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Garmin International, Inc Log of Revisions Pilot’s Operating Handbook and FAA Approved Airplane Flight Manual Supplement for G1000 Integrated Avionics System and GFC 700 AFCS In Hawker Beechcraft C90A and C90GT King Air Aircraft REV NO. PAGE NO(S) DATE OF APPROVAL FAA APPROVED A ALL Original Issue 11/08/2007 Repaginated 11/21/2007 Robert G. Murray, DAS Administrator Garmin International, Inc. DAS-240087-CE Robert G. Murray, DAS Administrator Garmin International, Inc.
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Table of Contents Section 1 – General ....................................................................................................... 7 Section 2 – Limitations ............................................................................................... 15 Section 3 - Emergency Procedures ........................................................................... 27 Section 3A - Abnormal Procedures ...........................................................................
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Section 1 - General The information in this supplement is FAA-approved material and must be attached to the Pilot’s Operating Handbook and FAA Approved Airplane Flight Manual (POH/AFM) when the airplane has been modified by installation of the Garmin G1000 Integrated Avionics System and GFC 700 Digital Automatic Flight Guidance System in accordance with Garmin International, Inc. approved data. The information in this supplement supersedes or adds to the basic POH/AFM only as set forth below.
G1000 GNSS (GPS/SBAS) NAVIGATION SYSTEM EQUIPMENT APPROVALS The Garmin G1000 Integrated Avionics GNSS navigation system installed in this aircraft is a GPS system with a Satellite Based Augmentation System (SBAS) comprised of two TSO-C145a Class 3 approved Garmin GIA 63Ws, TSO-C146a Class 3 approved Garmin GDU 104X Display Units, Comant CI 428-410 and CI 428-200 antennas, and GPS software version 3.0 or later approved version.
ELECTRONIC FLIGHT BAG The G1000 Integrated Avionics System as installed in this aircraft supports approval of AC 120-76A Hardware Class 3, Software Type C Electronic Flight Bag (EFB) electronic aeronautical chart applications when using current FliteChart or ChartView data. Additional operational approvals may be required. For operations under part 91, it is suggested that a secondary or back up source of aeronautical information necessary for the flight be available to the pilot in the aircraft.
ABBREVIATIONS AND TERMINOLOGY The following glossary is applicable within the airplane flight manual supplement AC Advisory Circular ADC Air Data Computer ADF Automatic Direction Finder AFCS Automatic Flight Control System AFM Airplane Flight Manual AFMS Airplane Flight Manual Supplement AGL Above Ground Level Ah Amp hour AHRS Attitude and Heading Reference System ALT Altitude, or AFCS altitude hold mode, or ALT button on the GMC 710 AFCS Mode Controller ALTS AFCS altitude capture using
DA Decision Altitude DC Direct Current DME Distance Measuring Equipment DN Down DR Dead Reckoning EFB Electronic Flight Bag EIS Engine Indication System ELEC Electrical EMERG Emergency ENG Engine ENT Enter F Fahrenheit FAF Final Approach Fix FD Flight Director FLC AFCS Flight Level Change mode, or FLC button on the GMC 710 AFCS mode controller FLTA Forward Looking Terrain Awareness FMS Flight Management System FPM Flight Path Marker or Feet Per Minute FSB Fasten Seat Bel
GS Glide Slope GSA Garmin Servo Actuator HDG AFCS heading mode or the HDG button on the GMC 710 AFCS Mode Controller HITS Highway in the Sky HPa Hectopascal HSI Horizontal Situation Indicator IAF Initial Approach Fix IAS Indicated Airspeed ICAO International Civil Aviation Organization IFR Instrument Flight Rules ILS Instrument Landing System IMC Instrument Meteorological Conditions in-Hg inches of mercury INOP Inoperative INST Instrument ITT Interstage Turbine Temperature KI
MLS Microwave Landing System MMO Maximum operation limit speed in mach MNPS Minimum Navigational Performance Specifications NAT North Atlantic Track NAV Navigation, or AFCS navigation mode, or NAV button on the GMC710 AFCS Mode Controller NEXRAD Next Generation Radar (XM Weather Product) NM Nautical Mile NPA Non-precision Approaches OAT Outside Air Temperature OBS Omni Bearing Selector OPT Optional OVHD Overhead P/N Part Number PDA Premature Descent Alert PED Pedestal PFD Prim
STAR Standard Terminal Arrival Route STBY Standby STC Supplemental Type Certificate SUSP Suspend SVS Synthetic Vision System SW Software SYN TERR Synthetic Terrain softkey SYN VIS Synthetic Vision softkey TAWS Terrain Awareness and Warning System TEMP Temperature TIS Traffic Information System TMR Timer TO Take off TOD Top of Descent TSO Technical Standard Order VAPP AFCS VOR Approach Mode Vdc Volts DC VDP Visual Descent Point VFR Visual Flight Rules VHF Very High Freq
Section 2 - Limitations INTRODUCTION The G1000 Cockpit Reference Guide for Hawker Beechcraft C90A/GT (CRG) must be immediately available to the flight crew. Use the G1000 Cockpit Reference Guide for Hawker Beechcraft C90A/GT, Garmin part number 190-00664-01, revision A or later approved revision when System Software Version 0636.02 is installed. The System Software Version number is displayed at the top right side of the MFD Power-up page.
