1. VFR – Module 2
With NJWG Annotations
18 JAN 2015

2. Course Content Module 1 Module 2 G1000 (VFR) Autopilot (VFR) G1000
(IFR)
3. G1000
G1000
Proficiency
2. Autopilot
Module 1
G1000 (VFR)
Module 2
Autopilot (VFR)

3. G1000 Flight Management Skills
Information Management
Personal preference (e.g., PFD/MFD configuration)
Operation at hand (e.g., navigation, weather)
Situational awareness
Know what is “know-able” (and how to find it)
Automation Management
Autopilot
Nav source
CDI sensitivity
Risk Management
Limitations of the aircraft & the glass cockpit technology
Limitations of the pilot’s knowledge, experience, proficiency
The enhanced situational awareness and automation capabilities offered by a glass cockpit airplane can expand its safety and utility. At the same time, these features can lead to complacency. It is important to recognize that there are limits to what a light general aviation aircraft can do. The trainee should:
Understand the limitations of the aircraft and the technology. The G1000 may look like it belongs in an airliner, but it is still bolted to a C182 airframe – with all the limitations inherent in a light general aviation aircraft.
Understand his or her own limitations. All the technology in the world will not help a pilot who is not fully in command of it.
Just remember that any glass cockpit pilot tempted to relax into a passenger-in-command role is likely to find some sharp corners in this cutting edge technology.

4. G1000 Flight Management Skills
(with NJWG Annotations)
Enhanced situational awareness and automation capabilities offered by a glass cockpit airplane can expand its safety and utility.
These features can lead to complacency.
Important to recognize the limits to what a light general aviation aircraft can do.
Trainee should understand:
Limitations of the aircraft and the technology.
G1000 may look like it belongs in an airliner, but it is still bolted to a C182 airframe – with all the limitations inherent in a light general aviation aircraft.
His or her own limitations. All the technology in the world will not help a pilot who is not fully in command of it.
Just remember that any glass cockpit pilot tempted to relax into a passenger-in-command role is likely to find some sharp corners in this cutting edge technology.

5. Objectives for Module 4
Develop knowledge and skills for successful IFR autopilot use with G1000
Elements:
Automation Management
KAP 140 (N355CP)
GFC 700 (N941CP)

6. References on Bendix-King KAP 140 Autopilot With NJWG Annotations
Bendix-King KAP140 AutoPilot User Guide
Altitude Pre-Select in Bendix-King KAP 140 Autopilot
CFAI 10a KAP 140.ppt
Autopilot slides 87 – 111 6

7. KAP 140 Autopilot Overview
Two axis autopilot with pitch and roll
Pilot provides rudder for coordinated flight
Vertical components include:
Vertical Speed Hold
Altitude Pre-select
Altitude Hold
Glideslope capture

8. KAP 140 Autopilot Operations
Lateral control about the longitudinal axis includes:
Roll control (wing leveler),
Heading hold,
Navigation tracking, and
Approach tracking (including REV (“reverse” for backcourse))
DC-powered turn coordinator (TC) (behind MFD) supplies rate information to the AP
Failure of the AHRS unit has no effect on the autopilot ROLL control

9. KAP 140 Autopilot Controls
Used to manually arm or disarm altitude pre-select
Used to input altimeter setting
Follows heading bug
Used to select VS rate or change selected altitude
Toggles between ALT hold and VS mode
Engages autopilot in roll and VS modes
Tracks flight plan modes

10. 1 2 2a KAP 140 Altitude Pre-select
Use inner and outer knob on right hand side to set desired altitude in upper right corner. 1 2
Above 800’ AGL Press AP button at lower left for approximately 2 seconds to engage autopilot.
As shown on the top line, autopilot will engage in ROL (wing leveler) and VS (capture) modes. 2a
VS mode will immediately capture and maintain the VS being flown at the time the AP button is pressed.

11. 3 KAP 140 Altitude Pre-select
Immediately press the UP or DOWN key to see and set desired VS.

