FAA Approved Airplane Flight Manual Supplement

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Summary of content (124 pages)

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© Copyright 2007 - 2012 Garmin Ltd. or its subsidiaries All Rights Reserved Except as expressly provided herein, no part of this manual may be reproduced, copied, transmitted, disseminated, downloaded or stored in any storage medium, for any purpose without the express prior written consent of Garmin.
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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, C90GT and C90GTi King Air Aircraft REV NO. PAGE NO(S) DATE OF APPROVAL FAA APPROVED A ALL Original Issue 11/08/2007 Robert G. Murray, DAS Administrator Garmin International, Inc. DAS-240087-CE B ALL Repaginated 11/21/2007 Robert G. Murray, DAS Administrator Garmin International, Inc.
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Table of Contents Section 1 – General ....................................................................................................... 7 Section 2 – Limitations ............................................................................................... 16 Section 3 - Emergency Procedures ........................................................................... 29 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.
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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, GARMIN GA36 and GA37 antennas, and GPS software version 3.2 or later approved version. The G1000 GNSS navigation system in this aircraft is installed in accordance with AC 20-138A.
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Garmin International holds an FAA Type 2 Letter of Acceptance (LOA) in accordance with AC 20-153 for database Integrity, quality, and database management practices for the Navigation database. Pilots and operators can view the LOA status at www.Garmin.com > Aviation Databases > Type 2 LOA Status. Navigation information is referenced to WGS-84 reference system.
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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
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DA Decision Altitude DC Direct Current DH Decision Height DL LTNG GFDS Data Link Lightning DME Distance Measuring Equipment DN Down DR Dead Reckoning EC Error Correction EFB Electronic Flight Bag EIS Engine Indication System ELEC Electrical ENT Enter ESP Electronic Stability and Protection 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 Managemen
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GP GPS Glide Path GPS Global Positioning System GPWS Ground Proximity Warning System GRS Garmin Reference System (AHRS) GS Glide Slope GSA Garmin Servo Actuator GSR Garmin Iridium Satellite Radio 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 IAP Instrument Approach Procedure IAS Indicated Airspeed ICAO International Civil Aviation Organization IFR I
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MAP Missed Approach Point MAXSPD Maximum Speed, AFCS Overspeed Protection mode Mb Millibars MDA barometric minimum descent altitude MEL Minimum Equipment List MFD Multi Function Display MLS Microwave Landing System MMO Maximum operation limit speed in mach MNPS Minimum Navigational Performance Specifications MSL Mean Sea Level 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 Pr
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SBAS Satellite Based Augmentation System SDF Simplified Directional Facility SID Standard Instrument Departure SPD Speed button on the GMC 710 AFCS Mode Controller. Toggles the FLC speed between Mach and IAS references.
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WAAS Wide Area Augmentation System WFDE WAAS Fault Detection/Exclusion WGS-84 World Geodetic System – 1984 WSHLD Windshield XFR Transfer button on the GMC 710 AFCS Mode Controller XM XM satellite system XPDR Transponder YD Yaw Damper 190-00682-02 Rev.
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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 190-00664-02, revision A or later approved revision when System Software Version 0636.03 is installed. The System Software Version number is displayed at the top right side of the MFD Power-up page.
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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 takeoff if PFD1 FAN FAIL, PFD2 FAN FAIL, MFD FAN FAIL, GIA1 FAN FAIL or GIA2 FAN FAIL is displayed in the ALERTS window AND the Outside Air Temperature is greater than 20°C (68°F).
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G1000 GNSS (GPS/SBAS) NAVIGATION SYSTEM LIMITATIONS NOTE Limitations are in bolded text for this section only The pilot must confirm at system initialization that the Navigation database is current. Navigation database is expected to be current for the duration of the flight. If the AIRAC cycle will change during flight, the pilot must ensure the accuracy of navigation data, including suitability of navigation facilities used to define the routes and procedures for flight.
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more than 34 minutes in accordance with FAA Order 8400.12B for RNP-10 requirements, or 25 minutes in accordance with FAA Order 8400.33 for RNP-4 requirements, then the operation must be rescheduled when FDE is available. Both GIA 63Ws GPS navigation receivers must be operating and providing GPS navigation guidance to their respective PFD for operations requiring RNP-4 performance.
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AHRS AREAS OF OPERATION Flight operations with the G1000 Integrated Avionics installed are prohibited in the following regions due to unsuitability of the magnetic fields near the Earth’s poles: 1. North of 72° North latitude at all longitudes 2. South of 70° South latitude at all longitudes 3. North of 65° North latitude between longitude 75° W and 120° W (Northern Canada) 4. North of 70° North latitude between longitude 70° W and 128° W (Northern Canada) 5.