Do not take off with any of the following messages displayed in the ALERTS window: GPS1 FAIL and GPS2 FAIL simultaneously GPS NAV LOST GIA1 SERVICE GIA2 SERVICE MFD SERVICE PFD1 SERVICE PFD2 SERVICE GMA1 SERVICE GMA2 SERVICE GEO LIMITS Do not take off if MFD FAN FAIL is displayed in the ALERTS window AND the Outside Air Temperature is greater than 33OC (91OF). Do not takeoff if PFD1 FAN FAIL or PFD2 FAN FAIL is displayed in the ALERTS window AND the Outside Air Temperature is greater than 47OC (116OF).
information to report Navigation database discrepancies can be found at www.Garmin.com>Support>Contact Garmin Support>Aviation. Pilots and operators can view navigation data base alerts at www.Garmin.com > In the Air> NavData Alerts. For flight planning purposes, in areas where SBAS coverage is not available, the pilot must check RAIM availability.
“GPS”, “or GPS”, and “RNAV (GPS)” instrument approaches using the G1000 System are prohibited unless the pilot verifies and uses the current Navigation database. GPS based instrument approaches must be flown in accordance with an approved instrument approach procedure that is loaded from the Navigation database. Not all published Instrument Approach Procedures (IAP) are in the Navigation database.
AUTOPILOT OPERATION LIMITS One pilot must remain seated at the controls, with seatbelt fastened, during all autopilot operations. Do not use autopilot or yaw damper during takeoff and landing. The GFC 700 AFCS preflight test must be successfully completed prior to use of the autopilot, flight director or manual electric trim. Use of the autopilot or manual electric trim system is prohibited if the preflight test is not satisfactorily completed.
NOTE The MAP - TAWS page and terrain display is intended to serve as a situational awareness tool only. It may not provide either the accuracy or fidelity, or both, on which to solely base decisions and plan maneuvers to avoid terrain or obstacles. To avoid unwanted alerts, TAWS should be inhibited when landing at an airport that is not included in the airport database.
PLACARDS On some aircraft, placards “On Instrument Panel Adjacent to Each Gyroscopic Instrument (Except for Flight Director)” were installed to identify the power source for the instrument (ref. AFM limitations section). With the installation of the G1000, these placards are removed and not required. On Instrument Panel above the Standby Attitude Indicator: STANDBY ALT/AS ALTITUDE – FEET S.
Numbers in the Kinds of Operations Equipment List refer to quantities required to be operative for the specified condition. The list does not include all equipment that may be required by specific operating rules. It also does not include components obviously required for the airplane to be airworthy such as wings, empennage, engines, etc.
VFR Day VFR Night IFR Day IFR Night Icing Conditions System and/or Equipment Remarks and/or Exceptions VHF Communications System 0 0 1 1 1 Or as required by operating regulation. Audio Control Panel 1 1 1 1 1 Pilot's audio panel required for single pilot operation. Both sides required for two-crew operation.
VFR Day VFR Night IFR Day IFR Night Icing Conditions System and/or Equipment Remarks and/or Exceptions OXYGEN No Changes - Refer to Aircraft Flight Manual PROPELLER No Changes - Refer to Aircraft Flight Manual VACUUM SYSTEM Gyro Suction Gage 0 0 0 0 1 Instrument Air System 0 0 0 0 1 Hawker Beechcraft C90A and C90GT King Air Page 24 of 117 190-00682-02 Rev.
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Section 3 - Emergency Procedures Table of Contents AUTOMATIC FLIGHT CONTROL SYSTEM ................................................................ 29 AUTOPILOT MALFUNCTION / ELEVATOR TRIM RUNAWAY............................................................ 29 MANUAL AUTOPILOT DISCONNECT .................................................................................................. 30 AUTOPILOT ABNORMAL DISCONNECT.............................................................................................
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Bolded checklist steps in the EMERGENCY PROCEDURES section indicate pilot memory action items. The pilot shall perform these items without reference to the checklist in this section. AUTOMATIC FLIGHT CONTROL SYSTEM AUTOPILOT MALFUNCTION / ELEVATOR TRIM RUNAWAY If the airplane deviates unexpectedly from the planned flight path: 1. Control Wheel............................................................................................................GRIP FIRMLY 2. AP/YD DISC / TRIM INTRPT Button ...........
