages.
GEA # [1, 2, 3] INSPECTION GEA 1 and/or GEA 2 and/or GEA 3 backup power source is not connected. The system should
REQUIRED – Redundant power be serviced.
supply is not present.
GFC MANIFEST – GFC software Incorrect servo software is installed, or gain settings are incorrect.
mismatch, communication halted.
GIA #[1, 2] INOP - CRNT – Check GIA 1 and/or GIA 2 current is low. The current should be checked.
GIA current.
GIA #[1, 2] OVER TEMP – Check GIA 1 and/or GIA 2 is reporting an over-temperature condition.
GIA temperature.
GIA #[1, 2] INOP - SERL – GIA 1 and/or GIA 2 serial communication fault. Check GIA serial communication.
Internal GIA Serial Communication
Fault.
GIA #[1, 2] INOP - VOLT – Check GIA 1 and/or GIA 2 low voltage. Check voltage.
GIA voltage.
GIA #[1, 2] OVER TEMP – GIA GIA 1 and/or GIA 2 is reporting an over-temperature condition.
over temperature.
GIA #[1, 2] UNDER TEMP – GIA GIA 1 and/or GIA 2 is reporting an under-temperature condition.
under temperature.
GMA XTALK – GMA crosstalk The GMA Audio Controllers are not communicating with each other. The system should be
error has occurred. serviced.
GMA1 AUDIO MANIFEST – The audio system has incorrect software installed. The system should be serviced.
GMA1 audio software mismatch,
communication halted.
GMA1 AUX MANIFEST – GMA The digital audio controller has incorrect software installed. The system should be serviced.
1 AUX software mismatch,
communication halted.

804 Garmin G5000 Pilot’s Guide for the Cessna Citation Latitude 190-02632-00 Rev. B
 APPENDIX A

System Message Comments

GMA1 CONFIG – GMA1 config The audio controller configuration settings do not match backup configuration memory. The
error. Config service req’d. system should be serviced.
GMA1 FAIL – GMA1 is The audio controller has detected a failure. The audio controller is unavailable. The system
inoperative. should be serviced.
GMA1 INSPECTION REQUIRED GMA1 backup power source is not connected. The system should be serviced.
– Redundant power supply is not
present.
GMA1 SERVICE – GMA1 needs The audio controller self-test has detected a problem in the unit. Certain audio functions may
service. Return unit for repair. still be available, and the audio controller may still be usable. The system should be serviced
when practical.
GMA2 AUDIO MANIFEST – The audio system has incorrect software installed. The system should be serviced.
GMA2 audio software mismatch,
communication halted.
GMA2 AUX MANIFEST – GMA The digital audio controller has incorrect software installed. The system should be serviced.
2 AUX software mismatch,
communication halted.
GMA2 CONFIG – GMA2 config The audio controller configuration settings do not match backup configuration memory. The
error. Config service req’d. system should be serviced.
GMA2 FAIL – GMA2 is The audio controller has detected a failure. The audio controller is unavailable. The system
inoperative. should be serviced.
GMA2 INSPECTION REQUIRED GMA2 backup power source is not connected. The system should be serviced.
– Redundant power supply is not
present.
GMA2 SERVICE – GMA2 needs The audio controller self-test has detected a problem in the unit. Certain audio functions may
service. Return unit for repair. still be available, and the audio controller may still be usable. The system should be serviced
when practical.
GMC CONFIG – GMC Config Error in the configuration of the GMC.
error. Config service req’d.
GMC FAIL – GMC is inoperative. A failure has been detected in the GMC. The GMC is unavailable.
GMC KEYSTK – GMC [key name] A key is stuck on the GMC bezel. Attempt to free the stuck key by pressing it several times. The
key is stuck. system should be serviced if the problem persists.
GMC MANIFEST – GMC The GMC has incorrect software installed. The system should be serviced.
software mismatch.
Communication halted.
GPS #[1, 2] INOP - CAL – GPS 1 and/or GPS 2 calibration version error. Check GPS calibration.
Calibration fault.
GPS #[1, 2] INSPECT RQRD - The GPS battery needs to be checked.
BATT – Check GPS battery.
GPS NAV LOST – Loss of GPS Enable GPS sensors to continue to use GPS.
navigation. Enable GPS sensors.
GPS NAV LOST – Loss of GPS Loss of GPS navigation due to GPS failure.
navigation. GPS fail.
GPS NAV LOST – Loss of GPS Loss of GPS navigation due to insufficient satellite coverage.
navigation. Insufficient satellites.

190-02632-00 Rev. B Garmin G5000 Pilot’s Guide for the Cessna Citation Latitude 805
APPENDIX A

System Message Comments

GPS NAV LOST – Loss of GPS Loss of GPS navigation due to position error.
navigation. Position error.
GPS1 CHECK POSITION – Check GPS1. From the ‘Aircraft Systems - Sensors’ Screen on the Touchscreen Controller,
Position difference. Check position disable then enable GPS1 to clear the alert. If the alert persists, the system should be serviced.
sensors.
GPS1 FAIL – GPS1 is inoperative. A failure has been detected in GPS1 receiver. The system should be serviced.
GPS1 SERVICE – GPS1 needs A fault has been detected in the GPS1 receiver. The receiver may still be available. If the
service. Return unit for repair. message persists through a normal power cycle, the system should be serviced when practical.
GPS2 CHECK POSITION – Check GPS2. From the ‘Aircraft Systems - Sensors’ Screen on the Touchscreen Controller,
Position difference. Check position disable then enable GPS2 to clear the alert. If the alert persists, the system should be serviced.
sensors.
GPS2 FAIL – GPS2 is inoperative. A failure has been detected in GPS2 receiver. The system should be serviced.
GPS2 SERVICE – GPS2 needs A fault has been detected in the GPS2 receiver. The receiver may still be available. If the
service. Return unit for repair. message persists through a normal power cycle, the system should be serviced when practical.
GRA1 CAL – GRA1 calibration.
GRA1 has improper calibration. The system should be serviced.
Service req’d.
GRA1 CONFIG – GRA1 config
The GRA and GDU have incompatible configurations.
error. Config service req’d.
GRA1 MANIFEST – GRA1
software mismatch, The GRA has incorrect software installed. The system should be serviced.
communication halted.
GRA1 SERVICE – GRA1 needs
The GRA self-test has detected a problem in the unit. The system should be serviced.
service. Return unit for repair
GRA1 TEMP – GRA1 over
The system has detected an over temperature condition in GRA1.
temperature.
GSD1 CONFIG – GSD1 config GSD1 and the CDU have different copies of the GSD1 configuration.
error. Config service req’d.
GSD1 COOLING – GSD1 over GSD1 is reporting an over-temperature condition.
temperature.
GSD1 COOLING – GSD1 GSD1 is reporting a low temperature condition.
temperature too low.
GSD1 MANIFEST – GSD1 has incorrect software installed. The system should be serviced.
GSD1 software mismatch.
Communication halted.
GSD1 SERVICE – GSD1 needs GSD1 is reporting an internal error condition. The GSD may still be usable.
service. Return unit for repair.
GSD2 CONFIG – GSD2 config GSD2 and the CDU have different copies of the GSD2 configuration.
error. Config service req’d.
GSD2 COOLING – GSD2 over GSD2 is reporting an over-temperature condition.
temperature.
GSD2 COOLING – GSD2 over GSD2 is reporting an over-temperature condition.
temperature.
GSD2 COOLING – GSD2 GSD2 is reporting a low temperature condition.
temperature too low.

806 Garmin G5000 Pilot’s Guide for the Cessna Citation Latitude 190-02632-00 Rev. B
 APPENDIX A

System Message Comments

GSD2 MANIFEST – GSD2 has incorrect software installed. The system should be serviced.
GSD2 software mismatch.
Communication halted.
GSD2 SERVICE – GSD2 needs GSD2 is reporting an internal error condition. The GSD may still be usable.
service. Return unit for repair.
GSD3 CONFIG – GSD3 config GSD3 and the CDU have different copies of the GSD3 configuration.
error. Config service req’d.
GSD3 COOLING – GSD3 GSD3 is reporting a low temperature condition.
temperature too low.
GSD3 MANIFEST – GSD3 has incorrect software installed. The system should be serviced.
GSD3 software mismatch.
Communication halted.
GSD3 SERVICE – GSD3 needs GSD3 is reporting an internal error condition. The GSD may still be usable.
service. Return unit for repair.
GSR1 FAIL – GSR1 has failed. A failure has been detected in GSR1. When GSR1 is operated below -20°C, the GSR 56 may
be non-operational for up to 30 minutes while the heater warms the system. During this non-
operational period, the system will post a GSR1 FAIL message. When GSR1 reaches a sufficient
temperature, the failure message is removed from the display. If the failure message persists,
the system should be serviced.
GSR1 MANIFEST – The GSR1 has incorrect software installed. The system should be serviced.
GSR1 software mismatch,
communication halted.
GSR2 FAIL – GSR2 has failed. A failure has been detected in GSR2. When GSR2 is operated below -20°C, the GSR56 may be
non-operational for up to 30 minutes while the heater warms the system. During this non-
operational period, the system will post a GSR2 FAIL message. When GSR2 reaches a sufficient
temperature, the failure message is removed from the display. If the failure message persists,
the system should be serviced.
GSR2 MANIFEST – The GSR2 has incorrect software installed. The system should be serviced.
GSR2 software mismatch,
communication halted.
GTS CONFIG – GTS Config error. The GTS and GDU have different copies of the GTS configuration, or the Mode S address is
Config service req'd. invalid. The system should be serviced.
GTS MANIFEST – GTS software The GTS has incorrect software installed. The system should be serviced.
mismatch, communication halted.
GTX1 MANIFEST – The transponder has incorrect software installed. The system should be serviced.
GTX1 software mismatch,
communication halted.
GTX2 MANIFEST – The transponder has incorrect software installed. The system should be serviced.
GTX2 software mismatch,
communication halted.
GWX CONFIG – GWX config GWX configuration settings do not match those of the GDU configuration. The system should
error. Config service req’d. be serviced.
GWX FAIL – GWX is inoperative. The GDU is not receiving status packet from the GWX or the GWX is reporting a fault. The
radar system should be serviced.

190-02632-00 Rev. B Garmin G5000 Pilot’s Guide for the Cessna Citation Latitude 807
APPENDIX A

System Message Comments

GWX MANIFEST – GWX The GWX has incorrect software installed. The system should be serviced.
software mismatch,
communication halted.
GWX SERVICE – GWX needs A failure has been detected in the GWX. The GWX may still be usable.
service. Return unit for repair.
HF1 FAIL – HF1 antenna coupler HF1 antenna coupler has failed. The system should be serviced.
failure.
HF1 FAIL – HF1 antenna coupler HF1 antenna coupler pressure fail.
pressure fail -TX 50W.
HF1 FAIL – HF1 antenna coupler HF1 antenna coupler pressure is too high.
pressure warning.
HF1 FAIL – HF1 power amplifier HF1 power amplifier has failed. The system should be serviced.
failure.
HF1 FAIL – HF1 receiver exciter HF1 receiver exciter has failed. The system should be serviced.
failure.
HF2 FAIL – HF2 antenna coupler HF2 antenna coupler has failed. The system should be serviced.
failure.
HF2 FAIL – HF2 antenna coupler HF2 antenna coupler pressure fail.
pressure fail -TX 50W.
HF2 FAIL – HF2 antenna coupler HF2 antenna coupler pressure is too high.
pressure warning.
HF2 FAIL – HF2 power amplifier HF2 power amplifier has failed. The system should be serviced.
failure.
HF2 FAIL – HF2 receiver exciter HF2 receiver exciter has failed. The system should be serviced.
failure.
HW MISMATCH – GIA 2 A GIA mismatch has been detected, where only one is WAAS capable.
hardware mismatch, GIA2
communication halted.
HW MISMATCH – GIA1 A GIA mismatch has been detected, where only one is WAAS capable.
hardware mismatch, GIA1
communication halted.
INS POSITION ACCURACY INS HFOM is insufficient for the selected RNP.
DEGRADED – Accuracy has
degraded. (UTC XX:XX)
INS UNABLE RNP – HFOM INS HFOM is insufficient for the selected RNP.
insufficient for RNP AR..
INS1 CHECK POSITION – INS reported Position differences. Check position sensors.
Position difference. Check position
sensor.
INS2 CHECK POSITION – INS reported Position differences. Check position sensors.
Position difference. Check position
sensor.
INSIDE ARSPC – Inside airspace. The aircraft is inside the airspace.
INVALID ADM – Invalid ADM: Data link avionics were not configured correctly and therefore will not be able to
ATN communication halted. communicate with the ground network.

808 Garmin G5000 Pilot’s Guide for the Cessna Citation Latitude 190-02632-00 Rev. B
 APPENDIX A

System Message Comments

L PFD BKLT CAL INV – Left PFD The specified GDU’s backlight calibration cannot be found or found or is invalid. The system
bklt cal lost or mismatch. Return should be serviced.
for repair.
L PFD CARD1 ERR – L PFD card The SD card in the top card slot of the specified GDU is invalid.
1 is invalid.
L PFD CARD1 REM – L PFD card The SD card was removed from the top card slot of the specified GDU. The SD card needs to be
1 was removed. Reinsert card. reinserted.
L PFD CARD2 ERR – L PFD card The SD card in the top card slot of the specified GDU is invalid.
2 is invalid.
L PFD CARD2 REM – L PFD card The SD card was removed from the top card slot of the specified GDU. The SD card needs to be
2 was removed. Reinsert card. reinserted.
L PFD CARD3 ERR – L PFD card The SD card in the top card slot of the specified GDU is invalid.
3 is invalid.
L PFD CARD3 REM – L PFD card The SD card was removed from the top card slot of the specified GDU. The SD card needs to be
3 was removed. Reinsert card. reinserted.
L PFD CONFIG – L PFD config The specified GDU’s configuration settings do not match backup configuration memory. The
error. Config service req’d. system should be serviced.
L PFD COOLING – L PFD has The specified GDU is overheating and is reducing power consumption by dimming the display.
poor cooling. Reducing power If problem persists, the system should be serviced.
usage.
L PFD DB ERR – L PFD The specified GDU detected a failure in one or more databases. Ensure the data card is
navigation database error exists. properly inserted. Replace data card. If problem persists, the system should be serviced.
L PFD FAN FAIL – L PFD internal The specified GDU’s internal cooling fan has failed. The system should be serviced.
fan failure. Unit needs service.
L PFD GTC CARD1 ERR – L PFD The internal SD card in the GTC contains invalid data. The system should be serviced.
GTC card 1 is invalid.
L PFD GTC CARD1 REM – L PFD The internal SD card in the GTC was removed. The system should be serviced.
GTC card 1 was removed. Reinsert
card.
L PFD GTC CONFIG – L PFD GTC GTC configuration settings do not match those of backup configuration memory. The system
config error. Config service req’d. should be serviced.
L PFD GTC COOLING – L PFD The GTC has insufficient cooling. If the problem persists, the system should be serviced.
GTC has poor cooling. Reducing
power usage.
L PFD GTC DB ERR – L PFD GTC The GTC detected a failure in one or more databases. Ensure the data card is properly inserted.
database error exists. Replace data card. If problem persists, the system should be serviced.
L PFD GTC FAN FAIL – L PFD The internal fan in the GTC has failed. The system should be serviced.
GTC internal fan failure. Unit
needs service.
L PFD GTC FAN FAIL – L PFD The internal fan in the GTC has failed. The system should be serviced.
GTC internal fan failure. Unit
needs service.
L PFD GTC KEYSTK – L PFD GTC A knob or joystick is stuck on the GTC bezel. Attempt to free the stuck control by pushing or
[key name] key is stuck. turning it several times. The system should be serviced if the problem persists.