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SYNTHETIC VISION AND PATHWAYS LIMITS Use of the Synthetic Vision system display elements alone for aircraft control without reference to the G1000 primary flight instruments or the aircraft standby instruments is prohibited. Use of the Synthetic Vision system alone for navigation, or obstacle or terrain avoidance is prohibited. Use of the SVS traffic display alone to avoid other aircraft is prohibited.
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DATA LINK WEATHER (XM WEATHER) Datalink weather information displayed by the G1000 system is limited to supplemental use only. XM weather data is not a source of official weather information. Use of the NEXRAD and XM LTNG data on the MAP – NAVIGATION MAP and/or MAP - WEATHER DATA LINK page for hazardous weather, e.g., thunderstorm penetration is prohibited.
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KINDS OF OPERATION LIMITS The Hawker Beechcraft models C90A and C90GT are approved for the following types of operations when the required equipment, as shown in the airplane AFM/POH Kinds of Operations Equipment List, supplemented by the Kinds of Operations Equipment List from other applicable Airplane Flight Manual Supplements, and the Kinds of Operations Equipment List contained in this Airplane Flight Manual Supplement, is installed and operable. 1. VFR Day 2. VFR Night 3. IFR Day 4.
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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.
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VFR Day VFR Night IFR Day IFR Night Icing Conditions System and/or Equipment Remarks and/or Exceptions Control Wheel Autopilot Disconnect/Trim Interrupt Switches 1 1 1 1 1 Left side is required. Both side required for two-crew operation. 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.
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VFR Day VFR Night IFR Day IFR Night Icing Conditions System and/or Equipment Remarks and/or Exceptions RNAV Operations, Equipment and Components 1 1 2 2 2 GDU 104X Display 2 2 2 2 2 GDU 1500 Display 1 1 1 1 1 Comant CI 428-410 antenna 1 1 1 1 1 Comant CI 428-200 antenna 1 1 1 1 1 Gyro Suction Gage 0 0 0 0 1 Instrument Air System 0 0 0 0 1 GPS/SBAS receiver with GPS Software 3.
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Section 3 - Emergency Procedures Table of Contents AUTOMATIC FLIGHT CONTROL SYSTEM ................................................................ 30 AUTOPILOT MALFUNCTION / PITCH TRIM RUNAWAY..................................................................... 30 MANUAL AUTOPILOT DISCONNECT .................................................................................................. 31 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 / PITCH TRIM RUNAWAY These procedures supersede the airplane’s UNSCHEDULED ELECTRIC ELEVATOR TRIM AFM checklist items. If the airplane deviates unexpectedly from the planned flight path: 1. Control Wheel ......................................................................
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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) .....
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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.
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AUTOPILOT PRE-FLIGHT TEST FAIL (Red • annunciator on PFD) Indicates the AFCS system failed the automatic Pre-Flight test. The autopilot, ESP (if installed), and electric elevator trim are inoperative. Flight Director may still function. AUTOPILOT OVERSPEED RECOVERY (Yellow on PFD) 1. Power.................................................................................................................................. REDUCE When overspeed condition is corrected: 2. Autopilot ...........................
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ENGINE FAILURE (AUTOPILOT ENGAGED) 1. AP/YD DISC / TRIM INTRPT Button .......................................................... PRESS and RELEASE 2. Engine Failure Procedure in EMERGENCY PROCEDURES Section of AFM ........................................................ COMPLETE 3. Trim Tabs .............................. MANUALLY ADJUST ELEVATOR, AILERON, AND RUDDER TABS 4. Autopilot ............................................................. PRESS ‘AP’ BUTTON (if desired) to RE-ENGAGE 5. Rudder Tab ....
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g. VENT BLOWER…………………………………………………………………………….AUTO h. CABIN TEMP MODE selector……………………………………………………………….OFF i. INSTRUMENT EMERG LIGHTS……………………………………………….ON (if required) j. INSTRUMENT INDIRECT lights……………………………………………….ON (if required) 10. The following equipment will be functional while the G1000 is powered from the aircraft’s battery power, Avionics Master Power Switch is ON, and the [L GEN TIE OPEN] and [R GEN TIE OPEN] annunciators are illuminated.
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TAWS TAWS WARNING (Red on PFD and aural “PULL UP”) 1. AP/YD DISC / TRIM INTRPT Button ............................................. PRESS and RELEASE (To disconnect the autopilot) 2. Aircraft Attitude ....................................................... PULL BACK ON CONTROL WHEEL 3. Power.......................................................................................... MAXIMUM ALLOWABLE 4. Airspeed ........................................................................