MANUAL AUTOPILOT DISCONNECT If necessary, the autopilot can be manually disconnected using any one of the following methods. 1. AP/YD DISC / TRIM INTRPT Button ............................................................ PRESS and RELEASE (Pilot’s or Copilot’s control wheel) 2. AP Button (Autopilot mode control panel)..............................................................................PRESS (Yaw damper remains engaged) 3. Pitch Trim Switch (Pilot’s or, if installed, Copilot’s control wheel)........
ROLL AXIS FAILURE (Red • annunciator on PFD) Indicates a failure of the roll axis of the autopilot. The autopilot will be inoperative. NOTE If the red annunciator illuminates without the autopilot engaged, it may indicate a faulted AHRS. Monitor both PFDs and the standby attitude indicator for abnormal attitude indications. YAW AXIS FAILURE (Red • annunciator on PFD) Indicates a failure of the yaw axis of the autopilot. The pitch and roll axes of the autopilot will remain operative.
AUTOPILOT PRE-FLIGHT TEST FAIL (Red • annunciator on PFD) Indicates the AFCS system failed the automatic Pre-Flight test. The autopilot, yaw damper and electric elevator trim is inoperative. Flight Director should still function. AUTOPILOT OVERSPEED RECOVERY (Yellow MAXSPD on PFD) 1. Throttle ...............................................................................................................................REDUCE When overspeed condition is corrected: 2. Autopilot ...........................
If Left Generator Will Not Reset: 4. Gen1 Switch................................................................................................................................ OFF 5. Gen2 Switch................................................................................................ GEN RESET, THEN ON 6. Operating Generator ....................................................................... DO NOT EXCEED 100% LOAD If Neither Generator Will Reset: 7.
power the G1000, the standby battery will automatically power the standby attitude indicator, altimeter vibrator, and the internal lighting of the three standby instruments for an additional 30 minutes. 11. Consider a Flaps UP Landing and Landing Gear Manual Extension to conserve battery power for an instrument approach if needed. TAWS TAWS WARNING (Red on PFD and aural “PULL UP”) 1. AP/YD DISC / TRIM INTRPT Button .............................................
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Section 3A - Abnormal Procedures Table of Contents AUTOMATIC FLIGHT CONTROL SYSTEM ................................................................ 39 AILERON MISTRIM ................................................................................................................................ 39 ELECTRIC PITCH TRIM INOPERATIVE ............................................................................................... 39 ELEVATOR MISTRIM..................................................................
TAWS ABNORMAL PROCEDURES............................................................................ 56 TAWS CAUTION..................................................................................................................................... 56 TAWS INHIBIT ........................................................................................................................................ 56 TAWS N/A and TAWS FAIL....................................................................................
AUTOMATIC FLIGHT CONTROL SYSTEM AILERON MISTRIM (amber or annunciation on PFD) Indicates a mistrim of the ailerons while the autopilot is engaged. The autopilot cannot trim the airplane in roll. During large changes in airspeed, engine failure, or single engine operation, illumination of this message may occur. If the autopilot is disconnected while this message is displayed, high roll forces are possible. The following procedure should be followed: 1. Control Wheel .....................................
If still inoperative: • Pitch Trim ............................................................. MANUALLY TRIM AIRPLANE IN PITCH (Using Elevator Tab Wheel) NOTE Autopilot and yaw damper may also be inoperative. If Operative: • Use as required ELEVATOR MISTRIM (amber or annunciation on PFD) Indicates a mistrim of the elevator tab while the autopilot is engaged. The autopilot will normally trim the airplane as required.
RUDDER MISTRIM (amber or annunciation on PFD) Indicates a mistrim of the rudder while the autopilot is engaged. During large changes in airspeed, engine failure, or single engine operation, illumination of this message may occur. If the autopilot is disconnected while this message is displayed, high rudder pedal forces and yawing motion are possible. The following procedure should be followed: 1. Rudder Pedals ...............................................................................................
FLASHING AMBER MODE ANNUNCIATION NOTE Abnormal mode transitions (those not initiated by the pilot or by normal sequencing of the AFCS) will be annunciated by flashing the disengaged mode in amber on the PFD. Upon loss of a selected mode, the system will revert to the default mode for the affected axis, either ROL or PIT. After 10 seconds, the new mode (PIT or ROL) will be annunciated in green. Loss of selected vertical mode (FLC, VS, VPTH, ALT, GS, GP) 1. Autopilot mode controls.............................
G1000 INTEGRATED AVIONICS SYSTEM ALTITUDE MISCOMPARE This message is displayed when the G1000 detects a difference of 200 feet or greater between the pilot’s and copilot’s altitude information. Refer to the G1000 Cockpit Reference Guide for additional information. 1. Altimeter Settings ................................................................. VERIFY both pilot and copilot have the correct barometric altimeter setting. 2. Pilot’s and Copilot’s Altitude.................................................
