Aviasoft C172 Guide PDF

CESSNA 172 TRAINING MANUAL
AVIASOFT_INDO Page 1
Table of Contents
Introduction............................................................................................................................................. 5
History................................................................................................................................................ 5
Development of the C172...................................................................................................................5
Terminology ......................................................................................................................................... 7
Useful Factors and Formulas.................................................................................................................10
Conversion Factors...........................................................................................................................10
Formulas........................................................................................................................................... 11
Pilot's Operating Handbook Information...............................................................................................11
AIRCRAFT TECHNICAL INFORMATION....................................................................................... 13
Models and Differences ...................................................................................................................14
Type Variants.................................................................................................................................... 20
Airframe................................................................................................................................................ 23
Doors ............................................................................................................................................... 24
Flight Controls.......................................................................................................................................27
Elevator.............................................................................................................................................27
Rudder.............................................................................................................................................. 28
Ailerons............................................................................................................................................ 28
Trim ................................................................................................................................................. 30
Flaps..................................................................................................................................................33
Landing Gear.........................................................................................................................................38
Shock Absorption............................................................................................................................. 38
Hydraulic System-Retractable Landing Gear (C172RG Only).......................................................39
Brakes...............................................................................................................................................43
Towing..............................................................................................................................................44
Engine and Propeller............................................................................................................................. 46
Engine Controls................................................................................................................................49
Constant Speed Propellers (C172RG, R172/FR172)....................................................................... 51
Engine Gauges..................................................................................................................................53
Induction System and Carb. Heat.....................................................................................................55
Fuel Injection System (R172/FR172, C172R, C172S).....................................................................57
Ignition System ................................................................................................................................58
Engine Lubrication........................................................................................................................... 61
Cooling System.................................................................................................................................63
Fuel System...........................................................................................................................................66
Standard Fuel System Schematic .................................................................................................... 67
Fuel System Schematic C172RG..................................................................................................... 68
Fuel System Schematic Fuel Injected Models .................................................................................69
Fuel Measuring and Indication.........................................................................................................73
Fuel Venting......................................................................................................................................74
Fuel Drains....................................................................................................................................... 75
Priming System ................................................................................................................................76
Auxiliary Fuel Pump ....................................................................................................................... 77
Electrical System...................................................................................................................................78
Battery.............................................................................................................................................. 78
Electrical Power Supply................................................................................................................... 80

Electrical Equipment........................................................................................................................ 80
System Protection and Distribution..................................................................................................81
Electrical System Schematic Conventional Aircraft........................................................................ 84
G1000 Electrical Distribution Schematic.........................................................................................85
Flight Instruments and Associated Systems
.........................................................................................86
Ancillary Systems and Equipment................................................................................................... 91
Avionics Equipment..........................................................................................................................93
FLIGHT OPERATIONS....................................................................................................................... 98
PRE-FLIGHT CHECK .........................................................................................................................98
Cabin.................................................................................................................................................99
Exterior Inspection......................................................................................................................... 100
Passenger Brief...............................................................................................................................105
NORMAL OPERATIONS.................................................................................................................. 106
Starting and Warm-up.....................................................................................................................106
After Start....................................................................................................................................... 109
Takeoff............................................................................................................................................114
Climb.............................................................................................................................................. 122
Cruise..............................................................................................................................................123
Mixture Setting...............................................................................................................................124
Descent, Approach and Landing ....................................................................................................127
Balked Landing (Go Round) Procedure......................................................................................... 131
After Landing Checks.....................................................................................................................132
Taxi and Shutdown......................................................................................................................... 132
Circuit Pattern.................................................................................................................................133
Circuit Profile................................................................................................................................. 139
Circuit Profile – Normal Circuit.....................................................................................................140
Circuit Profile – Maximum Performance Circuit...........................................................................140
Note on Checks and Checklists...................................................................................................... 141
ABNORMAL AND EMERGENCY PROCEDURES........................................................................143
Emergency During Takeoff ............................................................................................................143
Gliding and Forced Landing...........................................................................................................145
Engine Fire..................................................................................................................................... 147
Electrical Fire................................................................................................................................. 148
Rough Running Engine.................................................................................................................. 148
Magneto Faults............................................................................................................................... 148
Spark Plug Faults............................................................................................................................149
Abnormal Oil Pressure or Temperature..........................................................................................149
Carburettor Ice................................................................................................................................150
Stalling and Spinning......................................................................................................................151
Fuel Injection Faults.......................................................................................................................151
Landing Gear Emergencies (RG model)........................................................................................ 152
PERFORMANCE .............................................................................................................................. 155
Specifications and Limitations....................................................................................................... 155
Ground Planning ............................................................................................................................156
REVIEW QUESTIONS...................................................................................................................... 168

