Garmin G1000 Manual

							190-00709-04  Rev. AGarmin G1000 Pilot’s Guide for the Socata TBM 850297
FLIGHT MANAGEMENT
19) After passing OPSHN, the next leg of the arrival turns magenta as shown in Figure 5-139.  The magenta arrow 
in the flight plan list now indicates the OPSHN to FSHER leg of the arrival procedure is now active.
Figure 5-139  Tracking the OPSHN to FSHER Leg
20) The flight continues through the arrival procedure  to PYNON (see Figure 5-140).  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.  Note the TOD point on the map.  Annunciations for the upcoming turn 
and descent, as well as the VDI and RVSI, appear on the PFD as the flight progresses.  
						

							Garmin G1000 Pilot’s Guide for the Socata TBM 850190-00709-04  Rev. A298
FLIGHT MANAGEMENT
Figure 5-140  Approaching PYNON  
						

							190-00709-04  Rev. AGarmin G1000 Pilot’s Guide for the Socata TBM 850299
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 a\
ctive leg, activating 
the approach procedure (see Figure 5-141).
Figure 5-141  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 5-142.
 c)  Press the ENT Key to activate the approach.
Figure 5-142  Manually Activate Approach  
						

							Garmin G1000 Pilot’s Guide for the Socata TBM 850190-00709-04  Rev. A300
FLIGHT MANAGEMENT
22) The IAF is the next waypoint.  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 5-143  Descending Turn to the Initial Approach Fix (IAF)  
						

							190-00709-04  Rev. AGarmin G1000 Pilot’s Guide for the Socata TBM 850301
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 5-144) when the final ap\
proach course becomes active.
Figure 5-144  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 5-143.  
						

							Garmin G1000 Pilot’s Guide for the Socata TBM 850190-00709-04  Rev. A302
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 5-145.
Figure 5-145  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.  In 
this case, if the aircraft altitude is below the specified altitude (6,368 feet) after cros\
sing the MAP, a direct-to 
is established to provide a course on runway heading until an altitude of 6,368 feet is reached. After reaching 
6,368 feet, a direct-to is established to the published MAHP (in this case MOGAL)\
. If the aircraft altitude is 
above the specified altitude after crossing the MAP, a direct-to is established to the published fix (MOGAL) to 
begin the missed approach procedure.
 In some missed approach procedures this Course to Altitude leg may be part of the published procedure. For 
example, a procedure may dictate a climb to 5,500 feet, then turn left and proceed to the Missed Approach Hold 
Point (MAHP). In this case, the altitude would appear in the list of waypoints as ‘5500ft’. Again, if the aircraft 
altitude is lower than the prescribed altitude, a direct-to is established on a Course to Altitude leg when the 
missed approach procedure is activated.  
						

							190-00709-04  Rev. AGarmin G1000 Pilot’s Guide for the Socata TBM 850303
FLIGHT MANAGEMENT
25) Upon reaching the MAP, it is decided to execute a missed approach.  Automatic waypoint sequencing is 
suspended past the MAP.  Press the SUSP Softkey on the PFD to resume automatic waypoint sequencing 
through the missed approach procedure.
   A direct-to is initiated to MOGAL, which is the Missed Approach Hold Point (MAHP) as seen in Figure 5-146.  
The aircraft is climbing to 10,000 feet.  The CDI flight phase now changes from LPV to MAPR as seen on the HSI.
Figure 5-146  Missed Approach Active  
						

							Garmin G1000 Pilot’s Guide for the Socata TBM 850190-00709-04  Rev. A304
FLIGHT MANAGEMENT
26) The aircraft continues climbing to “AT or ABOVE” 10,000 feet at MOGAL.  A holding pattern is established at 
the MAHP (MOGAL) as shown in Figure 5-147.
Figure 5-147  Establishing the Holding Pattern
27) The aircraft maintains 10,000 feet while following  the magenta line through the \
hold as in Figure 5-148.
Figure 5-148  Hold Established  
						