NOTE When comparing indicated altitude to GPS altitude, deviations from standard temperature or pressure can cause indicated altitude to deviate from GPS altitude. These errors are largest at high altitude. Below 10,000 feet with the correct local altimeter setting set, GPS altitude will usually be within 600 feet or better of the correct indicated altitude.
AIRSPEED MISCOMPARE This message is displayed when the G1000 detects a difference of 7 KIAS or greater between the pilot’s and copilot’s airspeed indicators (10 KIAS difference during takeoff or landing roll). Refer to the G1000 Cockpit Reference Guide for additional information. 1. Pilot’s and Copilot’s Airspeed .....................................COMPARE with Standby Airspeed Indicator.
PITCH MISCOMPARE This message is displayed when the G1000 detects a difference between the pilot’s and copilot’s pitch attitude (displayed in the upper right of the PFD). Refer to GARMIN G1000 Cockpit Reference Guide for additional information. 1. Refer to STANDBY ATTITUDE indicator to determine which AHRS is providing the most accurate data. 2. Use SENSOR softkey to select the most accurate AHRS on the affected PFD.
DISPLAY UNIT FAILURE PFD FAILURE PFD failure is indicated by a complete loss of image on a display. The pilot should use the cross side PFD and the standby flight instruments for information to fly the airplane. If only individual elements of the display are failed, refer to appropriate procedures for the individual failures. To display a composite display of primary flight information and the engine instruments on the MFD: 1. DISPLAY BACKUP Button (on audio panel of affected side) .........................
MFD FAILURE MFD failure is indicated by a complete loss of image on the center display. 1. Pilot’s Audio Panel DISPLAY BACKUP Button .....................................................................PRESS 2. Copilot’s Audio Panel DISPLAY BACKUP Button .................................................................PRESS NOTE Engine data will be displayed on both PFDs 3. Electronic Chart Data will not be available following an MFD failure.
DUAL GPS/SBAS FAILURE (AMBER “DR” OR “LOI” ON HSI) LOSS OF GPS/SBAS NAVIGATION DATA When both GPS/SBAS receivers are inoperative or GPS navigation information is not available or invalid, the G1000 system will enter one of two modes: Dead Reckoning mode (DR) or Loss Of Integrity mode (LOI). The mode is indicated on the HSI by an amber “DR” or “LOI”. Which mode is active depends on the distance from the destination airport in the active flight plan.
LOSS OF INTEGRITY (LOI) MODE - ACTIVE WHEN THE AIRPLANE IS WITHIN 30NM OF THE DESTINATION OR DEPARTURE AIRPORT (AS CALCULATED FROM THE PREVIOUS GPS OR DR POSITION). 1. Navigation - Fly towards known visual conditions. Use ATC or other information sources as possible. NOTE • All information derived from GPS or DR will be removed from the displays • TAWS IS INOPERATIVE. • The airplane symbol is removed from all maps. The map will remain centered at the last known position.
FAILED AIRSPEED, ALTITUDE, AND/OR VERTICAL SPEED (RED "X" ON PFD AIRSPEED, ALTITUDE, AND/OR VERTICAL SPEED INDICATORS) This indicates a loss of valid air data computer information to the respective system. If Both Sides: 1. Airspeed and Attitude ...................................................... MONITOR using standby indicators 2. Land as soon as practical If One Side Only: 1. Autopilot ALT Mode............................................................................................
NOTE The magnetic compass is erratic when either windshield anti-ice, air conditioner, or electric heat is on. With windshield anti-ice OFF, windshield may form fog or frost on the inside surface. The windshield anti-ice should be turned off only long enough to reference magnetic compass or the pilot should descent to a warmer altitude if terrain, fuel, and endurance permit. 3. ELEC HEAT .........................................................................................................................
ENGINE INDICATION SYSTEM (EIS) FAILURE (RED 'X' ON ENGINE DISPLAY) If All Engine Gauges on One Engine Red ‘X’: Indicates failure of the GEA for that engine 1. Check ENG INST circuit breaker ................................................................... RESET once if tripped If unable to restore engine gauges: 2. Move both throttles together using the engine with operating engine gauges to set power. If One or More Engine Parameter Indications Are Flagged On Only One Engine: 1.
BOTH ON ADC1, BOTH ON ADC2 This message is displayed on both PFDs and indicates that both pilot and copilot PFDs are displaying data from the same Air Data Computer. Normally the pilot’s side displays ADC 1 information and the copilot’s side displays ADC 2 information. Refer to GARMIN G1000 Cockpit Reference Guide and Pilot’s Guide for additional information. 1. PFD (displaying data from opposite ADC) SENSOR softkey ................................................PRESS 2. ADC1 or ADC 2 softkey ..........
