1. Raising the Bar in MER for G1000 Operations
G1000 Proficiency Clinic
Raising the Bar in MER for G1000 Operations
10 & 24 August, 2013
S. Parson, Capt
J. Karanikas, Capt
S. Hertz, Maj

2. Purpose of the Clinic
Take G1000 IFR qualified pilots and make them highly proficient
Deep dive on systems and procedures
Best practices
Open discussion
IPC & Fly!

3. How we will get there Assume we already know the G1000 pretty well
Familiar with training materials on NHQ website
Focus on some areas where we might be a little weak and/or rusty
Learn new things maybe?

4. Topics for Today Before we fly Airways in Flight Plans
Standby battery test
Two good pre takeoff practices
Airways in Flight Plans
Intercepting a leg
Flying a radial to a point
VNAV
VTF subtleties
Using the CWS
The GA button
Auto Pilot Notes
Flight Syllabus

5. Standby Battery Test
Successful test not required for VFR or IFR flight! (see KOEL) Will often “fail” in very cold WX
But flight into IMC without standby battery would be inadvisable in most cases
Standby battery is your #1 fire hazard (see emergency checklist)
Standby battery in TEST position, note green light (20 sec on checklist 4-13, #4)

6. Checking LRUs is a good practice
- Check LRU Status at pre flight
- AUX Chapter, SYSTEM STATUS page
Consult KOEL for necessary items
Be sure to scroll through all the pages!
If there is a failure, take a picture for the MX folks

7. Two Good Practices Just before Takeoff
Set up FD for departure
Load departure airport approach
Allows smooth and seamless transition to AP operation
Provides FD guidance from take off
Activate FD and set FLC to 90 knots, heading mode with runway heading, and initial altitude in altitude window
Load but don’t activate
Allows quick return if something goes wrong in IMC

8. Adding Airways to Flight Plans
You must have a way point in the flight plan that is on the desired airway
Can’t be part of an arrival or approach procedure
Select the point in the flight plan AFTER the entry waypoint, select the airway, then select the exit point, then “load”
Airways are deleted by selecting the airway name and pressing clear.

9. Adding V466 for KVJI to KHLX
The entry to V466 is the GZG VOR so position the cursor on the next waypoint

10. Menu Selection to add Airway
The Menu key brings up this list and you choose “Load Airway”. If your cursor is not on the waypoint after the entry point, there will be no “Load Airway” option.

11. Choose V466
There are three airways that intersect GZG so select the one of interest (V466).

12. Choose the exit point from V466
Next is a list of all the waypoints on V466. GZG is grayed out because you have already designated this as the entry onto V466. Choose an exit point (PSK) and hit enter.

13. Segment of V466 to be inserted
This series of waypoints are the part of V466 that will be inserted in the flight plan starting with GZG and ending with PSK. Hit “Enter” to load this into the flight plan.

14. Flight plan complete!
Here’s the resulting flight plan. Note the VNAV information which has been added. The airway can be deleted by selecting the white “Airway” text and hitting “CLR”.

15. Flying a radial to a point
Scenario: Flying from KGVE to KJYO, ATC clears you to intercept the AML 259° radial, direct AML, direct KJYO.

16. Flying a radial to a point
Use basic flight plan editing techniques to add AML to the flight plan.
AML should now be the active waypoint.

17. Flying a radial to a point
Use OBS key on the PFD to suspend auto-sequencing.
Then use CRS knob to select inbound course (079°) for the 259° radial (put the tail of the needle on 259 to eliminate calculation of reciprocal.)
Fly assigned heading to intercept the assigned bearing.
Once on assigned bearing to AML (079° inbound), press the OBS key to “un-suspend” and resume auto-sequencing in flight plan.

18. Vertical Navigation with the G1000
The G1000 navigates in three dimensions
Provides vertical navigation in certain cases either automatically or when requested by the pilot
Glidepath
Glideslope

19. Direct using VNAV
When you use the direct to function, you can designate a target altitude and offset as well as the waypoint

20. Success!
TOD
Offset WP

21. Enabling and Disabling VNAV

22. VNAV Constraints and Tricks
Resulting descent cannot exceed a FPA or 6 degrees or VS > 6,000 fpm
VNAV will navigate the descent to the higher of the target altitude or the altitude in the altitude select window
VNAV has to be armed/acknowledged within 5 minutes prior to reaching the TOD by pressing the VNV key on the autopilot or by adjusting the altitude bug. In addition the altitude must be set at least 75 lower than the current altitude for the decent to begin. It’s best to wait for the 1 minute “Vertical Track” alert.
The VNV Direct softkey is just a simple way of moving the TOD up to your current position. Useful when ATC says to start your descent NOW.

23. Activating Vectors to Final not the best
Vectors to final makes a final approach easy – but activating VTF in the G1000 replaces all your waypoint with an inbound course. Best to leave the approach in place and just follow the ATC vectors.