190-02632-00 Rev. B Garmin G5000 Pilot’s Guide for the Cessna Citation Latitude 809
APPENDIX A

System Message Comments

L PFD GTC MANIFEST – L The GTC has incorrect software installed. The system should be serviced.
PFD GTC software mismatch,
communication halted.
L PFD GTC PERF TABLE ERR – Airframe identifier mismatch. The system should be serviced.
Airframe mismatch.
L PFD GTC PERF TABLE ERR – PERF files inaccessible. The system should be serviced.
CRC Failure.
L PFD GTC PERF TABLE ERR – PERF files missing. The system should be serviced.
Unable to read table.
L PFD GTC PERF TABLE ERR – The Table-of-Contents file is missing from the PERF files, is corrupted, or otherwise cannot
Unable to read table header. be read. The system should be serviced.
L PFD GTC PERF TABLE ERR – Software incompatibility error. The system should be serviced.
Software compatibility error.
L PFD GTC PERF TABLE ERR – PERF file mismatch. The system should be serviced.
Table mismatch.
L PFD GTC SERVICE – L PFD The GTC should be serviced.
GTC needs service. Return unit for
repair.
L PFD GTC TOLD TABLE ERR – Airframe identifier mismatch. The system should be serviced.
Airframe mismatch.
L PFD GTC TOLD TABLE ERR – PERF files inaccessible. The system should be serviced.
CRC Failure.
L PFD GTC TOLD TABLE ERR – PERF files missing. The system should be serviced.
Unable to read table.
L PFD GTC TOLD TABLE ERR – The Table-of-Contents file is missing from the PERF files, is corrupted, or otherwise cannot
Unable to read table header. be read. The system should be serviced.
L PFD GTC TOLD TABLE ERR – Software incompatibility error. The system should be serviced.
Software compatibility error.
L PFD GTC TOLD TABLE ERR – PERF file mismatch. The system should be serviced.
Table mismatch.
L PFD GTC VOLTAGE – L PFD The GTC voltage is low. The system should be serviced.
GTC has low voltage. Reducing
power usage
L PFD MANIFEST – L The specified GDU has incorrect software installed. The system should be serviced.
PFD software mismatch,
communication halted.
L PFD SERVICE – L PFD needs The specified GDU’s self-test has detected a problem. The system should be serviced.
service. Return unit for repair.
L PFD SOFTWARE – L PFD The specified GDU has different software versions installed. The system should be serviced.
mismatch, communication halted.
L PFD TERRAIN DSP – L One of the terrain, airport terrain, or obstacle databases required for TAWS in the specified GDU
PFD Terrain awareness display is missing or invalid.
unavailable.
L PFD VOLTAGE – L PFD has low The specified GDU’s voltage is low. The system should be serviced.
voltage. Reducing power usage

810 Garmin G5000 Pilot’s Guide for the Cessna Citation Latitude 190-02632-00 Rev. B
 APPENDIX A

System Message Comments

L PFD PERF TABLE ERR – Airframe identifier mismatch. The system should be serviced.
Airframe mismatch.
L PFD PERF TABLE ERR – CRC PERF files inaccessible. The system should be serviced.
Failure.
L PFD PERF TABLE ERR – Unable PERF files missing. The system should be serviced.
to read table.
L PFD PERF TABLE ERR – Unable The Table-of-Contents file is missing from the PERF files, is corrupted, or otherwise cannot
to read table header. be read. The system should be serviced.
L PFD PERF TABLE ERR – Software incompatibility error. The system should be serviced.
Software compatibility error.
L PFD PERF TABLE ERR – Table PERF file mismatch. The system should be serviced.
mismatch.
LOI – GPS integrity lost. GPS integrity is insufficient for the current phase of flight.
Crosscheck with other NAVS.
LOSS OF GPS NAVIGATION – Loss of GPS navigation due to insufficient/poor satellite coverage.
Poor Satellite Coverage.
LOW BANK ACTIVE – Disengage Low Bank mode active, disengage Low Bank Mode to continue the approach.
for approach.
LOW BANK ACTIVE – Disengage Low Bank mode active, disengage Low Bank Mode to continue the approach.
for RNP less than 1.0.
LRG MAG VAR – Verify all course The GDU’s internal model cannot determine the exact magnetic variance for geographic
angles. locations near the magnetic poles. Displayed magnetic course angles may differ from the
actual magnetic heading by more than 2°.
LRU REPLACEMENT – LRU The system has detected an LRU replacement. Perform LRU replacement software or full
replacement detected. configuration loading procedure.
MAGNETIC APPROACH – Select The Nav Angle on the ‘Avionics Settings’ Screen is set to ‘True’ needs to be set to ‘Magnetic’.
Magnetic North Reference.
MFD BKLT CAL INV – MFD bklt The specified GDU’s backlight calibration cannot be found or found or is invalid. The system
cal lost or mismatch. Return for should be serviced.
repair.
MFD CARD1 ERR – MFD card 1 The SD card in the top card slot of the GDU is invalid.
is invalid.
MFD CARD1 REM – MFD card 1 The SD card was removed from the top card slot of the GDU. The SD card needs to be
was removed. Reinsert card. reinserted.
MFD CARD2 ERR – MFD card 2 The SD card in the top card slot of the GDU is invalid.
is invalid.
MFD CARD2 REM – MFD card 2 The SD card was removed from the top card slot of the GDU. The SD card needs to be
was removed. Reinsert card. reinserted.
MFD CARD3 ERR – MFD card 3 The SD card in the top card slot of the GDU is invalid.
is invalid.
MFD CARD3 REM – MFD card 3 The SD card was removed from the top card slot of the GDU. The SD card needs to be
was removed. Reinsert card. reinserted.

190-02632-00 Rev. B Garmin G5000 Pilot’s Guide for the Cessna Citation Latitude 811
APPENDIX A

System Message Comments

MFD CONFIG – MFD config error. The specified GDU’s configuration settings do not match backup configuration memory. The
Config service req’d. system should be serviced.
MFD COOLING – MFD has poor The specified GDU is overheating and is reducing power consumption by dimming the display.
cooling. Reducing power usage. If problem persists, the system should be serviced.
MFD DB ERR – MFD navigation The specified GDU detected a failure in one or more databases. Ensure the data card is
database error exists. properly inserted. Replace data card. If problem persists, the system should be serviced.
MFD FAN FAIL – MFD internal The specified GDU’s internal cooling fan has failed. The system should be serviced.
fan failure. Unit needs service.
MFD L GTC CARD1 ERR – MFD The internal SD card in the GTC contains invalid data. The system should be serviced.
L GTC card 1 is invalid.
MFD L GTC CARD1 REM – The internal SD card in the GTC was removed. The system should be serviced.
MFD L GTC card 1 was removed.
Reinsert card.
MFD L GTC CONFIG – MFD L GTC configuration settings do not match those of backup configuration memory. The system
GTC config error. Config service should be serviced.
req’d.
MFD L GTC COOLING – MFD L The GTC has insufficient cooling. If the problem persists, the system should be serviced.
GTC has poor cooling. Reducing
power usage.
MFD L GTC DB ERR – MFD L The GTC detected a failure in one or more databases. Ensure the data card is properly inserted.
GTC database error exists. Replace data card. If problem persists, the system should be serviced.
MFD L GTC FAN FAIL – MFD The internal fan in the GTC has failed. The system should be serviced.
L GTC internal fan failure. Unit
needs service.
MFD L GTC KEYSTK – MFD L A knob or joystick is stuck on the GTC bezel. Attempt to free the stuck control by pushing or
GTC [key name] key is stuck. turning it several times. The system should be serviced if the problem persists.
MFD L GTC MANIFEST – MFD The GTC has incorrect software installed. The system should be serviced.
L GTC software mismatch,
communication halted.
MFD L GTC PERF TABLE ERR – Airframe identifier mismatch. The system should be serviced.
Airframe mismatch.
MFD L GTC PERF TABLE ERR – PERF files inaccessible. The system should be serviced.
CRC Failure.
MFD L GTC PERF TABLE ERR – PERF files missing. The system should be serviced.
Unable to read table.
MFD L GTC PERF TABLE ERR – The Table-of-Contents file is missing from the PERF files, is corrupted, or otherwise cannot
Unable to read table header. be read. The system should be serviced.
MFD L GTC PERF TABLE ERR – Software incompatibility error. The system should be serviced.
Software compatibility error.
MFD L GTC PERF TABLE ERR – PERF file mismatch. The system should be serviced.
Table mismatch.
MFD L GTC SERVICE – MFD L The GTC should be serviced.
GTC needs service. Return unit for
repair.

812 Garmin G5000 Pilot’s Guide for the Cessna Citation Latitude 190-02632-00 Rev. B
 APPENDIX A

System Message Comments

MFD L GTC TOLD TABLE ERR – Airframe identifier mismatch. The system should be serviced.
Airframe mismatch.
MFD L GTC TOLD TABLE ERR – PERF files inaccessible. The system should be serviced.
CRC Failure.
MFD L GTC TOLD TABLE ERR – PERF files missing. The system should be serviced.
Unable to read table.
MFD L GTC TOLD TABLE ERR – The Table-of-Contents file is missing from the PERF files, is corrupted, or otherwise cannot
Unable to read table header. be read. The system should be serviced.
MFD L GTC TOLD TABLE ERR – Software incompatibility error. The system should be serviced.
Software compatibility error.
MFD L GTC TOLD TABLE ERR – PERF file mismatch. The system should be serviced.
Table mismatch.
MFD L GTC VOLTAGE – MFD L The GTC voltage is low. The system should be serviced.
GTC has low voltage. Reducing
power usage
MFD MANIFEST – MFD software The specified GDU has incorrect software installed. The system should be serviced.
mismatch, communication halted.
MFD R GTC CARD1 ERR – MFD The internal SD card in the GTC contains invalid data. The system should be serviced.
R GTC card 1 is invalid.
MFD R GTC CARD1 REM – The internal SD card in the GTC was removed. The system should be serviced.
MFD R GTC card 1 was removed.
Reinsert card.
MFD R GTC CONFIG – MFD R GTC configuration settings do not match those of backup configuration memory. The system
GTC config error. Config service should be serviced.
req’d.
MFD R GTC COOLING – MFD R The GTC has insufficient cooling. If the problem persists, the system should be serviced.
GTC has poor cooling. Reducing
power usage.
MFD R GTC DB ERR – MFD R The GTC detected a failure in one or more databases. Ensure the data card is properly inserted.
GTC database error exists. Replace data card. If problem persists, the system should be serviced.
MFD R GTC FAN FAIL – MFD The internal fan in the GTC has failed. The system should be serviced.
R GTC internal fan failure. Unit
needs service.
MFD R GTC KEYSTK – MFD R A knob or joystick is stuck on the GTC bezel. Attempt to free the stuck control by pushing or
GTC [key name] key is stuck. turning it several times. The system should be serviced if the problem persists.
MFD R GTC MANIFEST – MFD The GTC has incorrect software installed. The system should be serviced.
R GTC software mismatch,
communication halted.
MFD R GTC PERF TABLE ERR – Airframe identifier mismatch. The system should be serviced.
Airframe mismatch.
MFD R GTC PERF TABLE ERR – PERF files inaccessible. The system should be serviced.
CRC Failure.
MFD R GTC PERF TABLE ERR – PERF files missing. The system should be serviced.
Unable to read table.

190-02632-00 Rev. B Garmin G5000 Pilot’s Guide for the Cessna Citation Latitude 813
APPENDIX A

System Message Comments

MFD R GTC PERF TABLE ERR – The Table-of-Contents file is missing from the PERF files, is corrupted, or otherwise cannot
Unable to read table header. be read. The system should be serviced.
MFD R GTC PERF TABLE ERR – Software incompatibility error. The system should be serviced.
Software compatibility error.
MFD R GTC PERF TABLE ERR – PERF file mismatch. The system should be serviced.
Table mismatch.
MFD R GTC SERVICE – MFD R The GTC should be serviced.
GTC needs service. Return unit for
repair.
MFD L GTC TOLD TABLE ERR – Airframe identifier mismatch. The system should be serviced.
Airframe mismatch.
MFD L GTC TOLD TABLE ERR – PERF files inaccessible. The system should be serviced.
CRC Failure.
MFD L GTC TOLD TABLE ERR – PERF files missing. The system should be serviced.
Unable to read table.
MFD L GTC TOLD TABLE ERR – The Table-of-Contents file is missing from the PERF files, is corrupted, or otherwise cannot
Unable to read table header. be read. The system should be serviced.
MFD L GTC TOLD TABLE ERR – Software incompatibility error. The system should be serviced.
Software compatibility error.
MFD L GTC TOLD TABLE ERR – PERF file mismatch. The system should be serviced.
Table mismatch.
MFD R GTC VOLTAGE – MFD R The GTC voltage is low. The system should be serviced.
GTC has low voltage. Reducing
power usage
MFD R PERF TABLE ERR – Airframe identifier mismatch. The system should be serviced.
Airframe mismatch.
MFD R PERF TABLE ERR – CRC PERF files inaccessible. The system should be serviced.
Failure.
MFD R PERF TABLE ERR – PERF files missing. The system should be serviced.
Unable to read table.
MFD R PERF TABLE ERR – The Table-of-Contents file is missing from the PERF files, is corrupted, or otherwise cannot
Unable to read table header. be read. The system should be serviced.
MFD R PERF TABLE ERR – Software incompatibility error. The system should be serviced.
Software compatibility error.
MFD R PERF TABLE ERR – Table PERF file mismatch. The system should be serviced.
mismatch.
MFD SERVICE – MFD needs The specified GDU’s self-test has detected a problem. The system should be serviced.
service. Return unit for repair.
MFD SOFTWARE – MFD The specified GDU has different software versions installed. The system should be serviced.
mismatch, communication halted.
MFD TERRAIN DSP – MFD One of the terrain, airport terrain, or obstacle databases required for TAWS in the specified GDU
Terrain awareness display is missing or invalid.
unavailable.