12. 4 KAP 140 Altitude Pre-select
Press ARM key to arm the autopilot to capture the pre-selected altitude (4,500 MSL in this example).
Look at upper line to verify that VS mode is still engaged.
Check the lower line to confirm the ALT ARM is illuminated.
DO NOT press the ALT key, which toggles between VS and ALT hold modes. Pressing ALT while in VS mode with ALT ARM illuminated will cause the autopilot to hold the altitude being flown at the time the ALT button is pressed.

13. 5 KAP 140 Altitude Pre-select
When altitude reaches pre-selected value (4,500 in this example), the ALT ARM annunciation on the lower line will extinguish.
The VS annunciation on the upper line will then change to ALT, which indicates that the autopilot has captured and is maintaining the desired altitude.

14. KAP 140 Altitude Pre-select
(with NJWG Annotations)
You have just departed your home airport and you are passing 1,000 feet AGL. 
During pre-flight you have done the following:
Entered your flight plan
Set the barometric pressure (inches of Hg) in
G1000 PFD
KAP 140 autopilot
Standby altimeter
Preselected your target altitude of 3,000 MSL in

15. KAP 140 Altitude Pre-select
(with NJWG Annotations)
What sequences of steps do you follow to turn on the KAP 140 autopilot to navigate your course and climb to your assigned altitude?
Press the HDG button on G1000 PFD to synchronize heading bug with the actual heading being flown
Press the AP button on the KAP 140 to turn on the autopilot
Press the HDG button to switch from ROL mode to HDG mode
Press the NAV button to arm navigation of the flight plan
Press the ALT button to select ALT mode
Press the ARM button to arm the altitude
Press the ALT button to select VS mode
Press the UP button five times to set 500 FPM rate of climb

16. KAP 140 Altitude Pre-select
(with NJWG Annotations)
What sequences of steps do you follow to turn on the KAP 140 autopilot to navigate your course and climb to your assigned altitude?

17. The autopilot will NOT manage power settings!
KAP 140 Altitude Change
Use knobs on the right to set the new altitude in the pre-select window
The VS annunciation will replace the ALT annunciation on the top line.
Press ALT key to toggle from ALT hold mode to VS mode.
Press the UP or DN key to set the desired vertical speed.
Set power –
The autopilot will NOT manage power settings!
Confirm that ALT ARM annunciation illuminates on the bottom line of the autopilot status screen.
(If not, simply press the ARM key and verify that ALT ARM illuminates.)

18. KAP 140 Altitude Change
When aircraft reaches new altitude previously set in the pre-select window:
ALT ARM will extinguish.
ALT hold annunciation will replace VS on upper line.
REMEMBER:
Top line shows what mode(s) are ENGAGED NOW.
Bottom line shows what mode(s) are ARMED TO ENGAGE.
Set power – this autopilot will NOT manage airspeed!

19. KAP 140 Altitude Change (with NJWG Annotations)
You are cruising at 3,000 feet MSL. 
ATC clears you for 5,500 feet MSL
What sequences of steps do you follow on the KAP 140 autopilot to climb to your new altitude?

20. KAP 140 Altitude Pre-select
(with NJWG Annotations)
What sequences of steps do you follow on the KAP 140 autopilot to climb to your new altitude?
Set the new altitude on the G1000 PFD
Turn the outer knob on the KAP 140 to set 5,000
Turn the inner knob to set 500
Verify that 5,500 feet is set as the new altitude
Press the ALT button to select VS mode
Press the UP button five times to set 500 FPM rate of climb

21. KAP 140 Altitude Pre-select
(with NJWG Annotations)
What sequences of steps do you follow on the KAP 140 autopilot to climb to your new altitude?

22. KAP 140- Additional VS/ALT Points
With ALT hold engaged, pressing the UP or DOWN key once will move altitude by 20 feet.
Autopilot will fly the plane into a stall if there is insufficient power for the VS selected
Extended manual attempts to override pitch will cause a pitch trim lockout:
You will hear a tone and see a PT annunciation on the autopilot display screen and on the G1000 annunciation window (on PFD).
Power must be removed from the autopilot to solve this problem (avionics bus 2 off or AP circuit breaker).