24. CWS can be useful in setting AP Parameters
When CWS is engaged the AP is “suspended”
GFC 700 monitors flight parameters and uses “current value” when CWS is disengaged
Altitude if in altitude hold mode
Vertical speed if climbing or descending
Airspeed if FLC is engaged
Roll/pitch if AP is in roll/pitch mode
Using CWS to reset parameters for FLC and VS is easier to do with CWS vice pushing buttons especially in turbulence

25. The GA Button does four things
If a go-around is necessary, press the GA switch and apply full power.
The flight director command bars establish a 7° nose-up pitch command to follow.
If you do not see the runway or runway environment at DA on a precision approach, or at the MAP on a non-precision approach, then you have to follow the missed approach procedure. The GA switch on the instrument panel can help you execute the missed approach procedure.
Press the GA switch and apply full power.
Pressing GA causes the flight director command bars to establish a 7° nose-up pitch command for you to follow.
You are providing the muscle here, because pressing GA also disconnects the autopilot. The disconnect annunciation includes a flashing reverse video yellow “AP” on the status bar.
Start climbing to the altitude in the published MAP.
GA also disconnects the autopilot, changes CDI to GPS, and un suspends the GPS .
Start climbing to the altitude in the published MAP.
Can also be useful for night takeoffs or takeoffs in low IFR

26. Preflighting the Autopilot
The primary purpose of preflighting the autopilot is NOT to see if it works properly (although that is a secondary objective) – it’s to make sure we can turn the thing OFF!!!
Important even if you don’t plan to use it
How many ways are there to turn it off from the preferred to the desperate?
The AC will fly perfectly well with the AP inop
FD will usually work fine even if the AP is inop

27. Auto Pilot Limitations
GFC700
KAP140
Max engagement 165 knots, Min engagement 70 knots, Electric trim Max Operation speed 175 KIAS
Max fuel imbalance with autopilot engaged: 90 lbs (~15 gallons)
AP off below 800’ AGL UNLESS on an instrument approach, then to minimums (200’ AGL limit). AP may be re-engaged at the MAP once a climb is established.
A pilot must occupy left seat
AP can NOT be used if audio panel is inoperative (why?)
Max engagement 160 knots, Min engagement 80 knots, Electric trim Max Operation speed 175 KIAS
Max Flap with AP use is 10 degrees
Max fuel imbalance with autopilot engaged: 90 lbs (~15 gallons)
AP off below 800’ AGL UNLESS on an instrument approach, then to minimums (200’ AGL limit). AP may be re-engaged at the MAP once a climb is established.
A pilot must occupy left seat
AP can NOT be used if audio panel is inoperative (why?)

28. Auto Pilot Limitations
GFC700
KAP140
Neither auto pilot provides yaw damper or auto throttles despite what many pilots believe!!!

29. Our GFC700 AC are WAAS capable while our KAP 140 AC are not
Auto Pilot Comparison
GFC 700
KAP 140
2 Axis AP
Hdg, Nav, VNAV, CWS, GA
VS, Alt hold, FLC
Attitude from AHARS
Initially pitch and roll
Flight Director
Integrated altitude bug and barometric setting
2 Axis AP
Hdg, Nav
VS, Alt hold
Attitude from TC
Initially VS and roll NA
Independent setting of altitude and barometer
Our GFC700 AC are WAAS capable while our KAP 140 AC are not

30. 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

31. GFC 700 Automatic Flight Control System
Flight Director
Autopilot 31

32. Instrument Proficiency Check Tasks
IIIA* – Holding
IVB - Unusual Attitudes
VA – Intercept & tracking
VIII – D Partial Panel
VIII – Instrument checks
VIA – NPA
VIB – PA
VIC – Missed
VID – Circling
VIE - Landing
* Refers to PTS Task

33. Questions? Comments?

34. Flight Syllabus Extensive preflight of the G1000 In the air
Check LRUs and various status pages
Set up FD for departure
Set up departure airport approach
In the air
Fly airways
Intercept legs
Fly radials to a point or a leg
Using the GA button
Using CWS
What really happens when you engage the AP
Complete IPC tasks
Back on the ground
Debrief

35. Let’s go fly!

36. Backups

37. KAP 140 Autopilot Overview
Two axis autopilot with pitch and roll
Pilot must fly the rudder for coordinated flight and throttle for power (no auto throttles or yaw damper!)
Vertical components include:
Vertical Speed Hold
Altitude Pre-select
Altitude Hold
Glide slope capture

38. 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

39. 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.

40. 3 KAP 140 Altitude Pre-select
Immediately press the UP or DOWN key to see and set desired VS.

41. 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.

42. 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.

43. 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.)

44. 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!

45. KAP 140- More 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).

46. 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

47. 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.

48. 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.

49. 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.

50. 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.

51. GFC 700 Automatic Flight Control System
Does everything the KAP 140 does but operates differently and provides improved functionality
Better integration with G1000
2 axis autopilot
Attitude comes from AHARS not TB
Engaging AP puts it in pitch and roll mode initially
CWS available
Can fly with FD only if desired
Reads altitude bug and barometric setting from G1000
FLC available
Does vertical nav
GA mode provided
Yaw damper and auto throttles not provided 51