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WINDSHEAR ENCOUNTER For airplanes equipped with Electronic Stability and Protection (ESP): 1. AP/YD DISC / TRIM INTRPT Button .................................................... PRESS and HOLD (To prevent automatic autopilot engagement) 2. Perform established windshear escape procedures. After Exiting Windshear: 3. AP/YD DISC / TRIM INTRPT Button ................................................................... RELEASE 4. Autopilot/Yaw Damper ..............................................................
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Section 3A - Abnormal Procedures Table of Contents AUTOMATIC FLIGHT CONTROL SYSTEM ................................................................ 41 AILERON MIS-TRIM ............................................................................................................................... 41 ELECTRIC PITCH TRIM INOPERATIVE ............................................................................................... 41 ELEVATOR MIS-TRIM..............................................................
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USING AHRS1 or AHRS2 or XSIDE AHRS .......................................................................................... 58 SYNTHETIC VISION ..................................................................................................... 58 TAWS ABNORMAL PROCEDURES............................................................................ 59 TAWS CAUTION.....................................................................................................................................
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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 .....................................
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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.
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RUDDER MISTRIM (amber or annunciation on PFD) Indicates a mistrim of the rudder while the autopilot is engaged. The autopilot cannot trim the airplane in yaw. 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 ................................................
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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.............................
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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 ................................................
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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.
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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.
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PITCH MISCOMPARE This message is displayed in the upper right corner of the PFD when the G1000 detects a difference between the pilot’s and copilot’s pitch attitude of more than 5 degrees. 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.
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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) .........................
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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.
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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.
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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.
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ILS DATABASE FREQUENCY AND/OR COURSE MISMATCH In some rare instances, the actual course and/or frequency for an ILS localizer may not match the course or frequency stored in the G1000 database. This occurs most often when an ILS course or frequency change is made by the FAA in between Jeppesen database update cycles. Manual course or frequency changes can be made to override the auto-loaded values in the G1000 database whenever an ILS approach is loaded into the G1000 via the FMS.
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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 ............................................................................................
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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 .........................................................................................................................
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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 power levers 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.
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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 .........
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USING ADC1 or ADC2 or 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 ..................................
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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........................... 63 BEFORE STARTING .................................................................................................... 63 BEFORE TAXI .............................................................................................................. 63 TAXI ..............................................................................................................................
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RNAV (GPS) (LNAV, LNAV + V) ......................................................................................................... 75 VOR APPROACH ................................................................................................................................ 76 BACK COURSE (BC) .......................................................................................................................... 78 GO AROUND (GA) .....................................................................
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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 ............................
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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.
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BEFORE TAKEOFF (RUN-UP) These procedures supersede the same procedures in the airplane’s AFM BEFORE TAKEOFF (RUNUP) checklist. 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 ..........................................
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• 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.
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SHUTDOWN AND SECURING These procedures should be conducted after the Battery and Generator Switches have been turned OFF in the AFM SHUTDOWN AND SECURING checklist, and before the flight crew vacates the cockpit. 1. Standby Battery Switch ..................................................................................................PRESS OFF a. Standby Battery Switch ...................................................... [ARMED] and [ON] EXTINGUISHED b.
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FLIGHT LEVEL CHANGE (FLC) MODE: 1. Altitude Preselect ....................................................................................SET to Desired Altitude 2. Press FLC Button ......................................... GREEN ‘FLC’, White ‘ALTS’ annunciated on PFD 3. AIRSPEED Reference ................................................................ ADJUST using UP / DN Wheel 4. Green ‘ALT; ....................................................................
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NOTE If the VNV button is pressed more than 5 minutes before the TOD or the altitude preselect is not reset to a lower altitude, VPTH will begin to flash inverse video, white/black, when the aural alert ‘Vertical Track’ annunciation sounds. Pressing the VNV button and/or resetting the altitude preselect to a lower altitude cancels the flashing and the AFCS will capture and track the vertical profile.
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NOTE If the Course Deviation Indicator (CDI) is greater than one dot from center, the autopilot will arm the NAV mode and indicate VOR 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 NAV button is pressed and annunciate VOR in green on the PFD. NAVIGATION (GPS DIRECT TO) 1. Navigation Source ..............................................
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APPROACHES The G1000 is capable of performing many tasks for the pilot to reduce pilot workload during the approach and landing phases of flight. The G1000 system references the Flight Plan to predict the pilot’s intended actions. Time permitting, the pilot should keep the Flight Plan updated with the destination airport and the instrument approach to be flown. This will keep the G1000 from performing tasks associated with the approach procedures entered in the flight plan if the approach plan changes.