23. KAP 140 - Heading Mode Set heading bug to desired heading
Keep heading bug synced!!
Press HDG button
HDG annunciation will replace ROL annunciation in upper left

24. KAP Heading Mode
Use the heading bug to steer the aircraft when HDG mode is engaged.
NOTE: In a rate-based system, the autopilot will normally turn the aircraft at standard rate.

25. KAP 140 - NAV Mode To capture and track a selected course:
Ensure that AP is in HDG mode.
Set HSI to desired course.
Press NAV.
Unless you are already on the course you wish to track, NAV ARM will illuminate on the lower line. NAV will capture and track the course set on e-HSI.
Note: Set the HSI heading bug to a heading that will intercept the NAV course you wish to capture and track.

26. KAP NAV Mode
When the aircraft intercepts the desired course, HDG hold mode will disengage and the NAV ARM annunciation will extinguish.
The NAV tracking mode will engage and the NAV annunciation will replace the HDG annunciation in the upper left corner. The autopilot will track the desired course.

27. KAP NAV Mode
NAV mode will disengage if you change the G1000 NAV source (e.g., from GPS to VOR1) while NAV mode is engaged.
AP will revert to ROL mode.
NAV annunciation will flash.
Pilot action:
Ensure that the desired course / heading are set.
Press NAV (twice) to re-engage NAV mode with new source.

28. KAP Limitations
Preflight test of autopilot and trim system required before each flight
A pilot must be in the left seat position with seat belt fastened during AP operation
AP must be disengaged for TO / LDG
AP airspeed limitations:
minimum 80 KIAS; maximum 160 KIAS

29. KAP 140 - Limitations Maximum flap extension 10°
Max. fuel imbalance with AP engaged is 90 pounds (15 gallons)
AP must be disengaged below:
200 AGL during approach and
800 AGL for all other phases of flight

30. MER Tutorials on Garmin GFC 700 Automated Flight Control System With NJWG Annotations
GFC 700 Training Overview
CAP GFC 700 Module 1
CAP GFC 700 Module 2
CAP GFC 700 Module 3 30

31. Cessna References on Garmin GFC 700 Automated Flight Control System With NJWG Annotations
Cessna NavIII G1000 Cockpit Reference Guide Oct2011 Rev A
Cessna NavIII G1000 Pilot Guide Oct2011 Rev A
CFAI 10a GFC700.ppt
Autopilot slides 86 – 150 31

32. GFC 700 Automatic Flight Control System
Flight Director
Autopilot 32

33. GFC 700 - Introduction and Outline
Anatomy of the GFC 700 Automatic Flight Control System (AFCS)
Control Interface
Flight Director
Autopilot
Flight Director and Autopilot Relationship
Using the GFC 700
Preflight Action
Before Takeoff
After Takeoff
Cruise
Descent
Go-Arounds

34. GFC Anatomy
The “Garmin autopilot” is more correctly known as the GFC 700 Automatic Flight Control System (AFCS).
The terminology matters because the GFC 700 AFCS is not just an autopilot. In fact, it includes both a flight director and an autopilot.
For consistency and convenience, this presentation uses the term GFC 700 to refer to the entire Automatic Flight Control System.

35. GFC 700 - Control Interface
HDG knob used to steer when in heading mode
AP engages Autopilot & FD
FD engages Flight Director
ALT holds altitude
HDG tracks selected heading
VNV arms vertical path (VPTH) mode for approaches with vertical guidance
NAV captures/tracks course
APR captures/tracks lateral & vertical guidance
BC captures/tracks backcourse apch
NOSE UP/DOWN changes values for VS (increments of 100 fpm) or FLC (increments of 1 knot)
VS maintains selected vertical speed
FLC maintains selected
airspeed for climb/descent
Knob sets altitude pre-select (ALTS)

36. GFC 700 - Control Interface
AP/FD status is in center
Lateral modes are on left.
Vertical modes are on right.
Armed modes are in WHITE
Armed modes are in WHITE
Engaged modes are in GREEN on inside of AFCS status bar.

