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GARMIN G1000 FOR CESSNA CITATIONJET PILOT'S GUIDE: Download the complete user guide (87152 Ko)

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[. . . ] G1000 ® Integrated Flight Deck Pilot's Guide Cessna CitationJet Model 525 Copyright © 2010 Garmin Ltd. This manual reflects the operation of System Software version 1162. 00 or later for the Cessna CitationJet Model 525. Some differences in operation may be observed when comparing the information in this manual to earlier or later software versions. Garmin International, Inc. , 1200 East 151st Street, Olathe, Kansas 66062, U. S. A. [. . . ] The upcoming turn and next heading are annunciated at the top left of the PFD as seen in Figure 5-135. Initiate the turn and maneuver the aircraft on a track through the turn radius to intercept the magenta line for the OPSHN to FSHER leg and center the CDI. Figure 5-135 Turn to intercept OPSHN to FSHER Leg 190-01131-00 Rev. A Garmin G1000 Pilot's Guide for the Cessna CitationJet Model 525 269 fLight management 19) After passing OPSHN, the next leg of the arrival turns magenta as shown in Figure 5-136. The magenta arrow in the flight plan list now indicates the OPSHN to FSHER leg of the arrival procedure is now active. Figure 5-136 Tracking the OPSHN to FSHER Leg 20) The flight continues through the arrival procedure to PYNON (see Figure 5-137). At a point 31 nm from the destination airport, the phase of flight scaling for the CDI changes to Terminal Mode and is annunciated by displaying `TERM' on the HSI. A descent to HABUK is in the next leg. Annunciations for the upcoming turn and descent, as well as the VDI and RVSI, appear on the PFD as the flight progresses. 270 Garmin G1000 Pilot's Guide for the Cessna CitationJet Model 525 190-01131-00 Rev. A fLight management Figure 5-137 Approaching PYNON 190-01131-00 Rev. A Garmin G1000 Pilot's Guide for the Cessna CitationJet Model 525 271 fLight management 21) Upon passing PYNON the approach procedure automatically becomes active. The approach may be activated at any point to proceed directly to the IAF. In this example, the aircraft has progressed through the final waypoint of the arrival and the flight plan has automatically sequenced to the IAF as the active leg, activating the approach procedure (see Figure 5-138). Figure 5-138 Approach is Now Active Note: To manually activate the approach procedure, perform the following steps: a) Press the PROC Key. b) Turn the large FMS Knob to highlight `ACTIVATE APPROACH' as shown in Figure 5-139. c) Press the ENT Key to activate the approach. Figure 5-139 Manually Activate Approach 272 Garmin G1000 Pilot's Guide for the Cessna CitationJet Model 525 190-01131-00 Rev. At the TOD, establish a descent vertical speed as previously discussed in Step 16. The aircraft altitude is 9, 000 feet upon reaching HABUK. Figure 5-140 Descending Turn to the Initial Approach Fix (IAF) 190-01131-00 Rev. A Garmin G1000 Pilot's Guide for the Cessna CitationJet Model 525 273 fLight management 23) After crossing FALUR the next waypoint is the FAF. The flight phase changes to LPV on the HSI indicating the current phase of flight is in Approach Mode and the approach type is LPV. CDI scaling changes accordingly and is used much like a localizer when flying an ILS approach. The RVSI is no longer displayed and the VDI changes to the Glidepath Indicator (as shown in Figure 5-141) when the final approach course becomes active. Figure 5-141 Descending to the FAF The descent continues through the FAF (CEGIX) using the Glidepath Indicator, as one would use a glideslope indicator, to obtain an altitude "AT" 7, 800 feet at the FAF. Note the altitude restriction lines over and under (At) the altitude in the `ALT' field in Figure 5-141. 274 Garmin G1000 Pilot's Guide for the Cessna CitationJet Model 525 190-01131-00 Rev. A fLight management 24) After crossing CEGIX, the aircraft continues following the glidepath to maintain the descent to "AT or ABOVE" 6, 370 feet at the Missed Approach Point (MAP) (RW35R) as seen in Figure 5-142. Figure 5-142 Descending to the Missed Approach Point In this missed approach procedure, the altitude immediately following the MAP (in this case `6368ft') is not part of the published procedure. It is simply a Course to Altitude (CA) leg which guides the aircraft along the runway centerline until the altitude required to safely make the first turn toward the MAHP is exceeded. This altitude is provided by Jeppesen, and may be below, equal to, or above the published minimums for this approach. [. . . ] Because of this, the surveillance information is approximately five seconds old. TIS ground station tracking software uses prediction algorithms to compensate for this delay. These algorithms use track history data to calculate expected intruder positions consistent with the time of display. Occasionally, aircraft maneuvering may cause variations in this calculation and create slight errors on the Traffic Map Page. [. . . ]


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