XSIDE ADC This message is displayed on both PFDs and indicates that both PFDs are displaying data from the opposite side Air Data Computer. Normally the pilot’s side displays ADC 1 and the copilot’s side displays ADC 2. Refer to GARMIN G1000 Cockpit Reference Guide for additional information. 1. PILOT’S PFD SENSOR Softkey ............................................................................................PRESS 2. PILOT’S PFD ADC1 Softkey............................................................
If G1000 operation in display backup mode is required: Select display backup mode on the G1000 system. When display backup mode is selected, the MFD will initially present a non-SVS (blue sky over solid brown ground) display. SVS will be presented on the backup display within 20 seconds if it was enabled on the PFD when display backup was selected. TAWS ABNORMAL PROCEDURES TAWS CAUTION When a TAWS CAUTION occurs, take positive corrective action until the alert ceases.
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Section 4 - Normal Procedures Table of Contents COM RADIO COMMUNICATIONS BEFORE STARTING ENGINES........................... 61 BEFORE STARTING .................................................................................................... 61 BEFORE TAXI .............................................................................................................. 61 TAXI ..............................................................................................................................
VOR APPROACH ................................................................................................................................ 73 BACK COURSE (BC) .......................................................................................................................... 75 GO AROUND (GA) ................................................................................................................................. 76 SYNTHETIC VISION ...........................................................
COM RADIO COMMUNICATIONS BEFORE STARTING ENGINES To obtain an ATC clearance before starting the engines: 1. BAT Switch (Master Switch) .........................................................................................................ON 2. Avionics Master Pwr Switch ..........................................................................................................ON Use Pilot’s Audio Panel and Com 1 to Obtain ATC Clearance, then: 3. Avionics Master Pwr Switch ..............................
c. White PFT Annunciator..................................................................ILLUMINATED (~ 5 Seconds) d. White PFT Annunciator........................................ EXTINGUISHES when preflight test complete e. Autopilot Disconnect Tone .............................................................................................SOUNDS 2. Standby Attitude Indicator ..................................................................................................... CHECK a.
BEFORE TAKEOFF (RUN-UP) These procedures should be conducted after completing the airplane’s AFM BEFORE TAKEOFF (RUNUP) checklist items. 1. Autopilot ............................................................................................................ CHECK, THEN OFF a. PUSH the AP Button on the Mode Control Panel..............................VERIFY Autopilot Engages b. Verify ROL / AP YD / PIT annunciated in green on the PFDs c. Control Wheel PULL FULL AFT .........................................
• Pilot’s Trim Override.................................................................................................... CHECK Activate the copilot’s Pitch Trim Switches nose down. Verify elevator tab wheel is moving nose down. While the tab wheel is moving in the DN direction, activate the pilot’s Pitch Trim Switches nose up. Verify the elevator tab wheel begins to move in the UP direction. Release both pilot’s and copilot’s Pitch Trim switches and reset elevator tab as required.
OTHER PROCEDURES AUTOPILOT OPERATION Autopilot/Flight Director mode annunciations on the PFDs displayed in green indicate active autopilot/flight director modes. Annunciations displayed in white indicate armed autopilot/flight director modes. Normal mode transitions will flash inverse video green/black for 10 seconds before becoming steady green. Abnormal mode transitions will flash amber for 10 seconds before the default mode is annunciated as the active mode.
ALTITUDE HOLD (ALT) MODE, MANUAL CAPTURE: 1. At the desired altitude................................................... PRESS ALT Button on Mode Controller 2. Green ‘ALT’........................................................................................................VERIFY on PFD If climbing or descending, the aircraft will overshoot the reference altitude and then return to it. The amount of overshoot will depend on the vertical speed when the ALT button is pressed.
Vertical DIRECT TO To descend from the present position to a waypoint: 1. Altitude Preselect............................................................................................................. RESET 2. VNV Button ......................................................................................................................PRESS 3. Waypoint............................................................................................SELECT desired waypoint 4.
NAVIGATION (GPS OBS MODE) 1. Navigation Source ................................................SELECT GPS using the CDI softkey on PFD 2. Select Waypoint...................................................PRESS the D button on the PFDs or MFD From the DIRECT TO page, activate DIRECT TO a waypoint. 3. OBS Softkey ............................................................................... ON PFD, PRESS OBS softkey 4. Course Pointer............................................................................
c. HSI CDI ......................................................... VERIFY CDI automatically changes to LOC Course pointer slews to the front course d. Mode Control Panel ............................................. PRESS APR, Verify LOC and GS armed IF Flying Full Approach Including Transition: 3. Airplane cleared to an initial approach fix a. ACTIVATE THE APPROACH from the PROC page, Or ACTIVATE a DIRECT TO ( D ) the IAF b. HSI CDI ......................................................................