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4. Established inbound on Final Approach Course ........................ SET Missed Approach Altitude In Altitude Preselect 5. Airspeed.................................................MAINTAIN 110 KIAS OR GREATER (Recommended) 6. VERIFY ........................................ Airplane Captures and Tracks LOC, captures and tracks GS 7. AT Decision Altitude (DA), a. A/P Y/D DISC TRIM INTRPT Switch ........................................................................
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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) NOTE Airplane will navigate in GPS mode throughout the intermediate portion of the approach procedure.
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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.......................
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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.
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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........................................................................
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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 .................................................
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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.......................
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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.
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approach procedure and turn directly towards the first waypoint in the new approach. Do not attempt to load or activate a new approach while flying the missed approach procedure until ready to fly the new approach. Recommended procedures following a missed approach: 1. To repeat the instrument approach procedure currently loaded into the flight plan a. b.
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NOTE In ESP equipped airplanes, when the GA button is pressed the Flight Director command bars will command 8° nose up and wings level, the HSI nav source automatically switches to GPS, the flight plan sequences to the first published missed approach leg, and automatic leg sequencing resumes. The autopilot will remain engaged, and fly the published missed approach procedure once the airplane is established on a segment of the missed approach procedure and NAV mode is selected.
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SYNTHETIC VISION Use of Pathways If Synthetic Terrain is displayed on the PFD, the Pathways may be used to assist the pilot’s awareness of the programmed lateral and vertical navigation path. The following sections describe the basic use of the Pathways in various flight segments. For more detailed information, consult the G1000 Pilot’s Guide.
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Leg 2 Leg 3 TOD Leg 1 VPTH displayed by Pathway Climb NOT displayed by Pathway Enroute Pathway Altitude Display Approach During an approach transition with the GPS CDI active, the Pathway will be displayed along the lateral path defined by the flight plan, at the altitude selected on the G1000 altitude selector. Pathway will be displayed at least up to the Final Approach Fix on all instrument approach procedures.
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FAF ALTITUDE MAP Heading Pathway NOT displayed on heading and turn segments MAHP Missed Approach Pathway Display Hawker Beechcraft C90A, C90GT and C90GTi King Air Page 84 of 124 190-00682-02 Rev.
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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 190-00682-02 Rev.
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This page intentionally left blank. Hawker Beechcraft C90A, C90GT and C90GTi King Air Page 86 of 124 190-00682-02 Rev.
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Section 7 - Systems Description Table of contents GENERAL ..................................................................................................................... 88 G1000 INTEGRATED AVIONICS ................................................................................. 88 SYSTEM OVERVIEW ............................................................................................................................. 88 INSTRUMENT PANEL .........................................................
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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.
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Figure 1, Instrument Panel 190-00682-02 Rev.
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Figure 2, Pilot's Control Wheel Hawker Beechcraft C90A, C90GT and C90GTi King Air Page 90 of 124 190-00682-02 Rev.
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Figure 3, Copilot's Control Wheel With Trim Switches 190-00682-02 Rev.
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Figure 4, Copilot's Control Wheel Without Trim Switches Hawker Beechcraft C90A, C90GT and C90GTi King Air Page 92 of 124 190-00682-02 Rev.
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Figure 5, Overhead Light Control Panel 190-00682-02 Rev.
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Figure 6, Left Side Circuit Breaker Panel (SN LJ-1361, LJ-1363 thru LJ-1846 and LJ-1848 thru LJ-1852) Hawker Beechcraft C90A, C90GT and C90GTi King Air Page 94 of 124 190-00682-02 Rev.
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Figure 7, Left Side Circuit Breaker Panel (Alternate Configuration SN LJ-1361, LJ-1363 thru LJ-1846 and LJ-1848 thru LJ-1852) 190-00682-02 Rev.
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Figure 8, Left Side Circuit Breaker Panel (SN LJ-1847, LJ-1853 & After) Hawker Beechcraft C90A, C90GT and C90GTi King Air Page 96 of 124 190-00682-02 Rev.
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Figure 9, Right Side Circuit Breaker Panel (SN LJ-1361, LJ-1363 thru LJ-1846 and LJ-1848 thru LJ-1852) 190-00682-02 Rev.
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Figure 10, Right Side Circuit Breaker Panel (SN LJ-1063 thru LJ-1360, & LJ-1362 ) Hawker Beechcraft C90A, C90GT and C90GTi King Air Page 98 of 124 190-00682-02 Rev.
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Figure 11, Right Side Circuit Breaker Panel (Alternate Configuration SN LJ-1063 thru LJ-1360, & LJ-1362) 190-00682-02 Rev. E Hawker Beechcraft C90A, C90GT and C90GTi King Air Page 99 of 124 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.