37. GFC Flight Director
The “brain” of the GFC 700 AFCS is the flight director (FD).
The Flight Director uses software in the primary flight display (PFD) and the number one integrated avionics unit (GIA 1) to develop pitch and roll cues.
It then generates magenta “flying wedge” command bars, which appear above the inverted “V” on the PFD.
The command bars provide cues for the desired flight attitude:
They move vertically to indicate a pitch command, and bank left and right to indicate a roll.
The command bars are removed from the display if attitude data becomes invalid, or the Flight Director is turned off.

38. GFC Autopilot
The autopilot is the “muscle” of the GFC 700 AFCS.
The autopilot uses servos to move the control surfaces in accordance with commands generated by the flight director.

39. GFC 700 - Flight Director and Autopilot
Pressing the “FD” key engages only the flight director.
The FD will generate “flying wedge” cues according to the modes you select.
For example, using FD with HDG will generate cues to follow the heading bug, and using FD with NAV will generate cues to follow the course on the selected navigation source.
Similarly, using FD with ALT, VS, or FLC will generate cues to maintain or follow the selected pitch mode.
With FD only, the flight director provides cues…YOU provide the muscle to follow the cues, by moving the controls as necessary to keep the inverted “V” tucked under the magenta “flying wedge.”

40. GFC 700 - Flight Director and Autopilot
Pressing the “AP” key engages both the flight director and the autopilot. In this case:
The FD will generate “flying wedge” commands according to the modes you select.
The autopilot will provide the muscle to follow the commands generated by the flight director.
Important: Be sure you understand the difference, and that you always know who is providing the “muscle” to follow flight director cues.

41. GFC 700 – Basic IFR Operations
Always remember that YOU are Pilot In Command, and perform accordingly!

42. GFC 700 – Basic Operations Preflight Action:
Follow the checklist procedures to verify that the system is functioning properly.
Be certain that you know how to disengage both the flight director and the autopilot.
Note: Pressing the red disconnect button on the control yoke will provide both visual cues, such as
the flashing yellow box around the AP annunciation, and aural cues, such as a warning tone.

43. GFC Before Takeoff
Use HDG knob to set the heading bug to runway heading.
Use ALT knob to set the selected altitude reference (ALTS).  

44. GFC After Takeoff
Press the “FD” key to engage the Flight Director.
FD mode engages in “ROL” and “PIT,” which signifies that the FD is providing cues for you to maintain (“hold”) the present roll and pitch attitudes. 

45. GFC After Takeoff
Press the “AP” key and verify activation on system status bar.
Check heading bug, then engage HDG mode.
Press FLC to establish constant airspeed climb.
Use NOSE UP and NOSE DOWN keys to set target climb airspeed (recommended 105).
NOTE: When using any vertical mode (e.g., FLC, VS, VNV) for climb or descent, ALWAYS check and set power!!
Press NAV to engage nav capture/tracking mode.
After each action, check the GFC 700 status bar to verify proper operation.

46. GFC 700 - Cruise Lateral Navigation Vertical Navigation
As long as the GFC 700 AP is engaged in NAV mode, the system will continue to track the selected course.
To climb or descend to another altitude once you are in ALT hold mode, use the ALT knob to select the new target altitude (note that “ALTS” appears in white on the outside of the vertical side of the GFC 700 status bar.
If you change the NAV source (e.g., from GPS to VOR), you must reengage the GFC 700 NAV mode.
Changing the NAV source while the AP is engaged will cause the annunciation (e.g., GPS) to flash, and then turn white and move back to the “armed” position on the outside of the lateral (left) side of the status bar.
Press “VS” to start a constant rate climb or descent, and use the NOSE UP/DN keys to set the desired rate.
Alternatively, press “FLC” to select a constant airspeed climb or descent, and use the NOSE UP/DN keys to set the desired airspeed. Note, though, that FLC will not engage until you change either power or the airspeed reference.
If you are being vectored by ATC, put the AP into HDG mode and use the HDG knob to steer.

47. GFC Cruise
During GFC 700 operation, you can use the control wheel steering (CWS) button on the yoke to hand fly the airplane without having to disengage the autopilot.
CWS functions by momentarily disengaging the pitch and roll servos from the flight control surfaces and synchronizing the Flight Director command bars with the current aircraft attitude.
When you are using CWS, the GFC 700 status bar will replace the green “AP” annunciation with a white “CWS” annunciation until you release the CWS button.