NOTE SUSP may annunciate on the HSI when Vectors-To-Final is selected. The flight plan will automatically unsuspend when the airplane intercepts and turns inbound on the final approach course. When automatic flight plan waypoint sequencing resumes, SUSP will extinguish. c. HSI CDI ......................................................... VERIFY CDI automatically changes to LOC Course pointer slews to the front course d. Mode Control Panel ...........................................................
RNAV (GPS) (LPV or LNAV/VNAV) 1. Load the approach into the Active Flight Plan 2. Approach Minimums.............................................. SET ON TMR/REF page (if not already set) IF Flying Vectors-To-Final: 3. Airplane on Vectors-To-Final a. Mode Control Panel ..................................................PRESS HDG to fly ATC radar vectors b. PROC button on PFDs or MFD...................... SELECT ‘ACTIVATE VECTORS-TO-FINAL’ NOTE SUSP may annunciate on the HSI when Vectors-To-Final is selected.
RNAV (GPS) (LNAV, LNAV + V) 1. Load the approach into the Active Flight Plan 2. Approach Minimums.............................................. SET ON TMR/REF page (if not already set) IF Flying Vectors-To-Final: 3. Airplane on Vectors-To-Final a. Mode Control Panel ..................................................PRESS HDG to fly ATC radar vectors b. PROC button on PFDs or MFD...................... SELECT ‘ACTIVATE VECTORS-TO-FINAL’ NOTE SUSP may annunciate on the HSI when Vectors-To-Final is selected.
NOTE Some RNAV (GPS) approaches provide a vertical descent angle as an aid in flying a stabilized approach. These approaches are NOT considered Approaches with Vertical Guidance (APV). Approaches that are annunciated on the HSI as LNAV or LNAV+V are considered Nonprecision Approaches (NPA) and are flown to an MDA even though vertical glidepath (GP) information may be provided. 6. At the FAF........................................................................
IF Flying Full Approach Including Transition: 3. Airplane cleared to an initial approach fix a. ACTIVATE THE APPROACH from the PROC page, Or ACTIVATE a DIRECT TO ( D ) the IAF b. HSI CDI ........................................................................................SELECT GPS nav source c. Mode Control Panel .................................................................... PRESS NAV (GPS mode) d. When Established Inbound to the FAF .................................................
BACK COURSE (BC) 1. Load the approach into the Active Flight Plan.................................... VERIFY the G1000 tunes the proper LOC frequency 2. Approach Minimums.............................................. SET ON TMR/REF page (if not already set) IF Flying Vectors-To-Final: 3. Airplane on Vectors-To-Final a. Mode Control Panel .......................................................... PRESS HDG to fly radar vectors b. PROC button on PFDs or MFD......................
NOTE If the Course Deviation Indicator (CDI) is greater than one dot from center, the autopilot will arm the BC mode and indicate BC in white on the PFD. The pilot must ensure that the current heading will result in a capture of the selected course. If the CDI is one dot or less from center, the autopilot will enter the capture mode when the APR button is pressed and annunciate BC in green on the PFD. 5. Airspeed.................................................MAINTAIN 110 KIAS OR GREATER (Recommended) 6.
Recommended procedures following a missed approach: 1. To repeat the instrument approach procedure currently loaded into the flight plan a. b. Activate Vectors-To-Final if being radar vectored by ATC, Or If flying the entire instrument approach procedure, activate a DIRECT TO the desired initial waypoint. Follow the appropriate procedure for the instrument approach being flown. 2. To proceed to an alternate airport.
Prior to intercepting the programmed course, the Pathway will be displayed as a series of magenta “boxes” with pointers at each corner that point in the direction of the programmed course. The Pathway boxes will not be displayed on portions of the course line that would lead the pilot to intercept the course in the wrong direction. As the aircraft approaches the center of the programmed course and altitude, the number of Pathway boxes will decrease to a minimum of four.
Missed approach When the missed approach is selected on the G1000 FMS, the Pathway to the Missed Approach Holding Point will be displayed just as described for the departure segment. The pilot must assure that the aircraft path will, at all times, comply with the requirements of the published missed approach procedure. If the initial missed approach leg is heading-to-altitude or a leg defined by other than a GPS course, the Pathway will not be displayed for that segment.
Section 5 - Performance No Change. Refer to basic Aircraft Flight Manual or appropriate supplement. Section 6 - Weight and Balance No Change. Refer to basic Aircraft Flight Manual or appropriate supplement Hawker Beechcraft C90A and C90GT King Air Page 80 of 117 190-00682-02 Rev.
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Section 7 - Systems Description Table of contents G1000 INTEGRATED AVIONICS ................................................................................. 85 SYSTEM OVERVIEW ............................................................................................................................. 85 INSTRUMENT PANEL............................................................................................................................ 85 FLIGHT CONTROLS .............................................
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GENERAL This section supplements the Systems Description chapter in the airplanes original Pilot’s Operating Handbook and FAA Approved Airplane Flight Manual. This section will follow the format and layout of the chapter in the original manual. Only topics changed by the installation of the G1000 integrated avionics system will be addressed in this supplement.