814 Garmin G5000 Pilot’s Guide for the Cessna Citation Latitude 190-02632-00 Rev. B
 APPENDIX A

System Message Comments

MODEL MISMATCH – Model
mismatch for GDU or GTC. The GTC or GDU modes are not compatible. The system should be serviced.
Service required.
MFD VOLTAGE – MFD has low The specified GDU’s voltage is low. The system should be serviced.
voltage. Reducing power usage
NAV DB UPDATED – Active System has updated the active navigation database from the standby navigation database.
navigation database updated.
NAV1 MANIFEST – The NAV 1 and/or NAV 2 has incorrect software installed. The system should be serviced.
NAV1 software mismatch,
communication halted.
NAV1 RMT XFR – NAV1 remote The remote NAV1 transfer switch is stuck in the enabled (or “pressed”) state. Press the transfer
transfer key is stuck. switch again to cycle its operation. If the problem persists, the system should be serviced.
NAV1 SERVICE – NAV1 needs A failure has been detected in the NAV1 receiver. The receiver may still be available. The
service. Return unit for repair. system should be serviced.
NAV2 MANIFEST – The NAV 2 has incorrect software installed. The system should be serviced.
NAV2 software mismatch,
communication halted.
NAV2 RMT XFR – NAV2 remote The remote NAV2 transfer switch is stuck in the enabled (or “pressed”) state. Press the transfer
transfer key is stuck. switch again to cycle its operation. If the problem persists, the system should be serviced.
NAV2 SERVICE – NAV2 needs A failure has been detected in the NAV2 receiver. The receiver may still be available. The
service. Return unit for repair. system should be serviced.
NON-MAGNETIC UNITS – Non- Navigation angle is not set to MAGNETIC at power-up.
magnetic NAV ANGLE display units
are active.
NON WGS84 WPT – Do not use The position of the selected waypoint [xxxxx] is not calculated based on the WGS84 map
GPS for navigation to [xxxx] reference datum and may be positioned in error as displayed. Do not use GPS to navigate to
the selected non-WGS84 waypoint.
PFD POSITIONS DIFFERENT – There is a mismatch in the position sensed by the PFDs. Check position sensor settings. If
PFD positions mismatch. Check message persists the system should be serviced.
position sensors.
R PFD PERF TABLE ERR – Airframe identifier mismatch. The system should be serviced.
Airframe mismatch.
R PFD PERF TABLE ERR – CRC PERF files inaccessible. The system should be serviced.
Failure.
R PFD PERF TABLE ERR – Unable PERF files missing. The system should be serviced.
to read table.
R PFD PERF TABLE ERR – Unable The Table-of-Contents file is missing from the PERF files, is corrupted, or otherwise cannot
to read table header. be read. The system should be serviced.
R PFD PERF TABLE ERR – Software incompatibility error. The system should be serviced.
Software compatibility error.
R PFD PERF TABLE ERR – Table PERF file mismatch. The system should be serviced.
mismatch.
R PFD BKLT CAL INV – R PFD The specified GDU’s backlight calibration cannot be found or found or is invalid. The system
bklt cal lost or mismatch. Return should be serviced.
for repair.

190-02632-00 Rev. B Garmin G5000 Pilot’s Guide for the Cessna Citation Latitude 815
APPENDIX A

System Message Comments

R PFD CARD1 ERR – R PFD card The SD card in the top card slot of the specified GDU is invalid.
1 is invalid.
R PFD CARD1 REM – R PFD card The SD card was removed from the top card slot of the specified GDU. The SD card needs to be
1 was removed. Reinsert card. reinserted.
R PFD CARD2 ERR – R PFD card The SD card in the top card slot of the specified GDU is invalid.
2 is invalid.
R PFD CARD2 REM – R PFD card The SD card was removed from the top card slot of the specified GDU. The SD card needs to be
2 was removed. Reinsert card. reinserted.
R PFD CARD3 ERR – R PFD card The SD card in the top card slot of the specified GDU is invalid.
3 is invalid.
R PFD CARD3 REM – R PFD card The SD card was removed from the top card slot of the specified GDU. The SD card needs to be
3 was removed. Reinsert card. reinserted.
R PFD CONFIG – R PFD config The specified GDU’s configuration settings do not match backup configuration memory. The
error. Config service req’d. system should be serviced.
R PFD COOLING – R PFD has The specified GDU is overheating and is reducing power consumption by dimming the display.
poor cooling. Reducing power If problem persists, the system should be serviced.
usage.
R PFD DB ERR – R PFD The specified GDU detected a failure in one or more databases. Ensure the data card is
navigation database error exists. properly inserted. Replace data card. If problem persists, the system should be serviced.
R PFD FAN FAIL – R PFD internal The specified GDU’s internal cooling fan has failed. The system should be serviced.
fan failure. Unit needs service.
R PFD GTC CARD1 ERR – R PFD The internal SD card in the GTC contains invalid data. The system should be serviced.
GTC card 1 is invalid.
R PFD GTC CARD1 REM – R The internal SD card in the GTC was removed. The system should be serviced.
PFD GTC card 1 was removed.
Reinsert card.
R PFD GTC CONFIG – R PFD GTC configuration settings do not match those of backup configuration memory. The system
GTC config error. Config service should be serviced.
req’d.
R PFD GTC COOLING – R PFD The GTC has insufficient cooling. If the problem persists, the system should be serviced.
GTC has poor cooling. Reducing
power usage.
R PFD GTC DB ERR – R PFD GTC The GTC detected a failure in one or more databases. Ensure the data card is properly inserted.
database error exists. Replace data card. If problem persists, the system should be serviced.
R PFD GTC KEYSTK – R PFD A knob or joystick is stuck on the GTC bezel. Attempt to free the stuck control by pushing or
GTC [key name] key is stuck. turning it several times. The system should be serviced if the problem persists.
R PFD GTC MANIFEST – R The GTC has incorrect software installed. The system should be serviced.
PFD GTC software mismatch,
communication halted.
R PFD GTC PERF TABLE ERR – Airframe identifier mismatch. The system should be serviced.
Airframe mismatch.
R PFD GTC PERF TABLE ERR – PERF files inaccessible. The system should be serviced.
CRC Failure.
R PFD GTC PERF TABLE ERR – PERF files missing. The system should be serviced.
Unable to read table.

816 Garmin G5000 Pilot’s Guide for the Cessna Citation Latitude 190-02632-00 Rev. B
 APPENDIX A

System Message Comments

R PFD GTC PERF TABLE ERR – The Table-of-Contents file is missing from the PERF files, is corrupted, or otherwise cannot
Unable to read table header. be read. The system should be serviced.
R PFD GTC PERF TABLE ERR – Software incompatibility error. The system should be serviced.
Software compatibility error.
R PFD GTC PERF TABLE ERR – PERF file mismatch. The system should be serviced.
Table mismatch.
R PFD GTC SERVICE – R PFD The GTC should be serviced.
GTC needs service. Return unit for
repair.
R PFD GTC TOLD TABLE ERR – Airframe identifier mismatch. The system should be serviced.
Airframe mismatch.
R PFD GTC TOLD TABLE ERR – PERF files inaccessible. The system should be serviced.
CRC Failure.
R PFD GTC TOLD TABLE ERR – PERF files missing. The system should be serviced.
Unable to read table.
R PFD GTC TOLD TABLE ERR – The Table-of-Contents file is missing from the PERF files, is corrupted, or otherwise cannot
Unable to read table header. be read. The system should be serviced.
R PFD GTC TOLD TABLE ERR – Software incompatibility error. The system should be serviced.
Software compatibility error.
R PFD GTC TOLD TABLE ERR – PERF file mismatch. The system should be serviced.
Table mismatch.
R PFD GTC VOLTAGE – R PFD The GTC voltage is low. The system should be serviced.
GTC has low voltage. Reducing
power usage
R PFD MANIFEST – R The specified GDU has incorrect software installed. The system should be serviced.
PFD software mismatch,
communication halted.
R PFD SERVICE – R PFD needs The specified GDU’s self-test has detected a problem. The system should be serviced.
service. Return unit for repair.
R PFD SOFTWARE – R PFD The specified GDU has different software versions installed. The system should be serviced.
mismatch, communication halted.
R PFD TERRAIN DSP – R One of the terrain, airport terrain, or obstacle databases required for TAWS in the specified GDU
PFD Terrain awareness display is missing or invalid.
unavailable.
R PFD VOLTAGE – R PFD has low The specified GDU’s voltage is low. The system should be serviced.
voltage. Reducing power usage
RAIM UNAVAIL – RAIM is GPS satellite coverage is insufficient to perform Receiver Autonomous Integrity Monitoring
not available from FAF to MAP (RAIM) from the FAF to the MAP waypoints.
waypoints.
REGISTER CONNEXT – Data The system is not registered with Connext, or its current registration data has failed
services are inoperative, register authentication.
w/Connext.
SCHEDULER [#] – <message>. Message criteria entered by the user.
SLCT FREQ – Select appropriate The system notifies the pilot to load the approach frequency for the appropriate NAV receiver.
frequency for approach. Select the correct frequency for the approach.

190-02632-00 Rev. B Garmin G5000 Pilot’s Guide for the Cessna Citation Latitude 817
APPENDIX A

System Message Comments

SELCAL ID MISMATCH – Selected
SELCAL ID does not match The manually selected SELCAL ID does not match the ID reported by the system.
reported ID.
SELECT VOR/LOC – Select VOR/ The system notifies the pilot to set the CDI to the correct NAV source. Set the CDI to the correct
LOC as the NAV Source. NAV source.
SLCT MAG– Select MAGNETIC The system notifies the pilot to set the Nav Angle units on the ‘Avionics Settings’ Screen to
NAV ANGLE display units. Magnetic.
SLCT NON-MAG– Select The system notifies the pilot to set the Nav Angle units on the ‘Avionics Settings’ Screen to True.
alternate NAV ANGLE display
units.
STEEP TURN – Steep turn ahead. The computed bank angle needed to execute the turn may exceed the current bank angle limit.
STRMSCP FAIL – Stormscope has The system is no longer receiving data from the lightning detection system. The device should
failed. be serviced.
SVT DISABLED – Out of available Synthetic Vision is disabled because the aircraft is not within the boundaries of the installed
terrain region. terrain database.
SVT DISABLED – Terrain DB Synthetic Vision is disabled because a terrain database of sufficient resolution is not currently
resolution too low. installed.
SYSTEM CONFIG – SYSTEM The system configuration has changed unexpectedly. The system should be serviced.
config error. Config service req’d.
TCAS FAIL – TCAS system is Traffic: TAS/TCAS inop or connection lost. The system should be serviced.
inoperative.
TERRAIN AUD CFG – Trn TAWS is disabled because the audio configuration is invalid. The system should be serviced.
Awareness audio config error.
Service req’d.
TIMER EXPIRED – Timer has
The system notifies the pilot that the timer has expired.
expired.
TIMER EXPIRD – Timer 1 has The system notifies the pilot Timer 1 has expired.
expired.
TIMER EXPIRD – Timer 2 has The system notifies the pilot Timer 2 has expired.
expired.
TOLD – TOLD computation There is a mismatch in TOLD computation between GTC1 and GTC2.
miscompare.
TOLD BUGS PULLED – Bugs Speed bugs have been removed due to a user entry affecting TOLD calculations. TOLD can be
have been removed due to a TOLD used to re-accept the speed bugs.
change.
TRAFFIC FAIL – Traffic device has The system is no longer receiving data from the traffic system. The traffic device should be
failed. serviced.
TRN AUD FAIL – Trn Awareness TAWS is disabled because an aural alert audio source is unavailable.
audio source unavailable.
TRUE NORTH APPROACH – The Nav Angle on the ‘Avionics Settings’ Screen is set to ‘Magnetic’ needs to be set to ‘True’.
Select True North Reference.
UNABLE CRUISE ALTITUDE – The selected PERF cruise altitude cannot be achieved.
Cruise altitude cannot be reached.

818 Garmin G5000 Pilot’s Guide for the Cessna Citation Latitude 190-02632-00 Rev. B
 APPENDIX A

System Message Comments

UNABLE RNP – Estimated The estimated GPS position error exceeds the RNP limits. Check GPS signal.
position error exceeds RNP.
UNABLE RNP APR – GPS The GPS integrity level is insufficient for the RNP AR approach.
integrity lost. Check GPS sensors.
UNABLE VNAV – Excessive The current cross-track exceeds the limit, causing vertical deviation to go invalid.
cross-track error.
UNABLE VNAV – Excessive track The current track angle error exceeds the limit, causing the vertical deviation to go invalid.
angle error.
UNABLE VNAV – Reverted to PIT. The current VNAV is not supported, the Flight Director has reverted to PIT mode.
UNABLE VNAV – Parallel course A parallel course has been selected, causing the vertical deviation to go invalid.
selected.
UNABLE VNAV – Unsupported The lateral flight plan contains a procedure turn, vector, or other unsupported leg type prior to
leg type in flight plan. the active vertical waypoint. This prevents vertical guidance to the active vertical waypoint.
UNABLE VNAV ALTITUDE The current vertical speed is insufficient to make the active flight plan altitude constraint prior
– Cannot meet VNAV altitude to crossing the waypoint.
constraint.
UNABLE VNAV SPEED – Flight While descending to a speed constraint at a flight plan waypoint that requires the airplane
plan speed constraint will not be to slow down, the system has determined that deceleration is insufficient to meet the speed
met. constraint prior to passing the waypoint.
VNAV CONFIG – VNAV config VNAV configuration error. The system should be serviced.
error Config service req’d.
VNAV SPEED/ALTITUDE – While descending to a speed restriction defined at an altitude (e.g. the 250 kt speed limit
Speed/altitude limit will not be below 10,000 ft) the system has determined that the airplane’s deceleration is insufficient to
met. meet the speed restriction prior to crossing the altitude.
WPT ARRIVAL – Arriving at Arriving at waypoint [xxxx], where [xxxx] is the waypoint name.
waypoint - [xxxx]
WX ALERT – Possible severe The GWX indicates severe weather within ±10 degrees of the aircraft heading at a range of 80
weather ahead. to 320 nm.
XPDR1 CONFIG – XPDR1 config The transponder configuration settings do not match those of backup configuration memory.
error. Config service req’d. The system should be serviced.
XPDR1 ADS-B NO POS – The transponder is not able to receive position information.
Transponder: ADS-B is not
transmitting position.
XPDR1 ADS-B TRFC – The Transponder is incapable of processing traffic information.
Transponder: ADS-B traffic has
failed
XPDR1 ADS-B UAT – Datalink: A failure has been detected in the UAT receiver.
ADS-B in UAT receiver has failed.
XPDR1 CONFIG – XPDR1 config The transponder configuration settings do not match those of backup configuration
error. Config service req’d. memory. The system should be serviced.
XPDR1 CSA FAIL – Traffic: ADS-B ADS-B Conflict Situational Awareness (CSA) is unavailable.
In traffic alerting has failed.
XPDR1 FAULT – Datalink: ADS-B The transponder is unable to receive ADS-B information.
in has failed.