48. GFC Descent
Descent using the GFC 700 is simply a matter of selecting and verifying the appropriate lateral and vertical modes.
For VFR flight, disengage the AP no lower than 800 AGL.
At pilot’s discretion, disengage the Flight Director as well.
To do so, simply press the “FD” key, and the magenta “flying wedge” command bars will disappear.
NOTE: When using any vertical mode (e.g., FLC, VS, VNV) for climb or descent, ALWAYS check and set power!!

49. Press GA switch to activate Flight Director’s GA (go-around) mode.
GFC Go Arounds
Press GA switch to activate Flight Director’s GA (go-around) mode.

50. GFC 700 – Limitations With NJWG Annotations
Preflight test of autopilot and trim system required before each flight
A pilot must be in the left seat position with seat belt fastened during AP operation
AP must be disengaged for TO / LDG
AP airspeed limitations:
minimum 80 KIAS; maximum 160 KIAS

51. GFC 700 – Limitations With NJWG Annotations
Maximum flap extension 10°
Maximum fuel imbalance with AP engaged is 90 pounds (15 gallons)
AP must be disengaged below:
200 AGL during approach
Use IAP DH
800 AGL for all other phases of flight
Set MFD and PFD Inset to use Terrain and not Topo

52. Questions?

53. NJWG Appendix
HSI Tutorials
Dual VOR Check
Creating Flight Plans

54. HSI Tutorials
Bendix-King PNI 525 Tutorial #049.pdf
Bendix-King PNI 525 Tutorial #066.pdf
Century NSD1000 HSI 68S85.pdf
Wikipedia Horizontal Situation Indicator

55. Performing a Dual VOR Check
Nav 1 & 2
BRG 1
BRG 2

56. Configuring Display of Victor Airways

57. Configuring Display of Victor Airways
1. Turn inner FMS knob then press ENT to select Airways
2. Turn inner FMS knob then press ENT to select LO Only
3. Press inner FMS knob to return to base page

58. Creating a Flight Plan from an ATC Clearance
ATC clearance for flight from Doylestown Airport to Allegheny County Airport
KDYL direct-to PTW V12 AGC direct
Actual route of flight
Doylestown Airport (KDYL)
Pottstown VOR (PTW)
BOYER intersection
Harrisburg VOR (HAR)
Johnstown VOR (JST)
Allegheny VOR (AGC)
Allegheny County Airport (KAGC)

59. Creating a Flight Plan the Old Way
Create the flight plan from Doylestown Airport to Allegheny County Airport using the waypoints shown on the right

60. Creating a Flight Plan the Old Way

61. Creating a Flight Plan the New Way Using Victor Airways

62. Creating a Flight Plan the New Way Using Victor Airways (continued)

63. Creating a Flight Plan the New Way Using Victor Airways (continued)

64. Creating a Flight Plan the New Way Using Victor Airways (continued)

65. Creating a Flight Plan the New Way Using Victor Airways (continued)

66. NJWG Appendix
Exercise

67. Exercise Fuel – Top off tanks Set COM Radios
Set altitude to 3,000 feet MSL
Use Demo Mode to Position over KTTN at 3,000 feet, 125 KIAS
Set the Flight Plan
KTTN ARD SBJ KSMQ
Between Yardley and Solberg divert to Sky Manor
Descend from 3,000 feet to 1,500 feet at 500 FPM
Use Demo Mode to reposition over KTTN at 3,000 feet
Set Transponder to 4246
Set BRG1 to use NAV1
Set BRG2 to use NAV2
Set COM Radios
COM1 active – TTN Tower
COM1 standby – MJX CTAF
COM2 active – TTN ATIS
COM2 standby – MJX AWOS
Set NAV Radios
NAV1 active – ARD VOR
NAV1 standby – RBV VOR
NAV2 active – CYN VOR
NAV2 standby – RBV VOR
Set the Flight Plan using individual waypoints
KTTN ARD RBV DIXIE KMJX
Set the Flight Plan using Victor Airways
KTTN ARD V276 DIXIE KMJX

68. VFR – Part 2
With NJWG Annotations