Hawker Beechcraft C90A and C90GT King Air Page 86 of 117 190-00682-02 Rev.
Figure 1, Instrument Panel Figure 2, Pilot's Control Wheel 190-00682-02 Rev.
Figure 3, Copilot's Control Wheel With Trim Switches Hawker Beechcraft C90A and C90GT King Air Page 88 of 117 190-00682-02 Rev.
Figure 4, Copilot's Control Wheel Without Trim Switches 190-00682-02 Rev.
Figure 5, Overhead Light Control Panel Hawker Beechcraft C90A and C90GT King Air Page 90 of 117 190-00682-02 Rev.
Figure 6, Left Side Circuit Breaker Panel (SN LJ-1361, LJ-1363 and Subsequent) 190-00682-02 Rev.
Figure 7, Left Side Circuit Breaker Panel (Alternate Configuration SN LJ-1361, LJ-1363 and Subsequent) Hawker Beechcraft C90A and C90GT King Air Page 92 of 117 190-00682-02 Rev.
Figure 8, Right Side Circuit Breaker Panel (SN LJ-1361, LJ-1363 and Subsequent) 190-00682-02 Rev.
Figure 9, Right Side Circuit Breaker Panel (SN LJ-1063 – LJ-1360, & LJ1362 ) Hawker Beechcraft C90A and C90GT King Air Page 94 of 117 190-00682-02 Rev.
Figure 10, Right Side Circuit Breaker Panel (Alternate Configuration SN LJ-1063 – LJ-1360, & LJ-1362) 190-00682-02 Rev. D Hawker Beechcraft C90A and C90GT King Air Page 95 of 117 GEN 2 GEN 1 BAT BAT GEN 2 GEN 1 BAT BAT ANN 5 IND LANDING GEAR 5 IND IND & CONTROL MOTOR RIGHT 5 BLEED AIR CONTROL 5 LEFT 5 20 RUDDER FLAP FLAP 5 CONTROL 5 ENVIRONMENTAL TEMP PRESS BOOST 5 WARN 5 STALL FLIGHT 7.
Figure 11, Pedestal Hawker Beechcraft C90A and C90GT King Air Page 96 of 117 190-00682-02 Rev.
Figure 12, GFC 700 System Interface 190-00682-02 Rev.
FLIGHT CONTROLS AFCS, AUTOPILOT AND FLIGHT DIRECTOR The GFC 700 is a digital Automatic Flight Control System (AFCS), fully integrated within the G1000 System avionics architecture. The GFC 700 is a three axis autopilot and flight director system which provides the pilot with the following features: Autopilot (AP) — Autopilot operation occurs within the pitch, roll, and pitch trim servos.
CAUTION Turning OFF the Avionics Master Power Switch will cause the autopilot to abnormally disconnect and the yaw damper to disconnect. An abnormal autopilot disconnect is normally annunciated visually by a red flashing ‘AP’ in the PFD FD mode window and a continuous high-low tone. However, when the Avionics Master Power Switch is turned OFF, electrical power is removed from the audio panels preventing the autopilot disconnect tone from being heard.
AFCS LATERAL MODES Lateral Mode TO Maximum Roll Command Limit 25O Left Bank 25O Right Bank 15O Left Bank 15O Right Bank 25O Left Bank 25O Right Bank 25O Left Bank 25O Right Bank 25O Left Bank 25O Right Bank 25O Left Bank 25O Right Bank 25O Left Bank 25O Right Bank 25O Left Bank 25O Right Bank 25O Left Bank 25O Right Bank 25O Left Bank 25O Right Bank Wings Level GA Wings Level Control Annunciation Roll Mode (default) ROL Low Bank BANK Key * HDG Key HDG Heading Select Navigation, GPS Arm/Captu
ELECTRIC ELEVATOR TRIM The electric elevator trim is standard with the G1000 system installation. The electric elevator trim can be operated manually by the pilot using the pitch trim switches on the control wheel, or, automatically by the autopilot. Electric Elevator trim switches are optional on the copilot’s control wheel.
FLIGHT INSTRUMENTS G1000 FLIGHT INSTRUMENTS The flight instruments are an integrated part of the G1000 system. For system descriptions, operating instructions, and abnormal failure indication refer to the Cockpit Reference Guide. STANDBY FLIGHT INSTRUMENTS There are three 2 ¼ inch standby instruments that are located directly to the right of the pilot’s Primary Flight Display arranged vertically, standby attitude indicator, standby altimeter, and standby airspeed indicator.
ENGINE INSTRUMENTATION Engine instruments, located in a window on the left side of the MFD, are grouped according to their function. The G1000 engine gauges are constructed and arranged to emulate the mechanical gauges they replaced. At the top, the ITT (Interstage Turbine Temperature) indicators and torquemeters are used to set take-off power. Climb and cruise power are established with the torquemeters and propeller tachometers while observing ITT limits.