NAVIGATION AND PERFORMANCE WORKSHEETS................................................................173
MORE PICTURES AND COCKPIT POSTER……………………………………………………...184
Introduction
This training manual provides a technical and operational description for most
models of the Cessna 172 series aeroplane, from the C172 and C172A to the
C172SP, and includes systems descriptions for common variants, including the
C172RG, P172D, and R172/FR172.
The information is intended for ground reference and as an instructional aid to

assist with practical training for type transition or ab-initio training, provided by
an approved training organisation.
The book is laid out according to a typical training syllabus progression for ease
of use. This material does not supersede, nor is it meant to substitute any of the
manufacturer’s operation manuals. The material presented has been prepared
from the information provided in the pilots operating handbook for the model
series, Cessna maintenance manuals and from operational experience.
History
The Cessna aircraft company has a long and rich history. Founder Clyde Cessna
built his first aeroplane in 1911, and taught himself to fly it! He went on to build
a number of innovative aeroplanes, including several race and award winning
designs. The Cessna Aircraft company was formally established by Clyde in 1927,
in the state of Kansas.
In 1934, Clyde's nephew, Dwane Wallace, fresh out of college, took over as head
of the company. During the depression years Dwane acted as everything from
floor sweeper to CEO, even personally flying company planes in air races (several
of which he won!). Under Wallace's leadership, the Cessna Aircraft Company
eventually became the most successful general aviation company of all time.
Cessna first began production of two-seat light planes in 1946 with the model 120
which had an all aluminium fuselage and fabric covered wings. This was followed
by a nearly identical model the 140, with aluminium clad wings. More than 7,000
model 120-140's were sold over four years when Cessna stopped production in
order to focus on four-seat aircraft.
At the time of publication, Cessna continues to produce a range of aircraft, from

their signature piston engine range, largely unchanged since first appearance, to
the PT6 turbine powered Caravans, and the Citation Jet.
Development of the C172

The Cessna 172 is probably the most popular flight training aircraft in the world.
The aircraft made her first flight in November 1955, the first production models
were delivered in 1957, and became an overnight sales success and over 1400
aircraft were built in its first full year of production. It is still in production in 2005,
more than 35 000 have been built.
The Cessna 172 started as a relatively simple tricycle undercarriage development

of the tail-dragger Cessna 170B. The airframe was basically a 170B, including the
“fastback” or colloquially called the straight-back fuselage and effective 40º
Fowler flaps. The maximum gross weight was identical although the useful load
went down 45 pounds.
Later versions incorporated a swept back tail, revised landing gear, a lowered rear
deck, and an aft window. Cessna advertised this added rear visibility as “Omni-
vision”.
The airframe has remained almost unchanged since then, with updates mainly
affecting avionics and engine fittings, including the most recent the Garmin 1000
glass cockpit option. Production ended in the mid-1980s, but was resumed in
1996 and continues at the time of writing.
In 1966 Cessna began assembly of US airframes at Reims Aviation in France. The

Cessna F172 was built by Reims Cessna through to 1971. Cessna also produced
a retractable version and most models are available as a seaplane version with
floats.
Illustration 1a Cessna 172

Terminology
Airspeed
KIAS Knots Indicated Speed in knots as indicated on the airspeed

Airspeed indicator.
KCAS Knots Calibrated KIAS corrected for instrument error. Note this error
Airspeed is often negligible and CAS may be omitted from
calculations.
KTAS Knots True KCAS corrected for density (altitude and
Airspeed temperature) error.
Va Max The maximum speed for full or abrupt control
Manoeuvering inputs.
Speed
Vfe Maximum Flap The highest speed permitted with flap extended.
Extended Speed Indicated by the top of the white arc.
Vno Maximum Sometimes referred to as “normal operating
Structural range”. Should not be exceeded except in smooth
Cruising Speed conditions and only with caution. Indicated by the
green arc.
Vne Never Exceed Maximum speed permitted, exceeding will cause
speed structural damage. Indicated by the upper red line.
Vs Stall Speed The minimum speed before loss of control in the
normal cruise configuration. Indicated by the
bottom of the green arc. Sometimes referred to as
minimum ‘steady flight’ speed.
Vso Stall Speed The minimum speed before loss of control in the
Landing landing configuration, at the most forward C of G*.
Configuration Indicated by the bottom of the white arc.
*forward centre of gravity gives a higher stall speed and so is used for certification
Vx Best Angle of The speed which results in the maximum gain in

Climb Speed altitude for a given horizontal distance.
Vy Best Rate of The speed which results in the maximum gain in
Climb Speed altitude for a given time, indicated by the
maximum rate of climb for the conditions on the
VSI.
Vref Reference Speed The minimum safe approach speed, calculated as
1.3 x Vso.
Vbug Nominated The speed nominated as indicated by the speed