190-02632-00 Rev. B Garmin G5000 Pilot’s Guide for the Cessna Citation Latitude 819
APPENDIX A

System Message Comments

XPDR1 OVER TEMP – The system has detected an over temperature condition in XPDR1. The transmitter operates
Transponder: Transponder over at reduced power. If the problem persists, the system should be serviced.
temp.
XPDR1 PRES ALT – Transponder: Unable to provide pressure altitude information.
ADS-B no pressure altitude.
XPDR1 SERVICE – XPDR1 needs The #1 transponder should be serviced when possible.
service. Return unit for repair.
XPDR1 UNDER TEMP – The system has detected an under temperature condition in XPDR1. The transmitter
Transponder: Transponder under operates at reduced power. If the problem persists, the system should be serviced.
temp.
XPDR2 ADS-B NO POS – The transponder is not able to receive position information.
Transponder: ADS-B is not
transmitting position.
XPDR2 ADS-B UAT – Datalink: A failure has been detected in the UAT receiver.
ADS-B in UAT receiver has failed.
XPDR2 CONFIG – XPDR2 config The transponder configuration settings do not match those of backup configuration
error. Config service req’d. memory. The system should be serviced.
XPDR2 CSA FAIL – Traffic: ADS-B ADS-B Conflict Situational Awareness (CSA) is unavailable.
In traffic alerting has failed.
XPDR2 FAULT – Datalink: ADSB-B The transponder is unable to receive ADS-B information.
in has failed.
XPDR2 OVER TEMP – The system has detected an over temperature condition in XPDR2. The transmitter operates
Transponder: Transponder over at reduced power. If the problem persists, the system should be serviced.
temp.
XPDR2 PRES ALT –Transponder: Unable to provide pressure altitude information.
ADS-B no pressure altitude.
XPDR2 SERVICE – XPDR2 needs The #2 transponder should be serviced when possible.
service. Return unit for repair.
XPDR2 UNDER TEMP – The system has detected an under temperature condition in XPDR2. The transmitter
Transponder: Transponder under operates at reduced power. If the problem persists, the system should be serviced.
temp.
XPDR2 SERVICE – XPDR2 needs The #2 transponder should be serviced when practical.
service. Return unit for repair.
XTALK ERROR – A flight display The GDUs and/or GTCs are not communicating with each other. The system should be serviced.
crosstalk error has occurred.

820 Garmin G5000 Pilot’s Guide for the Cessna Citation Latitude 190-02632-00 Rev. B
 APPENDIX B

DATABASE MANAGEMENT
Database information is obtained from third party sources. Inaccuracies in the data may be discovered from
time to time. Garmin communicates this information by issuing a Database Alert. These notifications are available
on flygarmin.com.
Garmin requests the flight crew report any observed discrepancies related to database information. These
discrepancies could come in the form of an incorrect procedure; incorrectly identified terrain, obstacles and
fixes; or any other displayed item used for navigation or communication in the air or on the ground. Go to
flygarmin.com and select Aviation Data Error Report.
The system uses Secure Digital (SD) cards to load various types of data. For basic flight operations, SD cards
are required for database updates. Use only 8 GB, 16 GB, or 32 GB cards. If it is desired to leave the card in
the system, only Garmin, OEM, or dealer provided cards should be used. SD Cards obtained elsewhere may be
acceptable for database loading but must be removed when database loading is complete.

CAUTION: Never disconnect power to the system when loading a database. Power interruption during the
database loading process could result in maintenance being required to reboot the system.

NOTE: When loading database updates, the ‘DB Mismatch’ system message will be displayed until
database synchronization is complete, followed by turning system power off, then on. Synchronization can
be monitored on the ‘Database Status’ Screen.

NOTE: Loading a database in the system prior to its effective date will result in the expiration date on the
Power-up Display and the effective date on the ‘Database Status’ Screen being displayed in amber.

NOTE: The FAA has asked Garmin to remind pilots who fly with Garmin database-dependent avionics of
the following:
ƒƒ It is the pilot’s responsibility to remain familiar with all FAA regulatory and advisory guidance and information
related to the use of databases in the National Airspace System.
ƒƒ Garmin equipment will only recognize and use databases that are obtained from Garmin or Jeppesen. Databases
obtained from Garmin or Jeppesen are assured compliance with all data quality requirements (DQRs) by virtue
of a Type 2 Letter of Authorization (LOA) from the FAA. A copy of the Type 2 LOA is available for each database
and can be viewed at flygarmin.com by selecting ‘Type 2 LOA Status.’
ƒƒ Use of a current Garmin or Jeppesen database in your Garmin equipment is required for compliance with
established FAA regulatory guidance, but does not constitute authorization to fly any and all terminal procedures
that may be presented by the system. It is the pilot’s responsibility to operate in accordance with established
AFM(S) and regulatory guidance or limitations as applicable to the pilot, the aircraft, and installed equipment.

NOTE: The pilot/operator must review and be familiar with Garmin’s database exclusion list as discussed
in SAIB CE-14-04 to determine what data may be incomplete. The database exclusion list can be viewed at
flygarmin.com by selecting ‘Database Exclusions List.’

NOTE: The pilot/operator must have access to Garmin and Jeppesen database alerts and consider their
impact on the intended aircraft operation. The database alerts can be viewed at flygarmin.com by selecting
‘Aviation Database Alerts.’

190-02632-00 Rev. B Garmin G5000 Pilot’s Guide for the Cessna Citation Latitude 821
APPENDIX B

NOTE: If the pilot/operator wants or needs to adjust the database, contact Garmin Product Support to
coordinate the revised DQRs.

NOTE: Garmin requests the flight crew report any observed discrepancies related to database information.
These discrepancies could come in the form of an incorrect procedure; incorrectly identified terrain, obstacles
and fixes; or any other displayed item used for navigation or communication in the air or on the ground. Go
to flygarmin.com and select ‘Report An Aviation Data Error Report.’

LOADING UPDATED DATABASES

The cycles and dates for both standby and active databases are displayed on the “Database Status’ Screen
on the touchscreen controller. Any active databases with expiration dates in the past will be highlighted with
amber text. When an expired active database has a standby database that is ready to become effective, a cyan
double-sided arrow will be displayed between the database cycles. When this arrow is visible, it indicates that
the standby and active databases in that row will be switched on the next power cycle, activating the current
standby database. Databases can also be manually selected (or deselected) by touching the database list item,
then touching the Swap Button.
In some cases it may be necessary to obtain an unlock code from Garmin in order to make the database
product functional. It may also be necessary to have the system configured by a Garmin authorized service
facility in order to use some database features.
The navigation database contains the aeronautical data used by the system for the flight management and
flight planning functions. Included is detailed data for waypoints, procedures (arrivals, departures, approaches),
and airways. The navigation database is updated every 28 days. Navigation databases are available for multiple
regions. Refer to flygarmin.com for a list of navigation databases available.
The basemap database contains data for the topography and land features, such as rivers, lakes, and towns. It
is updated only periodically, with no set schedule. There is no expiration date. The basemap database is only
available in a ‘Worldwide’ version.
The terrain database contains the terrain mapping data. These databases are updated periodically and have
no expiration date. The terrain database is only available in a “Worldwide’ version.
The obstacle database contains data for obstacles, such as towers, that pose a potential hazard to aircraft.
Obstacles 200 feet and higher are included in the obstacle database. It is very important to note that not all
obstacles are necessarily charted and therefore may not be contained in the obstacle database. This database is
updated on a 56-day cycle. The obstacle database is only available in a “US/Canada/Europe’ version.

NOTE: The data contained in the terrain and obstacle databases comes from government agencies. Garmin
accurately processes and cross-validates the data, but cannot guarantee the accuracy and completeness of
the data.
The AOPA or AC-U-KWIK Airport Directory provides data on airports and heliports throughout the U.S. or
worldwide, respectively. The AOPA Directory offers detailed information for over 5,300 U. S. airports, along
with the names and phone numbers of thousands of FBOs. These databases are updated every 56 days. The
AC-U-KWIK Directory offers detailed information for more than 8,000 airports with runways longer than 3,000
feet worldwide. A ‘Worldwide’ Airport Directory database is available as well as Airport Directory databases for
multiple regions. Refer to flygarmin.com for a list of Airport Directory databases available.

822 Garmin G5000 Pilot’s Guide for the Cessna Citation Latitude 190-02632-00 Rev. B
 APPENDIX B

The SafeTaxi database contains detailed airport diagrams for selected airports. These diagrams aid in following
ground control instructions by accurately displaying the aircraft position on the map in relation to taxiways,
ramps, runways, terminals, and services. This database is updated on a 56-day cycle. A ‘Full Coverage’ SafeTaxi
database is available as well as SafeTaxi databases for multiple regions. Refer to flygarmin.com for a list of
SafeTaxi databases available.
The ChartView database is updated on a 14-day cycle. If the ChartView database is not updated within 70
days of the expiration date, ChartView will no longer function. The ChartView database must be purchased
directly from Jeppesen but can be updated at jeppesen.com or flygarmin.com. The ChartView database is
available for multiple regions. Refer to jeppesen.com for a list of ChartView databases available.
The IFR/VFR charts database contains VFR and IFR raster charts. The VFR Charts are digital representations of
the Sectional Aeronautical Charts and Terminal Area Charts. The IFR Charts include both IFR High (designed
for navigation at or above 18,000 ft) and IFR Low (designed for navigation below 18,000 ft). IFR/VFR Charts
are updated every 28 days except for Canadian IFR/VFR Charts which are updated every 56 days. The IFR/VFR
charts database is available for multiple regions. Refer to flygarmin.com for a list of IFR/VFR charts databases
available.
DATABASE UPDATES
All databases are updated through a single SD card in the bottom slot of the MFD. When the card is inserted,
the databases on the card will be copied to standby and synchronized across all powered, configured units.
After update, the card is removed and the databases are stored on the system. When in standby, databases are
not immediately available for use, but stored to be activated at a later time.
Database updates can be obtained by following the instructions detailed in the ‘Aviation Databases’ section
of the Garmin website (flygarmin.com). Once the updated files have been downloaded from the website, a PC
equipped with an appropriate SD card reader is used to unpack and program the new databases onto an existing
Supplemental Data Card. When database files are loaded to the SD card, any previously loaded database files
of the same type residing on the SD card will be overwritten. This includes loading a database of a different
coverage area or data cycle than that currently residing on the SD card. Equipment required to perform the
update is as follows:
-- Windows-compatible PC computer
-- SD Card Reader: SanDisk SDDR-93, SanDisk SDDR-99, Verbatim #96504, or equivalent
-- Updated database obtained from the Garmin website
-- Supplemental SD Cards
Updating Databases.
1) Download and install the databases on the SD card.
2) Put the SD Card in the bottom SD card slot of the MFD.
3) Turn the system ON.
4) Touch Database Status on the ‘Initialization’ Screen on the MFD touchscreen controller.
Or:
From Home, touch Utilities > Setup > Database Status.
5) Monitor the Sync Status on the ‘Database Status’ Screen. Wait for all databases to complete synchronizing,
indicated by ‘Sync Complete’ being displayed.

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APPENDIX B

6) The database update status will appear in the status window at the top of the screen. The load is complete
when ‘Databases Ready’ is displayed.
7) A cyan double-arrow will appear between the Standby and Active columns to show which standby databases
will be transferred to Active at the next power cycle.

Figure B-1 ‘Database Status’ Screen before Activation of Standby Databases

8) The system will display the message ‘Activate databases with on ground restart.’ Touch Database Options >
Restart Displays.
9) A 10 second restart countdown will appear. Touch the Restart Button in the display window to continue with
the restart of the system.

Figure B-2 Database Restart

10) Remove the SD card from the bottom slot of the MFD.
11) Touch Database Status on the ‘Initialization’ Screen on the MFD touchscreen controller.
Or:
From Home, touch Utilities > Setup > Database Status.
12) Verify that the standby databases transferred and are now in the Active database column.

824 Garmin G5000 Pilot’s Guide for the Cessna Citation Latitude 190-02632-00 Rev. B
 APPENDIX B

Figure B-3 ‘Database Status’ Screen after Activation of Standby Databases

13) To manually activate any databases that did not transfer to the active column:
a) Touch Database Status on the ‘Initialization’ Screen of either touchscreen controller.
Or:
From Home, touch Utilities > Setup > Database Status.
b) Scroll down and touch the database title.
c) Touch Swap > OK. The cyan double-arrows will now appear beside the selected databases.
d) Remove and reapply power to the system.
e) Touch Database Status on the ‘Initialization’ Screen of either touchscreen controller.
Or:
From Home, touch Utilities > Setup > Database Status.
f) Verify that the standby databases transferred and are now in the Active database column.
14) To view database status:
a) Touch Database Status on the ‘Initialization’ Screen on the MFD touchscreen controller.
Or:
From Home, touch Utilities > Setup > Database Status.
b) To view database status for an individual display, touch Database Options > LRU Database Info.
Or:
To view database status from ‘Avionics Status’ Screen, touch Utilities > Setup > Avionics Status. Touch the
Database Tab.
c) Touch a button from the list to view database information associated with that display.
d) Scroll through the database information to view database status.

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APPENDIX B

DATABASE SYNCHRONIZATION FEATURE

When a PFD or MFD is failed, any database updates will not be automatically synchronized to the other
displays. When this occurs, the database synchronization feature allows synchronizing to be completed on the
remaining powered displays.
Synchronizing databases:
1) Follow the procedures for loading databases in this section. The databases will not sync to any of the displays
when a display is not powered.
2) Touch the Database Status Button on the ‘Initialization’ Screen on the MFD touchscreen controller.
Or:
From Home, touch Utilities > Setup > Database Status.
3) Scroll down and touch Database Options > Sync Databases.

Sync Databases Button

Figure B-4 Sync Databases

4) From the ‘Sync From Display’ Screen, touch the button for the display that the databases will be synced from
(this will be the display containing the SD Card or multimedia card).
5) The database sync process will begin. Follow the procedures for loading databases in this section to complete
the database updates.
DATABASE DELETION FEATURE
If databases are not properly loading or functioning, and an attempt has been made to load the databases
using a new SD card or multimedia card, it may be necessary to delete the databases from the system.
Delete the databases:
1) Touch the Database Status Button on the ‘Initialization’ Screen on the MFD touchscreen controller.
Or:
From Home, touch Utilities > Setup > Database Status.
2) Scroll down and touch Database Options > Delete Databases.

826 Garmin G5000 Pilot’s Guide for the Cessna Citation Latitude 190-02632-00 Rev. B
 APPENDIX B

Delete Databases Button

Figure B-5 Delete Databases

3) A prompt will appear to confirm deletion of all internal databases. Touch the OK Button.

Figure B-6 Confirm Deletion

4) Another confirmation prompt will appear. Touch the OK Button.