PROPELLER SYNCHROPHASER A push button ON/OFF switch is located on the instrument panel below the pilot’s PFD that turns the propeller synchrophaser ON and OFF. To turn the propeller synchrophaser ON, push the PROP SYNC switch. A green ON annunciator will illuminate when the system is on. To turn the propeller synchrophaser OFF, push the PROP SYNC switch.
LEFT GENERATOR BUS (GEN No. 1) CENTER BUS ENVIRONMENTAL ENVIRONMENTAL R Bleed Air Control Air Conditioner Motor Vent Blower Normal Heat (Electric) RIGHT GENERATOR BUS (GEN No.
LEFT GENERATOR BUS (GEN No. 1) TRIPLE FED BUS CENTER BUS HOT BATTERY BUS RIGHT GENERATOR BUS (GEN No. 2) (1) The circuit breaker in this circuit is not accessible to the pilot in flight.
TRIPLE FED BUS HOT BATTERY BUS ENGINE ENGINE Autofeather (Optional) L Engine Fire Extinguisher (Optional) Fire Detector (Optional) R Engine Fire Extinguisher (Optional) STANDBY BATTERY L Igniter Power L Start Control L Torque L Signal Conditioner (VMI) L Engine Instrument (GEA) L Fuel Flow L Oil Pressure R Igniter Power R Starter Control R Torque R Signal Conditioner (VMI) R Engine Instrument (GEA) R Fuel Flow R Oil Pressure FLIGHT INSTRUMENTS FLIGHT INSTRUMENTS Standby Attitude Indicator Gyro S
TRIPLE FED BUS LIGHTS HOT BATTERY BUS STANDBY BATTERY LIGHTS LIGHTS Entrance & Aft Dome Lights Standby Altimeter Internal Lighting Standby Attitude Indicator Internal Lighting Standby Airspeed Indicator Internal Lighting Cabin Flour Lights Instruments Indirect Lights Navigation Lights PROPELLERS Propeller Governor Test WARNING/ANNUNCIATORS Annunciator Indicator Annunciator Power L Oil Pressure Warning Landing Gear Position Indicator Landing Gear Warning Horn R Oil Pressure Warning Stall Warning L Fue
OFF The system is OFF when the Standby Battery switch is popped out. There are no internal switch annunciators illuminated in the switch when the system is OFF. ON (Amber) Illuminates when the standby battery is powering the standby instruments. The Standby Battery switch must be latched ‘IN’ and the airplane has no source of normal electrical power for the standby battery to power the standby instruments.
PITOT AND STATIC SYSTEM PITOT The pitot heads are the sources of impact air for the operation of the flight instruments. A heated pitot mast is located on each side of the lower portion of the nose. Tubing from the left pitot mast is connected to the pilot’s Air Data Computer (ADC1), and tubing from the right pitot mast is connected to the copilot’s Air Data Computer (ADC2) and the standby airspeed indicator.
SYNTHETIC VISION General The SVS sub system is dependent upon terrain data provided by the underlying G1000 system. If, for some reason, the terrain data is not available from the G1000, all of the components of the SVS system will be unavailable. The flight path marker, horizon heading, and airport signs are all sub-components of the Synthetic Terrain display and are only available when Synthetic Terrain is enabled. Those features are selected or de-selected using the PFD softkeys on the SVS menu.
The Terrain/Obstacle/Airport databases have an area of coverage as detailed below: • The Terrain Database has an area of coverage from North 75° Latitude to South 60° Latitude in all longitudes. • The Airport Terrain Database has an area of coverage that includes the United States, Canada, Mexico, Latin America, and South America. • The Obstacle Database has an area of coverage that includes the United States.
Pathway If PATHWAY is enabled on the SVS menu of the PFD and a defined navigation path has been entered on the G1000, the SVS system will display a pathway, sometimes called a “highway in the sky” or HITS. The pathway is a perspective representation of the programmed flight path. When the aircraft is well off course, the pathway will be displayed as a number boxes floating in the sky along the programmed lateral and vertical path.
Airport Signs and runway highlight If APTSIGNS is selected, a “sign post” along with a representation of the runways will be plotted on the SVS display for nearby airports that are contained in the G1000 airport database. The signpost will become visible when you are within approximately 15nm of the airport. The text identifier for the airport will be displayed inside the airport sign when the aircraft reaches approximately 8 nm from the airport. Once the aircraft reaches approximately 4.
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Section 8 – Handling, Service, and Maintenance Refer to Garmin G1000 Instructions For Continued Airworthiness, P/N 190-00682-01 Rev. A or later FAA approved revision for maintenance requirements for the G1000 system and components. 190-00682-02 Rev.