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Figure 12, Right Side Circuit Breaker Panel (SN LJ-1847, LJ-1853 & After) Hawker Beechcraft C90A, C90GT and C90GTi King Air Page 100 of 124 190-00682-02 Rev. E BUS TPL FED L GEN R GEN BAT ANN 5 IND LANDING GEAR 5 IND 7.5 WARN OIL PRESS WARN RIGHT 7.5 5 5 LIGHTER 5 CIGAR 10 TOILET RIGHT FURNISHING 5 5 PRESS CONTROL 5 7.
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Figure 13, Pedestal 190-00682-02 Rev.
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Figure 14, GFC 700 System Interface Hawker Beechcraft C90A, C90GT and C90GTi King Air Page 102 of 124 190-00682-02 Rev.
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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.
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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.
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AFCS LATERAL MODES Lateral Mode Roll Mode Level Low Bank Heading Select Approach, ILS Arm/Capture/Track (Glideslope Mode Automatically Armed) Takeoff (on ground) Go Around (in air) Wings Level ROL ** LVL BANK Key * HDG Key HDG GPS NAV Key VOR LOC BC Key Approach, GPS Arm/Capture/Track (Glidepath Mode Automatically Armed, if available) Approach, VOR Arm/Capture/Track GA (default) Navigation, LOC Arm/Capture/Track (No Glideslope) Backcourse Arm/Capture/Track TO Annunciation Navigation, GPS
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If the above pitch or roll limits are exceeded with the flight director displayed on either PFD or the MFD, the flight director will be removed (decluttered) from the display until the aircraft is within display limits. 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.
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ELECTRONIC STABILITY & PROTECTION (ESP) Electronic Stability and Protection (ESP) is an optional function on a GFC-700-equipped airplane that uses the autopilot servos to assist the pilot in maintaining the airplane in a safe flight condition within the aircraft’s normal pitch, roll and airspeed envelopes.
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displayed in order to reduce clutter on the roll indicator. See Figure 16 for an example of the ESP engagement limit indications. Engagement Limit Indication at 45° Figure 16 – Nominal Roll Attitude ESP Engagement Limit Indications Once ESP becomes active in roll, the engagement limit indication that was crossed (either left or right) will move to the lower disengagement limit indication over a period of 1 second. The opposite roll limit remains at the engagement limit.
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If an attitude becomes extreme enough for the upper disengagement limit indication to be shown it will be drawn in a similar fashion to the engagement limit indication. See for an example of the ESP roll indication when ESP is active with an extreme positive roll attitude. In this case, the left roll limit is the engagement limit and the two right roll ESP limits are the lower and upper disengagement limit indications. Upper Disengagement Limit Indication depicted at 75°.
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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.
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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.
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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.
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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.
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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.
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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
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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
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STANDBY BATTERY POWER SUPPLY The G1000 installation incorporates a 24 vdc, 5 Ah JET model PS-835 Standby Battery that provides electrical power for the standby attitude gyro, standby altimeter vibrator, and internal lighting for the three standby instruments for a minimum of 30 minutes following a total loss of aircraft power including the aircraft’s battery. A push button switch located directly below the standby airspeed indicator controls the standby battery power system.
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LIGHTING SYSTEMS COCKPIT An overhead light control panel, accessible to both pilots, incorporates a functional arrangement of all lighting systems. Each light group has its own rheostat switch placarded BRT – OFF. The MASTER PANEL LIGHTS – ON – OFF switch is the master switch for: PILOT PFD, STBY INSTR, MFD, OVHD PED & SUBPANEL SIDE PANEL CLOCKS, and COPILOT PFD. PILOT PFD – Controls the brightness of the pilot’s PFD.
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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.
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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.
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For airplanes that have system software 0636.02 or earlier installed, 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.
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The FPM indicates the current path of the airplane but does not predict the future path. If aircraft attitude, power setting, airspeed, crosswind, etc. are changed, the FPM will move to indicate the new path resulting from those changes. If the FPM is below the terrain or obstacle displayed behind it on the PFD, the current aircraft path will not clear that terrain or obstacle.
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aircraft altitude. Terrain that is shown below the horizon line is below the aircraft altitude. Horizon Heading A heading scale may be displayed on the PFD horizon line, if selected by the pilot. The heading marks are spaced in even 30 degree increments and are presented just above the horizon line with tic marks that intersect the horizon line. The horizon heading will correspond to that presented by the HSI.
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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. Hawker Beechcraft C90A, C90GT and C90GTi King Air Page 124 of 124 190-00682-02 Rev.