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APPENDIX B

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828 Garmin G5000 Pilot’s Guide for the Cessna Citation Latitude 190-02632-00 Rev. B
 APPENDIX C

AVIATION TERMS AND ACRONYMS

A Amps AM Amplitude Modulation
AC Advisory Circular, Alternating Current AMPS Amperes
ACARS Aircraft Communications Addressing and ANNUNC/ANN Annunciation/Annunciator
Reporting System ANT Antenna
ACC Accuracy AOA Angle of Attack, ACARS Over AVLC
ACK Acknowledge AOC Aeronautical Operational Control
ACT, ACTV Active, Activate, Altitude Compensated Tilt AOG Aircraft On Ground
ADAHRS Air Data, Attitude and Heading Reference AOPA Aircraft Owners and Pilots Association
System
AP Autopilot
ADC Air Data Computer
AP DISC Autopilot Disconnect
ADF Automatic Direction Finder
APPR, APR Approach
ADI Attitude Direction Indicator
APT Airport, Aerodrome, Automatic Pitch Trim
ADIZ Air Defense Identification Zone
APTSIGNS Airport Signs
ADM Administrative Domain
APU Auxiliary Power Unit
ADS-B Automatic Dependent Surveillance-
Broadcast APV Approaches with Vertical Guidance
ADS-R Automatic Dependent Surveillance- ARINC Aeronautical Radio Incorporated
Rebroadcast ARSPC Airspace
AEA Aircraft Electronic Association ARTCC Air Route Traffic Control Center
AF Arc to Fix Leg ARV Arrival
AFCS Automatic Flight Control System AS Airspeed
AFM Airplane Flight Manual ASB Aviation Support Branch
AFMS Airplane Flight Manual Supplement ASOS Automated Surface Observing System
AFN ATS Facilities Notification AT Auto Throttle
AFRM Airframe ATC Air Traffic Control
AFTN Aeronautical Fixed Telecommunication ATCRBS ATC Radar Beacon System
Network
ATIS Automatic Terminal Information Service
AGL Above Ground Level
ATK Along Track
AHRS Attitude and Heading Reference System
ATN Aeronautical Telecommunications
AIM Aeronautical Information Manual Network
AIRB Airborne ATS Air Traffic Services
AIRMET Airman’s Meteorological Information ATT Attitude
AIRREP Air Reports AUD Audio
ALRT Alert AUTO Automatic
ALT Altitude AUTOSEQ Automatic Sequence
ALT, ALTN Alternator, Alternate AUX Auxiliary
ALTS Altitude Select, Selected Altitude Capture AVAIL Available
Mode
AVG Average
ALTV VNAV Altitude Capture Mode
AVLC Aviation VHF Link Control

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APPENDIX C

AWOS Automated Weather Observing System CL Class

B Both Runways CLB Climb
B ALT Barometric Altitude CLD Cloud
B/C, BC Back Course CLR Clear
BARO Barometer, Barometric CLTR Clutter
BATT Battery CM Centimeter
Bearing The compass direction from the present CMC Central Maintenance Computer
position to a destination waypoint. CN Canada
BFO Beat Frequency Oscillator CNS Communication, Navigation, &
BKLT Backlight Surveillance
BKSP Backspace CO Carbon Monoxide
Bluetooth Wireless standard for data exchange over COM Communication Radio
short distances COMP Compensated, Compensation
BOC Bottom of Climb CONFIG Configuration
BOD Bottom of Descent CONUS Continental United States
BRG see also Bearing COOL Coolant
BTM Bottom COPLT Copilot
°C Degrees Celsius Course The line between two points to be
C Center Runway followed by the aircraft.
CA Course to Altitude Leg Course to The recommended direction to steer
CAL Calibrated Steer in order to reduce course error or stay
on course. Provides the most efficient
CALC Calculator heading to get back to the desired course
Calibrated Indicated airspeed corrected for and proceed along the flight plan.
Airspeed installation and instrument errors. CPDLC Controller Pilot Datalink Communications
CAS Crew Alerting System CPL Couple
CCG Current Climb Gradient CR Course to Radial Leg
CD Course to DME Distance Leg CRG Cockpit Reference Guide
CDA Current Data Authority CRNT Current
CDI Course Deviation Indicator Crosstrack The distance the aircraft is off a desired
CDU Control Display Unit Error course in either direction, left or right.
CF Course to Fix Leg CRS see also Course, Course to Steer
CFG Configuration CRSR Cursor
CFIT Controlled Flight into Terrain CRU, CRZ Cruise
CG Center of Gravity CSA Conflict Situational Awareness
CH, CHNL Channel CSC Current Speed Control
CHKLIST Checklist CTA Control Area
CHT Cylinder Head Temperature CTAF Common Traffic Advisory Frequency
CI Course to Intercept Leg CTR Center
CIP Current Icing Potential CTRL Control

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 APPENDIX C

Cumulative, The total of all legs in a flight plan. DLS Data Link System
CUM DME Distance Measuring Equipment
CVDR Cockpit Voice Data Recorder DN Down
CVFP Charted Visual Flight Procedure DNALT Density Altitude
CVR Cockpit Voice Recorder DOD Department of Defense
CVRG Coverage DOP see also Dilution of Precision
CWS Control Wheel Steering DP Departure Procedure
CYC CTR Cyclic Centering DPRT Departure
CYL Cylinder DQR Data Quality Requirements
D ALT Density Altitude DR Dead Reckoning
D-ATIS Digital Automatic Terminal Info Service DSBL Disabled
DB, DBASE Database DSP Display, Datalink Service Provider, Digital
dBZ Decibels ‘Z’ (Radar Return) Signal Processor
DCL Departure Clearance DTG Distance To Go, Remaining distance to
DCLTR, DECLTR Declutter last active FPL waypoint
DEC FUEL Decrease Fuel DTK see also Desired Track
DEG Degree DWNGRADE Downgrade
DEIC, DEICE De-icing E Empty, East
DEP Departure EAS Engine and Airframe Systems
DESC Descent EC Error Correction
Desired Track The desired course between the active ECC Error Correcting Code
“from” and “to” waypoints. ECR Excessive Closure Rate
DEST, DES Destination, Destination Airport Identifier ECS Environmental Control System
DEV Deviation ECU Engine Control Unit
DF Direct to Fix Leg EDM Emergency Descent Mode
DFLT Default EDR Excessive Descent Rate
DG Directional Gyro EFC Expected Further Clearance
DGRD Degrade Efficiency A measure of fuel consumption,
DH Decision Height expressed in distance per unit of fuel.
DIFF Differential EGNOS European Geostationary Navigation
Overlay Service
Dilution of A measure of GPS satellite geometry
Precision quality on a scale of one to ten (lower EGT Exhaust Gas Temperature
numbers equal better geometry, where EICAS Engine Indication and Crew Alerting
higher numbers equal poorer geometry). System
DIR Direction EIS Engine Indication System
DIS Distance ELEC Electrical
Distance The ‘great circle’ distance from the ELEV Elevation, Elevator
present position to a destination ELT Emergency Locator Transmitter
waypoint.
EMER, EMERG, Emergency
DL LTNG Datalink Lightning EMERGCY

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APPENDIX C

EMI Electromagnetic Interference FC Course From Fix to Distance Leg

END, ENDUR Endurance FCC Federal Communication Commission
Endurance Flight endurance, or total possible flight FCST Forecast
time based on available fuel on board. FD Flight Director, Course From Fix to DME
ENG Engine Distance Leg
ENGD Engaged FDE Fault Detection and Exclusion
ENR Enroute; ETE to Final Destination FDR Flight Data Recorder
Enroute Safe Uses Grid MORAs to determine a safe FF, FFLOW see also Fuel Flow
Altitude (ESA) altitude within ten miles left or right of FIS-B Flight Information Services-Broadcast
the desired course on an active flight plan
or direct-to. FISDL Flight Information Service Data Link
ENT Enter FIT Flight Into Terrain
EPE see also Estimated Position Error FL Flight Level
EPU Estimated Position Uncertainty FLC Flight Level Change
ERR Error FLT Flight, Flight Timer
ES Extended Squitter FLTA Forward Looking Terrain Avoidance
ESA see also Enroute Safe Altitude FM Course From Fix to Manual Termination
Leg
ESP Electronic Stability and Protection
FMS Flight Management System
Estimated A measure of horizontal GPS position
Position Error error derived by satellite geometry FOB see also Fuel On Board
(EPE) conditions and other factors. FOD see also Fuel Over Destination
Estimated The estimated time it takes to reach FPA Flight Path Angle
Time Enroute the destination waypoint from the
(ETE) present position, based upon current FPL Flight Plan
groundspeed. FPM Feet Per Minute, Flight Path Marker
Estimated The estimated time at which the aircraft FREQ Frequency
Time of Arrival should reach the destination waypoint, FRMT Format
(ETA) based upon current speed and track.
FRZ Freezing
ETA see also Estimated Time of Arrival
FSM Flight System Messages
ETE see also Estimated Time Enroute
FSS Flight Service Station
EVS Enhanced Vision System
FT Foot/Feet
EXPIRD Expired
Fuel Flow The fuel flow rate, expressed in units of
EXT External fuel per hour.
°F Degrees Fahrenheit Fuel On Board The total amount of usable fuel on board
FA Course From Fix to Altitude Leg the aircraft.
FAA Federal Aviation Administration Fuel Over The estimated fuel remaining when the
FADEC Full Authority Digital Engine Control Destination aircraft reaches the destination waypoint,
based upon current fuel flow.
FAF Final Approach Fix
FWD Forward
FAIL Failure
G/S Glideslope
FANS Future Air Navigation System
GA Go-Around
FAR Federal Aviation Regulations
GAGAN GPS Aided GEO Augmented Navigation
FBO Fixed Base Operator
GAGL GPS AGL Altitude

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 APPENDIX C

GAL, GL Gallon(s) GS Ground Speed, Glideslope

GBAS Ground Based Augmentation System GSA Garmin Servo Adapter
GBOX Gearbox GSD Glideslope/Glidepath Deviation, Garmin
GBT Ground Based Transceiver Data Concentrator
GCS Ground Clutter Suppression GSL Geodetic Sea Level
GCU Garmin Control Unit GSR Garmin Satellite Radio
GDC Garmin Air Data Computer GSU Garmin Sensor Unit
GDL Garmin Satellite Data Link GTC Garmin Touchscreen Controller
GDR Garmin Data Radio GTS Garmin Traffic System
GDU Garmin Display Unit GTX Garmin Transponder
GEA Garmin Engine/Airframe Unit GW Gross Weight
GEN Generator GWX Garmin Weather Radar
GEO Geographic HA Hold Terminating at Altitude Leg
GFC Garmin Flight Control HDG see also Heading
GHz Gigahertz HDOP Horizontal Dilution of Precision
GIA Garmin Integrated Avionics Unit Heading The direction an aircraft is pointed,
based upon indications from a magnetic
GLONASS Global Orbiting Navigation Satellite compass or a properly set directional gyro.
Landing System
HF High Frequency, Hold Terminating at Fix
GLS Global Navigation Satellite Landing Leg
System
HFOM see also Horizontal Figure of Merit
GMA Garmin Audio Panel System
Hg Mercury
GMC Garmin Mode Controller
HI High
GMT Greenwich Mean Time
HI SENS High Sensitivity
GMU Garmin Magnetometer Unit
HM Hold with Manual Termination Leg
GND Ground
HNS Hybrid Navigation Sensor
GOLD Global Operational Data Link
Horizontal A measure of the uncertainty in the
GP Glidepath Figure of aircraft’s horizontal position.
GPH Gallons per Hour Merit
GPN Garmin Part Number HOV Hover
GPS Global Positioning System HOV-P Hover Prediction
GPWS Ground Proximity Warning System hPa Hectopascal
Grid MORA One degree latitude by one degree HPI Hover Power Indicator
(Minimum longitude in size and clears the highest HPL Horizontal Protection Level
Off-Route elevation reference point in the grid by:
Altitude) a) 1,000 feet where the highest elevation HR Hour
is <5001MSL or b) 2,000 feet where the HRZN HDG Horizon Heading
highest elevation is >5000MSL HSDB High-Speed Data Bus
Ground Track See Track HSI Horizontal Situation Indicator
Groundspeed The velocity that the aircraft is travelling HT Heat
relative to a ground position.
HTR Heater
GRS Garmin Reference System

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APPENDIX C

HUL Horizontal Uncertainty Level INV Invalid

HYD Hydraulic IOI Imminent Obstacle Impact
Hz Hertz (cycles per second) IR Infrared
I Inner Marker IrDA, IRDA Infrared Data Association
IAF Initial Approach Fix ISA International Standard Atmosphere; ISA
IAP Instrument Approach Procedure Relative Temperature
IAS Indicated Air Speed ISO International Standards Organization
IAT Indicated Air Temperature ITI Imminent Terrain Impact
IATA International Air Transport Association ITT Inter-Turbine Temperature, Interstage
Turbine Temperature
IAU Integrated Avionics Unit
KEYSTK Key Stuck
IBD, INBD Inboard
KG Kilogram
ICAO International Civil Aviation Organization
kHz Kilohertz
ICS Intercom System
KM Kilometer
ID Identification/Morse Code Identifier
KT Knot
IDENT, IDNT Identification
L Left, Left Runway
IEEE Institute of Electrical & Electronics
Engineers LAT Latitude, Lateral
IF Initial Fix LB Pound
IFR Instrument Flight Rules LBL Label
IG Imperial Gallon LCD Liquid Crystal Display
IGE In Ground Effect LCL Local
ILI Imminent Line Impact LDA Landing Distance Available
ILS Instrument Landing System LDG ETA at Final Destination
IMC Instrument Meteorological Conditions LED Light Emitting Diode
IN Inch Left Over Fuel The amount of fuel remaining on board
On Board after the completion of one or more legs
IN Hg Inches of Mercury of a flight plan or direct-to.
INACTV Inactive Left Over Fuel The amount of flight time remaining,
INC FUEL Increase Fuel Reserve based on the amount of fuel on board
after the completion of one or more legs
IND Indicator, Indicated of a flight plan or direct-to, and a known
Indicated Information provided by properly consumption rate.
calibrated and set instrumentation on the Leg The portion of a flight plan between two
aircraft panel. waypoints.
INFO Information LGND Legend
INH Inhibit LIFR Low Instrument Flight Rules
INOP Inoperative LI-ION Lithium Ion
INS Inertial Navigation System LIM Limit
INT Intersection(s) LMM Location Middle Marker
INTEG Integrity (RAIM unavailable) LNAV Lateral Navigation
INTERN, INTRL Internal LO Low

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 APPENDIX C

LOA Letter of Authorization MID Middle

LOC Localizer MIN Minimum
LOI Loss of Integrity (GPS) Minimum Safe Uses Grid MORAs to determine a safe
LOM Location Outer Marker Altitude (MSA) altitude within ten miles of the aircraft
present position.
LON Longitude, Longitudinal
MKR Marker Beacon
LP Localizer Performance
MMO (VMO) Maximum Speed
LPV Localizer Performance with Vertical
Guidance MOA Military Operations Area
LRU Line Replaceable Unit MON Monitor
LSB V Lower Sideband Voice MORA Minimum Off-Route Altitude
LT Left MOV Movement
LTNG Lightning MPEL Maximum Permissible Exposure Level
LVL Level MPM Meters per Minute
M Meter, Middle Marker, Mach MSA see also Minimum Safe Altitude
Mach Number Mach number is the ratio of the true MSAS Multi-functional Satellite Augmentation
airspeed to the speed of sound. System
MAG Magnetic MSG Message
MAG VAR Magnetic Variation MSL Mean Sea Level
MAHP Missed Approach Hold Point MT, M Meter
MAN Manual MTN Mountain
MAN IN Manifold Pressure (inches Hg) mV Millivolt(s)
MAN SQ Manual Squelch MVFR Marginal Visual Flight Rules
MANSEQ Manual Sequence N North
MAP Missed Approach Point NATS North Atlantic Tracks System
MASQ Master Avionics Squelch NAV Navigation
MAX Maximum NAVAID Navigation Aid
MAXSPD Maximum Speed (overspeed) NCR Negative Climb Rate
MB Marker Beacon NDA Next Data Authority
MCP Maximum Continuous Power NDB Non-Directional Beacon
MDA Barometric Minimum Descent Altitude NEXRAD Next Generation Radar
MEM Memory NG Gas Producer Rotation Speed
MEPT Manual Electric Pitch Trim NM Nautical Mile(s)
MET Manual Electric Trim NoPT No Procedure Turn Required (procedure
shall not be executed without ATC
METAR Aviation Routine Weather Report clearance)
METRO Metropolitan NOTAM Notice To Airman
MFD Multi Function Display NP Power Turbine Speed
MGRS Military Grid Reference System NR Rotor Speed
MGT Measured Gas Temperature NRST Nearest
MHz Megahertz NWS National Weather Service
MIC Microphone O Outer Marker