							190-00709-04  Rev. AGarmin G1000 Pilot’s Guide for the Socata TBM 850305
FLIGHT MANAGEMENT
5.12 ABNORMAL OPERATION
This	section	discusses	the	Dead	Reckoning	mode	of	operation	and	the	subsequent	indications.
 NOTE:  Dead Reckoning Mode only functions in Enroute (ENR) or Oceanic (OCN) phase of\
 flight. In all other 
phases, an invalid GPS solution produces a “NO GPS POSITION” annunciation on the map and the G1000 
stops using GPS.
While in Enroute or Oceanic phase of flight, if the G1000 detects an invalid GPS s\
olution or is unable to 
calculate a GPS position, the system automatically reverts to Dead Reckoning (DR) Mode. In DR Mode, the G1000 
uses its last-known position combined with continuously updated airspeed\
 and heading data (when available) to 
calculate and display the aircraft’s current estimated position.
It is important to note that estimated navigation data supplied by the G\
1000 in DR Mode may become increasingly 
unreliable and must not be used as a sole means of navigation. If while in \
DR Mode airspeed and/or heading data 
is also lost or not available, the DR function may not be capable of acc\
urately tracking estimated position and, 
consequently,	 the	system	 may	display	 a	path	 that	is	different	 than	the	actual	 movement	 of	the	 aircraft.	 Estimated	
position information displayed by the G1000 through DR while there is no heading and/or airspeed data available 
should not be used for navigation.
DR Mode is inherently less accurate than the standard GPS/SBAS Mode due to the lack of satellite measurements 
needed to determine a position. Changes in wind speed and/or wind direction compound the relative inaccuracy 
of	DR	 Mode.	 Because	 of	this	 degraded	 accuracy,	other	navigation	 equipment	 must	be	relied	 upon	for	position	
awareness  until GPS-derived position data is restored.
DR	 Mode	 is	indicated	 on	the	 G1000	 by	the	 appearance	 of	the	 letters	 ‘DR’	superimposed	 in	yellow	 over	the	
‘own	 aircraft’	 symbol	as	shown	 in	Figure	 5-149.		 In	addition,	 ‘DR’	is	prominently	 displayed	in	yellow	 on	the	 HSI	
slightly above and to the right of the aircraft symbol on the CDI as shown in Figure 5-149.  The CDI deviation 
bar remains, but is removed from the display after 20 minutes in DR Mode.  The autopilot will remain coupled 
in	DR	 mode	 as	long	 as	the	 deviation	 info	is	available	 (20	min.)		 Lastly,	but	at	the	 same	 time,	 a	‘GPS	 NAV	 LOST’	
alert message appears on the PFD.  Normal navigation using GPS/SBAS sour\
ce data resumes automatically once 
a valid GPS solution is restored.
As a result of operating in DR Mode, all GPS-derived data is computed based up\
on an estimated position and 
is displayed as yellow text on the display to denote degraded navigation\
 source information as shown in Figure 
5-149.
Also, while the G1000 is in DR Mode, TAWS, Terrain SVS or Terrain Proximity are disabled. Additionally, the 
accuracy	 of	all	 nearest	 information	 (airports,	airspaces,	 and	waypoints)	 is	questionable.	 Finally,	airspace alerts 
continue to function, but with degraded accuracy.  
						

							Garmin G1000 Pilot’s Guide for the Socata TBM 850190-00709-04  Rev. A306
FLIGHT MANAGEMENT
Figure 5-149  Dead Reckoning Mode - GPS Derived Data Shown in Yellow
Distance &
Bearing
GPS Navigation 
Lost Message
Dead Reckoning 
Annunciation
Subdued Aircraft 
Symbol
Nav. Data BarAll  data except 
Active Leg, TAS,  and DTK are in  yellow
Dead Reckoning 
Annunciaion
Wind Data
Wind Data
Bearing 
Pointer/
Distance
Current  Track 
Indicator
Deviation Bar
 NOTE: The Inset Map is removed from the PFD any time aircraft pitch is greater than +30° or less than –20°, 
or when a 65° bank angle is reached.