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APPENDIX C

OAT Outside Air Temperature PSI Pounds per Square Inch, Power Situation
OBD, OUTBD Outboard Indicator
OBS Omni Bearing Selector PT Procedure Turn
OBSCR Obscuratiion PTK Parallel Track
OCL Oceanic Clearance PTT Push-to-Talk
OEM Original Equipment Manufacturer PWR Power
OFST Offset Q Engine Torque
OGE Out of Ground Effect QFE Field Elevation Pressure
OOOI Out of the gate, Off the ground, On the QNH Sea Level Pressure
ground, and In the gate QTY Quantity
OVR Override R Right, Right Runway
OXY Oxygen RA Resolution Advisory, Radio Altimeter
P ALT Pressure Altitude RAD Radial
P. POS Present Position RAD ALT Radio Altimeter
PA Passenger Address, Proximity Advisory RAIM Receiver Autonomous Integrity Monitoring
PASS Passenger(s) RAM Random Access Memory
PC Personal Computer RAT Ram Air Temperature
PDA Premature Descent Alerting RCVR Receiver
PDC Pre-Departure Clearance RDR Radar
PED Personal Electronic Device RECIRC Recirculate/Recirculating
PERF Performance REF Reference
PFD Primary Flight Display REM Remaining (fuel remaining), Reminder,
PG Pilot’s Guide Removed
PI Procedure Turn to Course Intercept Leg REQ Required
PIREP Pilot Report RES Reserve (fuel reserve entered by pilot)
PIT, PTCH Pitch REV Reverse, Revision, Revise
POA Plain Old ACARS RF Radio Frequency, Constant Radius Turn to
Fix Leg
POF Phase of Flight
RFM Rotorcraft Flight Manual
POH Pilot’s Operating Handbook
RLC Required Line Clearance
POHS Pilot’s Operating Handbook Supplement
RMI Radio Magnetic Indicator
POS, POSN Position
RMT Remote
PPH Pounds per Hour
RNAV Area Navigation
PPM Parts per Million
RNG Range
PRES, PRESS Pressure
RNP Required Navigation Performance
PREV Previous
RNWY, RWY Runway
PRN Pseudo Random Noise
ROC Required Obstacle Clearance
PROC Procedure(s), Procedure Turn
ROL Roll
PROP Propeller
ROM Read Only Memory
PROX Proximity
RPM Revolutions Per Minute

836 Garmin G5000 Pilot’s Guide for the Cessna Citation Latitude 190-02632-00 Rev. B
 APPENDIX C

RQRD Required SPC Space

RST FUEL Reset Fuel SPD Speed
RSV Reserve (fuel reserve entered by pilot) SPI Special Position Identification
RT Right SPKR Speaker
RTC Required Terrain Clearance SQ, SQL Squelch
RTR Router SRVC, SVC Service
RUDICS Router-Based Unrestricted Digital SSEC Static Source Error Correction
Interworking Connectivity Solution SSID Wireless Service Set Identifier
RVRSNRY Reversionary STAB Stabilization
RVSI Required Vertical Speed Indicator STAL Stall
RVSM Reduced Vertical Separation Minimums STAR Standard Terminal Arrival Route
RX Receive STATS Statistics
S South STBY Standby
SA Selective Availability STC Sensitivity Time Constant, Supplemental
SAIB Special Airworthiness Information Bulletin Type Certificate
SAR Search and Rescue STD Standard
SAT Static Air Temperature STR Strip
SATCOM Satellite Communication STRMSCP Stormscope
SBAS Satellite-Based Augmentation System SUA Special Use Airspace
SCIT Storm Cell Identification and Tracking SUPPRESS Suppression
SD Secure Digital SURF Surface
SEC Second(s) SUSP Suspend
SEL, SLCT Select SVT Synthetic Vision Technology
SELCAL Selective Calling SW Software
SENS Sense SYN TERR Synthetic Terrain
SFC Surface SYN VIS Synthetic Vision
SIAP Standard Instrument Approach Procedures SYNC Synchronize
SID Standard Instrument Departure SYNTH Synthesizer
SIG/AIR SIGMET/AIRMET SYS System
SIGM SIGMET T True
SIGMET Significant Meteorological Information T HDG True Heading
SIM Simulator T/R Thrust Reverser
SITA Societe Internationale de TA Traffic Advisory
Telecommunications TACAN Tactical Air Navigation System
SLD Supercooled Large Droplet TAF Terminal Aerodrome Forecast
SLP/SKD Slip/Skid TAS True Airspeed, Traffic Advisory System
SMBL Symbol TAT Total Air Temperature
SMS Short Message System TAWS Terrain Awareness and Warning System
SNGL Single

190-02632-00 Rev. B Garmin G5000 Pilot’s Guide for the Cessna Citation Latitude 837
APPENDIX C

TCA Terminal Control Area TWIP Terminal Weather Information for Pilots
TCAS Traffic Alert Collision Avoidance System TX Transmit
TEL Telephone UA Routine PIREP
TEMP Temperature UAT Universal Access Transceiver
TERM Terminal UHF Ultra-High Frequency
TF Track Between Two Fixes Leg UNAVAIL Unavailable
TFR Temporary Flight Restriction US United States
TGT Target USB V Upper Sideband Voice
THR Thrust USR User
TIS Traffic Information Service UTC Coordinated Universal Time
TIS-B Traffic Information Service-Broadcast UTM/UPS Universal Transverse Mercator/ Universal
TIT Turbine Inlet Temperature Polar Stereographic Grid
TKE see also Track Angle Error UUA Urgent PIREP
TLA Throttle Lever Angle, Thrust Lever Angle V Volts, Vertical
TMA Terminal Maneuvering Area V DEV Vertical Deviation
TMR/REF Timer/Reference V, Vspeed Velocity (airspeed)
TO Takeoff V1 Takeoff Decision Speed
TOC Top of Climb V2 Takeoff Safety Speed
TOD Top of Descent, Time to TOD VA Maneuvering Speed
TOGA, TO/GA Take-Off, Go-Around VA Heading Vector to Altitude Leg
TOLD Takeoff and Landing Data VAC Volts Alternating Current
TOPO Topographic VAPP VOR Approach Mode
TORA Takeoff Run Available VAPP , VAC Approach Climb Speed
TOT Total VAR Variation
TPA Traffic Pattern Altitude VCO Voice Call Out
Track Direction of aircraft movement relative to VD Heading Vector to DME Distance Leg
a ground position; also ‘Ground Track’. VDC Volts Direct Current
Track Angle The angle difference between the desired VDI Vertical Deviation Indicator
Error track and the current track. VDL VHF Datalink
TRFC Traffic VECT Vector
TRK see also Track VERT Vertical
TRN Terrain Vertical Figure A measure of the uncertainty in the
TRSA Terminal Radar Service Area of Merit aircraft’s vertical position.
TRUNC Truncated Vertical Speed The vertical speed necessary to descend/
TSO Technical Standard Order Required climb from a current position and altitude
to a defined target position and altitude,
TTL Total based upon current groundspeed.
TTS Text to Speech VFE Maximum Flap Extended Speed
TURB Turbulence VFOM see also Vertical Figure of Merit
TURN Procedure Turn VFR Visual Flight Rules

838 Garmin G5000 Pilot’s Guide for the Cessna Citation Latitude 190-02632-00 Rev. B
 APPENDIX C

VHF Very High Frequency WARN Warning

VI Heading Vector to Intercept Leg WATCH Weather Attenuated Color Highlight
VLE Maximum Landing Gear Extended Speed WGS-84 World Geodetic System - 1984
VLNDx Approach Speed (Flaps at x°) WI-FI, WIFI Wireless Local Area Network based on
VLO Maximum Landing Gear Operating Speed IEEE 802.11
VLOC VOR/Localizer Receiver WILCO Will Comply
VM Heading Vector to Manual Termination WNDSHR Windshear
Leg WOG Weight on Gear
VMC Minimum Control Speed WOW Weight on Wheels
VMC Visual Meteorological Conditions WPT Waypoint(s)
VMO (MMO) Maximum Operating Speed WT Weight
VNAV, VNV Vertical Navigation WW World Wide
VNE Never-Exceed Speed WX Weather
VOL Volume XFER, XFR Transfer
VOR VHF Omnidirectional Range XFLOW Crossflow
VORTAC VHF Omnidirectional Range Station and XM LTNG SiriusXM Lightning
Tactical Air Navigation XMIT Transmit
VPATH, VPTH Vertical Path XMSN Transmission
VPL Vertical Protection Level XPDR Transponder
VPROF VNAV Profile, Vertical Profile XTALK Cross-Talk
VR Takeoff Rotate Speed XTK Cross-Track, Crosstrack Error
VR Heading Vector to Radial Leg YD Yaw Damper
VREF Landing Approach Speed, Reference Z Reflectivity Factor
Landing Speed
VRP Visual Reporting Point
VS Vertical Speed
VSB Maximum Speedbrake Speed
VSD Vertical Situation Display
VSI Vertical Speed Indicator
VSR Stall Speed
VSR, VS REQ see also Vertical Speed Required
VT Takeoff Flap Retraction Speed
VTF Vector to Final
VTIRE Maximum Tire Speed
VX Best Angle of Climb Speed
VY Best Rate of Climb Speed
VYSE Best Single-Engine Rate of Climb Speed
W Watt(s), West
WAAS Wide Area Augmentation System

190-02632-00 Rev. B Garmin G5000 Pilot’s Guide for the Cessna Citation Latitude 839
APPENDIX C

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840 Garmin G5000 Pilot’s Guide for the Cessna Citation Latitude 190-02632-00 Rev. B
 APPENDIX D

FREQUENTLY ASKED QUESTIONS

If a particular aspect of G5000 operational capability is not addressed by these commonly asked questions or in
the index, contact Garmin (see the copyright page or back cover for contact information) or a Garmin-authorized
dealer. Garmin is dedicated to supporting its products and customers.
What is SBAS?
The Satellite Based Augmentation System (SBAS) uses a system of ground stations to correct any GPS signal
errors. These ground stations correct for errors caused by ionospheric disturbances, timing, and satellite
orbit errors. It also provides vital integrity information regarding the health of each GPS satellite. The signal
correction is then broadcast through geostationary satellites. -This correction information can then be received
by any SBAS-enabled GPS receiver.
SBAS is designed to provide the additional accuracy, availability, and integrity necessary to enable users to rely
on GPS for all phases of flight.
There are several SBAS systems serving different parts of the world. The Wide Area Augmentation System
(WAAS) is currently available in the United States, including Alaska. The European Geostationary Navigation
Overlay Service (EGNOS) offers coverage of Europe, parts of the middle east and northern Africa. The Multi-
functional Satellite Augmentation System (MSAS) covers mainly Japan.
How does SBAS affect approach operations?
LNAV/VNAV and LPV RNAV approaches use the accuracy of SBAS to include vertical (glide path) guidance
capability. The additional accuracy and vertical guidance capability allows improved instrument approaches to
an expanded number of airports throughout the U.S.
The implementation of RNAV LP and LPV approaches further improves approach capabilities. RNAV LPV
approaches are designed to make full use of the improved GPS signal from the SBAS. This approach combines
localizer precision lateral guidance with vertical guidance similar to the typical Instrument Landing System
(ILS). RNAV LPV approaches allow lower approach minimums.
What is RAIM and how does it affect approach operations?
RAIM is an acronym for Receiver Autonomous Integrity Monitoring. RAIM is a GPS receiver function that
performs the following functions:
-- Monitors and verifies integrity and geometry of tracked GPS satellites
-- Notifies the pilot when satellite conditions do not provide the necessary coverage to support a certain phase
of flight
-- Predicts satellite coverage of a destination area to determine whether the number of available satellites is
sufficient to satisfy requirements

NOTE: If RAIM is not predicted to be available for the final approach course, the approach does not become
active, as indicated by the “RAIM not available from FAF to MAP” message and the LOI annunciation
flagging on the HSI.
For RAIM to work correctly, the GPS receiver must track at least five satellites. A minimum of six satellites is
required to allow RAIM to eliminate a single corrupt satellite from the navigation solution.

190-02632-00 Rev. B Garmin G5000 Pilot’s Guide for the Cessna Citation Latitude 841
APPENDIX D

RAIM ensures that satellite geometry allows for a navigation solution calculation within a specified protection
limit (2.0 nm for oceanic and en route, 1.0 nm for terminal, and 0.3 nm for non-precision approaches). The
G5000 System monitors RAIM and issues an alert message when RAIM is not available (see Appendix A).
Without RAIM, GPS position accuracy cannot be monitored. If RAIM is not available when crossing the FAF,
the pilot must fly the missed approach procedure.
Why might there be no approaches available for a flight plan?
Approaches are available for the final destination airport in a flight plan or as a direct-to (keep in mind some
VOR/VORTAC identifiers are similar to airport identifiers). If a destination airport does not have a published
approach, the G5000 indicates “NONE” for the available procedures.
What happens when an approach is selected? Can a flight plan with an approach, a departure, or an
arrival be stored?

When an approach, departure, or arrival is loaded into the active flight plan, a set of approach, departure,
or arrival waypoints is inserted into the flight plan, along with a header line showing the title of the selected
instrument procedure. The original enroute portion of the flight plan remains active, unless the instrument
procedure is activated. This may be done either when the procedure is loaded or at a later time.
Flight plans can also be stored with an approach, a departure, or an arrival. Note the most recent active flight
plan is restored when the system is turned on, if the aircraft position is the same as the origin airport in the most
recent active flight plan. Also, the active flight plan is overwritten when another flight plan is activated. When
storing flight plans with an approach, a departure, or an arrival, the system uses the waypoint information from
the current database to define the waypoints. If the database is changed or updated, the system automatically
updates the information, provided the procedure has not been modified. Should an approach, departure, or
arrival procedure no longer be available, the flight plan becomes locked until the procedure is deleted from the
flight plan
What does the OBS Button do?
The OBS Button is used to select manual sequencing of waypoints. Activating OBS mode sets the current
active-to waypoint as the primary navigation reference and prevents the system from sequencing to the next
waypoint in a flight plan. When OBS mode is cancelled, automatic waypoint sequencing is continued, and
the G5000 automatically activates the next waypoint in the flight plan once the aircraft has crossed the present
active waypoint.
Normal (OBS not activated) OBS
• Automatic sequencing of waypoints • Manual sequencing - ‘holds’ on selected waypoint
• Manual course change on HSI not possible • Manually select course to waypoint from HSI
• Always navigates ‘TO’ the active waypoint • Indicates ‘TO’ or ‘FROM’ waypoint
• Must be in this mode for final approach course • Cannot be set for final approach course or published holding patterns
Why might the G5000 not automatically sequence to the next waypoint?
The G5000 only sequences flight plan waypoints when automatic sequencing is enabled (i.e., no ‘OBS’ or
‘SUSP’ annunciation on the HSI). For automatic sequencing to occur, the aircraft must also cross the bisector of
the turn being navigated. The bisector is a line passing through the waypoint common to two flight plan legs
at an equal angle from each leg.

842 Garmin G5000 Pilot’s Guide for the Cessna Citation Latitude 190-02632-00 Rev. B
 APPENDIX D

How can a waypoint be skipped in an approach, a departure, or an arrival?

The G5000 allows the pilot to manually select any approach, departure, or arrival leg as the active leg of
the flight plan. This procedure is performed from the Touchscreen Controller’s ‘Active Flight Plan’ Screen by
touching the desired waypoint button, followed by the Activate Leg To Waypoint Button. After confirming
the activation, the GPS then provides navigation along the selected flight plan leg.
When does turn anticipation begin?
The G5000 smooths adjacent leg transitions based on a normal 15° bank angle (with the ability to roll up to
30°) and provides three pilot cues for turn anticipation:
-- A waypoint alert (‘Next DTK ###° in # seconds’ or ‘Next HDG ###° in # seconds’) appears on the PFD 10
seconds before the turn point and flashes as it counts down to zero.
-- A flashing turn advisory (‘Turn [right/left] to ###° in # seconds’) appears on the PFD 10 seconds before the
turn and flashes as it counts down to zero. ‘Turn [right/left] to ###° now’ or ‘Next [DTK/HDG] to ###° now’
is displayed when the pilot is to begin the turn and the HSI (GPS mode) automatically sequences to the next
DTK or HDG value.
-- The To/From indicator on the HSI flips momentarily to indicate the midpoint of the turn has been crossed.
When does the CDI scale change?
Once a departure is activated, the G5000 Course Deviation Indicator (CDI) full scale deflection is set to RNP
0.3 nm. The CDI scale changes to RNP 1.0 nm then ramps up to RNP 2.0 nm at 30 nm from the departure
airport. When 31 nm from the active waypoint, the CDI scale smoothly transition from RNP 2.0 nm back to
RNP 1.0 nm. At 2.0 nm before the FAF during an active approach, the CDI scale transitions down further based
on the service level of the active approach (LNAV, LNAV/VNAV, LPV, and RNP). When a missed approach is
activated, the CDI is set to RNP 0.3 nm. See the Flight Instruments Section for more details on CDI scaling.
Why does the HSI not respond like a VOR when OBS mode is active?
Unlike a VOR, the CDI scale used on GPS equipment is based on the crosstrack distance to the desired course,
not on the angular relationship to the active waypoint. Therefore, the CDI deflection on the GPS is constant
regardless of the distance to the active waypoint and does not become less sensitive when further away from
the active waypoint.
What is the correct missed approach procedure? How is the missed approach holding point selected?
To comply with TSO specifications, the G5000 does not automatically sequence past the MAP. The first
waypoint in the missed approach procedure becomes the active waypoint when the TO/GA Button or SUSP
Button is selected after crossing the MAP. All published missed approach procedures must be followed, as
indicated on the approach plate.
After a missed approach, how can the same approach be re-selected? How can a new approach be
activated?

NOTE: Do not attempt to reactivate the current approach prior to crossing the missed approach point
(MAP). The G5000 directs the pilot back to the transition waypoint and does not take into consideration
any missed approach procedures, if the current approach is reactivated.

190-02632-00 Rev. B Garmin G5000 Pilot’s Guide for the Cessna Citation Latitude 843
APPENDIX D

After flying the missed approach procedure, the pilot may reactivate the same approach for another attempt
by touching the PROC Button on the Home Screen, followed by the Activate Approach Button. The G5000
provides navigation along the desired course to the waypoint and rejoins the approach in sequence from that
point.
To activate a new approach for the same airport, select the new procedure by touching the PROC Button,
then touch the Approach Button to access the Approach Selection Screen. Then touch the Approach Button.
The Touchscreen Controller displays a list of approaches as buttons. Scroll as needed and touch the desired
approach button, then touch a transition button. The Touchscreen Controller returns to the Approach Selection
Screen. To activate the selected approach, touch the Load & Activate Button.
To activate a new approach to a different airport, touch the Direct To Button to access the ‘Direct To’ Screen.
Then touch the waypoint point and enter the desired airport using the keypad or large and small right knobs.
Touch the Enter Button or push the right knob to accept the selected airport, then follow the steps in the
preceding paragraph to select an approach for the new airport.

844 Garmin G5000 Pilot’s Guide for the Cessna Citation Latitude 190-02632-00 Rev. B
 APPENDIX E

MAP SYMBOLS
MISCELLANEOUS
Item Symbol

ARTCC Frequency or FSS Frequency

Map Pointer (when panning)

Elevation Pointer
(on Topography Scale when panning)

Measuring Pointer

Wind Vector

Overzoom Indicator

User Waypoint

Vertical Navigation Along Track Waypoint

Parallel Track Waypoint

Unanchored Flight Path Waypoint

Top of Descent (TOD)

Bottom of Descent (BOD)

Navigating using Dead Reckoning

190-02632-00 Rev. B Garmin G5000 Pilot’s Guide for the Cessna Citation Latitude 845
APPENDIX E

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846 Garmin G5000 Pilot’s Guide for the Cessna Citation Latitude 190-02632-00 Rev. B
 INDEX

A Airborne Color Weather Radar..................................532

Additional Radar Displays......................................557
Abnormal Operation.........................................683, 787
Altitude Compensated Tilt (ACT)............................542
Absolute Terrain.......................................................281
Antenna Beam Illumination...................................534
Absolute Terrain Data...............................................280
Antenna Stabilization............................................553
ACARS.............................................................685, 728
Basic Antenna Tilt..................................................539
ACARS Connection................................................732
Managing Tilt Angle and Range.............................540
ACARS Weather.......................................................516
NEXRAD and Airborne Weather Radar....................533
ACARS Weather Products
Radar Signal Attenuation.......................................535
METARs and TAFs..................................................525
Radar Signal Reflectivity.........................................535
Metro Weather (METRO WX)..................................529
Angle of Incidence.................................................537
PIREPs...................................................................527
Ground Clutter Suppression...................................537
Terminal Weather Information for Pilots (TWIP)......530
Ground Returns.....................................................537
ACARS Weather Product Symbols...........................519
Precipitation..........................................................535
Accessing ACARS Weather Products.......................517
Safe Operating Distance
Requesting ACARS Weather Data...........................523
Maximum Permissible Exposure Level (MPEL).........538
Activate
System Status
Flight Plan Leg.......................................................341
Abnormal Annunciations........................................563
Standby Flight Plan................................................343
Feature Status Annunciations.................................563
Stored Flight Plan..................................................368
Radar Modes Annunciations..........................562, 566
Activating Data Link Weather Services......................467
Weather Mapping and Interpretation.....................542
Activating Garmin Connext Weather......................468
Hail and Radar Tops...............................................545
Activating the SiriusXM Weather Service................467
Stratus Precipitation...............................................545
Connext Weather Data Requests............................480
Thunderstorms.......................................................543
Active frequency
Tornadoes.............................................................544
ADF .....................................................................202
Weather Radar Operation......................................546
AC-U-KWIK..............................................................822
Adjusting Antenna Tilt Angle..................................549
Additional Features..................................................685
Adjusting Gain......................................................550
ADF
Altitude Compensated Tilt (ACT)............................550
ADF mode.....................................................202, 205
Ground Mapping and Interpretation.......................556
ANT mode.............................................................205
Removing Ground Clutter......................................555
Volume.................................................................202
Sector Scan...........................................................553
ADF/BFO..................................................................205
Turbulence Detection.............................................554
ADF frequency tuning...............................................203
Weather Attenuated Color Highlight (WATCH)........554
ADS-B Traffic............................................................623
Air-Ground Communication Link...............................728
ADS-B System Status.............................................631
Airport
ADS-B Modes........................................................631
Directory...............................................................822
Traffic Failure Annunciations...................................631
Airport Directory.......................................................298
Traffic Status Annunciations...................................632
Airport Information..................................................296
ADS-B with TCAS II................................................625
Airspaces.................................................................311
Airborne and Surface Applications..........................626
Alerts....................................................................314
Automatic Dependent Surveillance-Rebroadcast
Altitude Buffer.......................................................312
(ADS-R).................................................................624
Altitude Labels......................................................311
Conflict Situational Awareness & Alerting...............625
Information...........................................................313
Displaying Additional Traffic Information.................630
Nearest.................................................................312
Displaying Motion Vectors......................................628
Smart....................................................................315
Operation..............................................................628
Airspeed Constraints................................................391
Traffic Information Service-Broadcast (TIS-B)...........624
Airspeed Hold Mode (SPD).......................................678
Traffic Map Pane Display Range.............................630
Airspeed Indicator......................................................92
Advisories, CAS................................................794–795
Airspeed Reference....................................................92

190-02632-00 Rev. B Garmin G5000 Pilot’s Guide for the Cessna Citation Latitude I-1
INDEX

Airways....................................................................288 AFCS Controls.......................................................637

Adding to Flight Plan.............................................336 AFCS Modes..........................................................645
Collapsing/Expanding............................................339 AFCS Status Box....................................................641
Removing from Flight Plan.....................................338 Automatic Pitch Trim (APT).......................................635
Alerts Automatic Safety Mode Selection.............................680
Arrival.....................................................................81 Automatic squelch...........................................184, 190
Audio voice.............................................................81 Autopilot (AP)..........................................................635
Alerts, Aircraft..........................................................790 AP Operation.........................................................672
Along Track Offset....................................................351 AP Underspeed Protection.....................................682
Altimeter........................................................90, 98–99 Overspeed Protection.............................................682
Altitude Alerting.......................................................132 Autothrottle Annunciations.......................................681
Altitude Constraints................................. 386, 390, 391 Autothrottle (AT)..............................................635, 675
QFE .....................................................................390 AT Annunciations...................................................675
Altitude Hold Mode (ALT).........................................647 AT Button..............................................................639
Angle of Attack (AOA) Indicator................................121 AT Controls...........................................................675
Annunciations AT DISC Button.....................................................639
G5000 System.........................................................53 AT Modes Overview...............................................677
ANT/BFO..................................................................205 AT Operation.........................................................676
AOC Services............................................................744 AT Overspeed........................................................680
AOPA .....................................................................822 AT Underspeed......................................................681
Approach.................................................................842 Auto-tuning.............................................................200
Transition to Approach...........................................429 Auto Zoom...............................................................272
Approaches Average Cruise Forecast...........................................381
Downgrade Behavior.............................................418
Missed Approach...................................................427 B
Selection and Removal...........................................420 Backcourse Mode (BC).............................................668
Service Level..........................................................416 Barometric Altimeter Setting.......................................90
Visual....................................................................419 Baro QFE.................................................................390
Approach Mode.......................................................664 Basic Empty Weight..................................................432
Approach Procedures Basic Operating Weight............................................432
Activating......................................................425, 426 Bearing/distance, measuring.....................................278
Loading.........................................................422, 424 Bearing Pointer........................................................110
Removing......................................................426, 427
AP/TRIM/NWS DISC Switch.......................................638 C
Arrival Alert Settings.................................................363 Cargo .....................................................................433
Arrival Procedures....................................................412 Category II Approaches....................................104, 106
Loading.........................................................413, 414 Cautions, CAS..................................................791–793
Removing..............................................................415 Charted Visual Flight Proc (CVFP)..............................419
ATS Services.............................................................735 ChartView........................................................685, 694
Attitude and Heading Reference System (AHRS)....54–55 Climb, Cruise, and Descent (CCD) Speeds..................676
Attitude & Heading Reference System.......................138 Climb/Descent Mode (CLB/DESC)..............................679
Attitude Indicator..................................... 90, 96, 96–97 Climb Mode.............................................................679
Audio alerting system...............................................797 Climb Speed Limits...................................................379
Audio Controller fail-safe operation..........................263 Climb Transition Altitude...........................................378
Audio controls Closest Point............................................................356
SPKR .....................................................................250 CLR Key...................................................................169
Automatic Flight Control System (AFCS)....................635 Combination Modes.................................................657
AFCS Annunciations and Alerts..............................682 COM Frequency Box........................... 90, 169, 172, 186
AFCS Controller.....................................................637 COM Frequency Tuning.....................................175, 188

I-2 Garmin G5000 Pilot’s Guide for the Cessna Citation Latitude 190-02632-00 Rev. B
 INDEX

Command Bars........................................................642 Displaying Data Link Weather Products.....................472

COM tuning failure..................................................263 Weather Data Link Pane........................................472
Contacts..................................................................705 Weather Product Map Overlays..............................475
Control Wheel Steering (CWS)..................................673 Distance Measuring Equipment (DME)......................110
Course Deviation Indicator (CDI).......................112–115 DME
Changing scale......................................................843 HOLD mode...........................................................206
CPDLC .............................................................345–350 NAV1 mode...........................................................206
Route Clearance....................................................345 NAV2 mode...........................................................206
Route Modification................................................346 Tuning mode.................................................202, 206
Crew Alerting System (CAS) DME/DME Navigation..............................................455
Messages......................................................789–794 Dual Cue Command Bars.........................................643
Cruise Initial Altitude................................................380
Cruise Schedule........................................................380 E
CWS Button.............................................................638 Electronic Charts......................................................694
Electronic Checklists.................................................774
D Electronic Documents...............................................777
Database Cycle Number and Revisions......................784 Emergency Descent Mode (EDM)......................681, 683
DataLink Service Provider.........................................731 Emergency frequency...............................................263
Datalink Services..............................................685, 704 End System Services.................................................731
Data Link Weather....................................................466 Engine Indication System (EIS)..........................142–149
Weather Product Age.............................................469 Entering Flight ID.....................................................207
Data Link Weather Products Entertainment inputs........................................259, 261
Cell Movement (SiriusXM)......................................495 ENT Key...................................................................169
Cloud Tops (SiriusXM)............................................493 Estimated Landing Fuel............................................432
County Warnings (SiriusXM)...................................507 ETD - Alternate.........................................................375
Cyclone (SiriusXM).................................................508
Data Link Lightning (SiriusXM, Garmin Connext)....494 F
Echo Tops (SiriusXM).............................................492 FANS .............................................................345–350
Freezing Level (SiriusXM).......................................503 Field of View (SVT)...................................................292
Icing (CIP & SLD) (SiriusXM)...................................509 Flight Data Logging..................................................773
Infrared Satellite (Garmin Connext)........................496 Flight Director (FD)...................................................635
METARs and TAFs..................................................499 FD Modes..............................................................641
PIREPs and AIREPs.................................................511 FD Operation.........................................................640
SIGMETS and AIRMETS..........................................497 Flight ID...................................................................213
Surface Analysis and City Forecast (SiriusXM).........502 Flight Level Change Mode (FLC)...............................649
Temporary Flight Restrictions (TFRs).......................513 Flight Path Angle (FPA).....................................373, 404
Turbulence (SiriusXM)............................................510 Constraints....................................................397, 398
Winds Aloft...........................................................504 Flight Path Marker (FPM).......................... 123, 125, 128
Dead Reckoning.......................................................136 Flight plan
Dead Reckoning Navigation......................................462 Storing..................................................................842
Departure Procedures Flight Plan
Loading.........................................................409, 410 Activating Flight Plan Leg......................................341
Removing..............................................................412 Activating Standby Flight Plan................................343
Descent Mode..........................................................679 Along Track Offsets................................................351
Descent Schedule.....................................................382 Closest Point of Flight Plan....................................356
Descent Speed Limits................................................383 Comment Editing...................................................370
Direct-To..................................................................371 Copying a Stored Flight Plan..................................369
Navigation............................................................316 Creating a Flight Plan............................................326
Vertical Navigation................................................321 Deleting Active/Standby.........................................366

190-02632-00 Rev. B Garmin G5000 Pilot’s Guide for the Cessna Citation Latitude I-3
INDEX

Deleting Stored......................................................369 I
Displaying.............................................................325
IDENT function.........................................................213
Export Messages...................................................366
ID indicator..............................................................199
Importing and Exporting Flight Plans......................364
IFR/VFR Charts.................................................685, 701
Introduction..........................................................322
Importing and Exporting Flight Plans........................365
Inverting................................................................341
Inset Map................................................................266
Modifying..............................................................329
Intersection
Parallel Track.........................................................354
Information........................................... 302, 303, 304
Standby Flight Plan................................................342
Selecting...............................................................304
Stored Flight Plan Functions...................................367
Inverting a Flight Plan......................................341, 368
Storing..................................................................368
Iridium and WiFi Receiver Troubleshooting................787
Symbols................................................................322
User-Defined Holding Pattern.................................358 J
FMS
Join from P. POS...............................................343, 435
Degradation..........................................................461
Sensors.................................................................453 L
Speed Constraint...................................................391
FMS Approach Mode................................................665 Lateral Modes..........................................................653
FMS Speed Mode.....................................................678 Latitude/Longitude Lines..........................................293
Frequency spacing....................................................182 Level Flight Mode.....................................................679
Frequently asked questions.......................................841 Link P.POS to Standby Flight Plan..............................343
Frozen Position.................................................459, 460 Link P.POS to Weight and Fuel Calculations...............435
Fuel Localizer Approach Mode.........................................666
Range Ring...........................................................291 LO SENS...................................................................201
Fuel on Board..........................................................432 Low Bank Mode.......................................................654

G M
Garmin Connext Weather Mach Number......................................................90, 92
Abnormal Operations for Garmin Connext Weather.515 Manual Speed mode (MAN).....................................678
Geographic Coordinate Entry....................................333 Map
Glidepath Mode (GP)...............................................665 Decluttering..........................................................287
Glideslope Mode (GS)...............................................667 Detail............................................................287, 288
Global Positioning System (GPS) Inset Map..............................................................265
Receiver information..........................................61–63 Orientation............................................................270
GMC 7200 AFCS Controller......................................638 Panning.................................................................274
Go Around Mode (GA).............................................670 Pointer..........................................................274–279
GTX 33 Transponder.................................................207 Range...................................................................272
Settings Synchronization........................................269
H Map Symbols...........................................................845
Aviation Symbols...................................................284
Heading Bug..............................................................90
Land Symbols........................................................283
Heading Indicator.......................................................90
Setup....................................................................285
Heading Select Mode (HDG).....................................654
Marker beacon.........................................................201
HI SENS...................................................................201
Measuring distance on map......................................278
Horizontal Situation Indicator (HSI).90, 108–120, 416, 453
MFD Data Bar..........................................................268
HSI double green arrow............................................193
Minimum Altitude Alerting..................................91, 133
HSI magenta arrow..................................................193
Missed Approach......................................................428
HSI Map...................................................................265
Procedures............................................................427
HSI single green arrow.............................................193
Mission Compare.....................................................385

I-4 Garmin G5000 Pilot’s Guide for the Cessna Citation Latitude 190-02632-00 Rev. B
 INDEX

Mode S....................................................................207 PA system................................................................253

Morse code identifier................................................199 PERF .....................................................................373
Multifunction Display (MFD).................................80, 81 Calculations..........................................................375
Controls................................................................5–6 Mission Compare...................................................385
Music 1............................................................260, 261 Modes...................................................................373
Use of Anti-Ice.......................................................373
N Wind and Temperature...........................................383
NAV1 audio.............................................................194 PFD Knob.................................................................169
NAV2 audio.............................................................194 Pilot and Stores Weight............................................432
Navigation Map.......................................267, 269–270 Pitch Hold Mode (PIT)...............................................645
Navigation Map Items Position Reporting............................................685, 761
Displaying/Removing.............................................290 Position Updates...................................... 457, 458, 460
Navigation Mode.....................................................655 P.Pos Link.................................................................344
Navigation mode selection.......................................193 Precipitation (Garmin Connext).................................489
Navigation Status Box..............................................267 Radar Limitations..................................................491
Nav radio selection...................................................193 Reflectivity.............................................................491
NAV Receiver Tuning................................................194 Primary Flight Display (PFD)
NDB HSI Map................................................................266
Information...........................................................302 Inset Map..............................................................265
Selecting...............................................................303 PFD Map...............................................................265
Nearest Airport.........................................................300 Primary Pitch Trim Switch..................................635, 638
Settings.................................................................301 Procedures...............................................................406
Nearest Airspace..............................................312, 313 Approaches...........................................................415
Nearest Intersection.................................................306 Arrivals..................................................................412
Nearest NDB............................................................306 Departures............................................................409
Nearest User Waypoint.............................................306 Missed Approaches................................................427
Nearest VOR............................................................306 Preview Only.........................................................409
Nearest VRP.............................................................306 Propulsion........................................................164–166
NEXRAD..................................................................489
NEXRAD (SiriusXM)..................................................484 Q
NEXRAD Limitations..............................................488 QFE
Reflectivity.............................................................487 Altitude Constraints...............................................390
Non-Airport Waypoints.............................................302
R
O Radar Altimeter..................................................91, 134
OBS Mode.......................................................119–120 RAIM .....................................................................416
Obstacle Reactive Windshear..................................................564
Display..................................................................293 System Test............................................................565
Omni Bearing Selector (OBS)............................842–843 Receiver Autonomous Integrity Monitoring
Origin Auto-designation...........................................325 (RAIM) .........................................................62–63, 841
Out/Off/On/In (OOOI) Reporting................................758 Reference Thrust Mode.............................................680
Overpowering Autopilot Servos.................................683 Registering the System With Garmin Connext............704
Reversionary Mode...........................................123, 138
P RNP .....................................................................418
Parallel Track....................................................354, 355 RNP AR....................................................................112
Passenger address....................................................252 Roll Hold Mode (ROL)...............................................653
Passengers...............................................................433 RX Indicator.............................................................175

190-02632-00 Rev. B Garmin G5000 Pilot’s Guide for the Cessna Citation Latitude I-5
INDEX

S T
SafeTaxi...........................................................685, 686 Takeoff and Landing Data (TOLD)..............................437
Satellite Telephone...........................................685, 704 Consistency Monitor......................................443, 451
SBAS .....................................................................841 Landing.................................................................444
SBAS Channel..........................................................424 Takeoff..................................................................437
Search by Facility or City...........................................304 Takeoff Mode (TO)....................................................670
Secure Digital (SD) Card.....................................40, 821 Takeoff (TO) /Go Around (GA) Mode.........................680
Selected Altitude Capture Mode (ALTS).....................646 TAWS-A...................................................................579
Selected Altitude Range Arc......................................292 Altitude Voice Callout (VCO)..................................601
Selecting a COM radio......................................172, 186 Excessive below Glideslope/Glidepath Deviation Alert.599
Sensors....................................................................453 Flight Into Terrain Alert..........................................594
Current Position.....................................................454 Forward Looking Terrain Avoidance (FLTA)..............588
DME-DME Navigation............................................455 Geodetic Sea Level (GSL).......................................579
Manual Position Updates.......................................457 Ground Proximity Warning System (GPWS) Alerting.590
Position Fixing.......................................................455 Excessive Closure Rate Alert...................................592
Sequencing, automatic.............................................842 Excessive Descent Rate Alert..................................590
Simultaneous COM Operation..................................255 Inhibiting FLTA and PDA Alerts...............................589
Single Cue Command Bars.......................................643 Inhibiting GPWS Alerts (EDR, ECR, FIT, and NCR)....598
SiriusXM radio entertainment...................................261 Inhibiting GSD Alerts..............................................601
SiriusXM Satellite Radio........................................2, 767 Negative Climb Rate After Takeoff Alert..................596
Slip/Skid Indicator................................................90, 96 Premature Descent Alerting....................................588
Smart Airspace.........................................................315 Relative Terrain on the Navigation Maps................584
Software License Agreement....................................... vii Relative Terrain Symbology.....................................580
Speaker....................................................................250 TAWS Potential Impact Point Areas with
Speed Constraints....................................................393 Annunciations.......................................................582
Aircraft Configuration............................................393 TAWS Relative Terrain Legends...............................581
Waypoints.............................................................394 Wind Turbine Obstacles..........................................582
Speed Management.................................................676 System Status........................................................603
Standby frequency TAWS-A System Status Annunciations....................603
ADF .....................................................................202 TAWS-A Abnormal Operations...............................604
Stereo headsets........................................................250 TAWS-A Abnormal Status Alerts.............................605
Stormscope Lightning...............................................567 TAWS-A Alerts.......................................................587
Abnormal Operations.............................................573 TAWS-A Terrain and Obstacle Alerts.......................585
Stormscope Information on Navigation Maps.........570 TAWS Pane............................................................582
System Status........................................................573 TCAS II Traffic...........................................................606
Using the Stormscope Pane....................................567 Additional Traffic Displays......................................618
Stuck microphone....................................................263 Altitude Range......................................................617
SurfaceWatch...................................................685, 689 Operation..............................................................614
Suspected Autopilot Malfunction..............................683 Resolution advisories.............................................610
Symbols System Status........................................................621
Aviation................................................................284 TCAS II Failure Annunciations.................................622
Land .....................................................................283 TCAS II Modes.......................................................621
Setup....................................................................285 TCAS II Alerts........................................................609
Symbols, map...........................................................845 TCAS II Voice Alerts for Traffic.................................612
Synoptics.........................................................150–157 Traffic Map Pane....................................................616
Synthetic Vision Technology (SVT).....................123, 131 Telephone Communication.......................................709
System Annunciations...............................................796 Temperature Compensation
System tests.....................................................159–166 Approach Altitudes................................................429
Approach Minimums.............................................430

I-6 Garmin G5000 Pilot’s Guide for the Cessna Citation Latitude 190-02632-00 Rev. B
 INDEX

Terrain Vertical Speed Mode (VS).........................................648

Absolute...............................................................280 Vertical Speed (VS) Target.........................................373
Text Messaging (SMS)..............................................717 VFR code.................................................................212
Timer .................................................................82, 83 Visual Approach.......................................................419
Flight......................................................................86 VNAV Climb (V FLC).................................................659
TO/GA Switch...........................................................638 VNAV Path Descent Mode (V PATH)..........................660
Total Air Temperature (TAT).........................................90 VNAV Target Altitude Capture Mode (ALTV)..............662
Touchscreen Controller.........................................39–40 Volume level
Track Indicator..........................................................108 ADF .....................................................................202
Track Vector.............................................................290 VOR
Transition Level........................................................383 Information...........................................................302
Transponder code entry............................................211 Selecting...............................................................303
Transponder data box...............................................167 VOR Approach Mode................................................664
Transponder standby mode.......................................210 VOR/DME Fix...........................................................458
Trend Vector...............................................................92 VOR selection...........................................................193
Turn Rate..............................................................110 VRP
Turn anticipation......................................................843 Information...........................................................302
Turn Rate Indicator.............................................90, 110 Selecting...............................................................303
TX indicator.............................................................175 VS Target.................................................................404

U W
User-Defined Holding Patterns..................................358 WAAS .....................................................................841
User Waypoint Waypoint
Creating................................................................306 Automatic sequencing...........................................842
Information...........................................................302 Skipping................................................................843
Selecting...............................................................304 Waypoints
Deleting................................................................310
V Editing..................................................................309
Vertical Deviation Indicator (VDI)..............................102 Favorites...............................................................304
Vertical Modes.........................................................645 Fly-Over / Fly-by.....................................................334
Vertical Navigation Mode (V)....................................658 In a Flight Plan..............................................329–331
Vertical Navigation (VNAV)...............................371, 373 Information...........................................................302
Along-track Offset.................................................353 Nearest.................................................................305
Climb....................................................................377 Recent...................................................................304
Cruise...................................................................379 Selection Submenu........................................329, 332
Descent.................................................................381 Wind, Temp, and Altitude.......................................384
Guidance...............................................................387 Weight and Fuel Planning
VNAV Direct-To.....................................................404 Definitions.............................................................432
Vertical Navigation (VNAV) Indications.....................105 Estimated Landing Fuel Weight..............................436
Vertical Navigation (VNV) Indications Excess Fuel Weight................................................436
Baro-VNAV............................................................103 Fuel Reserves Weight.............................................436
Vertical Situation Display Terrain...............................574 PPOS to standby flight plan...................................435
Track Mode Boundary............................................578 WiFi Connections.....................................................764
VSD Inset Window.................................................577 Wind Data.................................................................91
Vertical Situation Display (VSD).................................398 Wind Shear..............................................................564
Vertical Speed Indicator (VSI)..............................90, 102 Wind Vector on MFD................................................291

190-02632-00 Rev. B Garmin G5000 Pilot’s Guide for the Cessna Citation Latitude I-7
INDEX

Y
Yaw Damper (YD).....................................................635
Operation..............................................................672

Z
Zoom
Auto .....................................................................272

I-8 Garmin G5000 Pilot’s Guide for the Cessna Citation Latitude 190-02632-00 Rev. B
Garmin International, Inc. Garmin AT, Inc. Garmin (Europe) Ltd. Garmin Corporation
1200 East 151st Street 2345 Turner Road SE Liberty House, Hounsdown Business Park No. 68, Zhangshu 2nd Road
Olathe, Kansas 66062, U.S.A. Salem, OR 97302, U.S.A. Southampton, Hampshire SO40 9LR U.K. Xizhi District,
New Taipei City, Taiwan

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