Speed bug, for approach this is Vref plus a safety margin
for conditions.
Vr Rotation Speed The speed which rotation should be initiated.
Vat Barrier Speed The speed to maintain at the 50ft barrier or on

reaching 50ft above the runway.
Maximum The maximum demonstrated crosswind during
Demonstrated testing.
Crosswind
Meteorological Terms
OAT Outside Air Free outside air temperature, or indicated outside air
Temperature temperature corrected for gauge, position and ram
air errors.
IOAT Indicated Temperature indicated on the outside air
Outside Air temperature gauge.
Temperature
ISA International The ICAO international atmosphere, as defined in
Standard document 7488. Approximate conditions are a sea
Atmosphere level temperature of 15 degrees with a lapse rate of
1.98 degrees per 1000ft, and a sea level pressure of
1013mb with a lapse rate of 1mb per 30ft.
Standard The temperature in the International Standard
Temperature atmosphere for the associated level, and is 15
degrees Celsius at sea level decreased by two
degrees every 1000ft.
Pressure The altitude in the International Standard
Altitude Atmosphere with a sea level pressure of 1013 and a
standard reduction of 1mb per 30ft. Pressure Altitude
would be observed with the altimeter subscale set to
1013.
Density The altitude that the prevailing density would occur
Altitude in the International Standard Atmosphere, and can
be found by correcting Pressure Altitude for
temperature deviations.
Engine Terms
BHP Brake Horse The power developed by the engine (actual power
Power available will have some transmission losses).
RPM Revolutions Engine drive and propeller speed.

per Minute
Static RPM The maximum RPM obtained during stationery full
throttle operation
Weight* and Balance Terms
Moment Arm The horizontal distance in inches from reference

datum line to the centre of gravity of the item
concerned, or from the datum to the item 'station'.
C of G Centre of The point about which an aeroplane would balance if

Gravity it were possible to suspend it at that point. It is the
mass centre of the aeroplane, or the theoretical point
at which entire weight of the aeroplane is assumed to
be concentrated. It may be expressed in percent of
MAC (mean aerodynamic chord) or in inches from the
reference datum.
Centre of The specified forward and aft points beyond which the
Gravity Limit CG must not be located. Typically, the forward limit
primarily effects the controllability of aircraft and aft
limits stability of the aircraft.
Datum An imaginary vertical plane or line from which all
(reference measurements of arm are taken. The datum is
datum) established by the manufacturer.
Moment The product of the weight of an item multiplied by its
arm and expressed in inch-pounds. The total moment
is the weight of the aeroplane multiplied by distance
between the datum and the CG.
*In reference to loading, the correct technical term is 'mass' instead of 'weight' in all of the
terms in this section, however in everyday language and in current Cessna manuals the term
weight remains in use. In this context there is no difference in meaning between mass and
weight, and the terms may be interchanged.
MZFW Maximum Zero The maximum permissible weight to prevent

Fuel Weight exceeding the wing bending limits. This limit is not
always applicable for aircraft with small fuel loads.
BEW Basic Empty The weight of an empty aeroplane, including
Weight permanently installed equipment, fixed ballast, full oil
and unusable fuel, and is that specified on the aircraft
mass and balance documentation for each individual
aircraft.
SEW Standard The basic empty weight of a standard aeroplane,

Empty Weight specified in the POH, and is an average weight given
for performance considerations and calculations.
OEW Operating The weight of the aircraft with crew, unusable fuel,
Empty Weight and operational items (galley etc.).
Payload The weight the aircraft can carry with the pilot and fuel
on board.
MRW Maximum The maximum weight for ramp manoeuvring, the
Ramp Weight maximum takeoff weight plus additional fuel for start
taxi and run-up.
MTOW Maximum The maximum permissible takeoff weight and
Takeoff sometimes called the maximum all up weight, landing
Weight weight is normally lower as allows for burn off and
carries shock loads on touchdown.
MLW Maximum Maximum permissible weight for landing. Sometimes
Landing this is the same as the takeoff weight for smaller
Weight aircraft.
Other
AFM Aircraft Flight These terms are inter-changeable and refer to the
Manual approved manufacturer's handbook. General Aviation
manufacturers from 1976 began using the term
POH Pilot's
'Pilot's Operating Handbook', early handbooks were
Operating
called Owner's Manual, most legal texts use the term
Handbook
AFM.
PIM Pilot A Pilot Information Manual is a new term, coined to
Information refer to a POH or AFM which is not issued to a specific
Manual aircraft.
Useful Factors and Formulas
Conversion Factors
Lbs to kg 1kg =2.204lbs kgs to lbs 1lb = .454kgs
USG to Lt 1USG = 3.785Lt lt to USG 1lt = 0.264USG
Lt to Imp Gal
1lt = 0.22 Imp G Imp.Gal to lt 1Imp G = 4.55lt
NM to KM
1nm = 1.852km km to nm 1km = 0.54nm
NM to StM to ft 1nm = 1.15stm Stm to nm to ft 1 stm = 0.87nm
1nm = 6080ft 5280ft
FT to Meters 1 FT = 0.3048 m meters to ft 1 m = 3.281 FT

Inches to Cm 1 inch = 2.54cm cm to inches 1cm = 0.394”
Hpa (mb) to
1mb = .029536” “ Hg to Hpa (mb) 1” = 33.8mb
“Hg
AVGAS FUEL Volume / Weight SG = 0.72
Litres Lt/kg kgs Litres lbs/lts Lbs
1.39 1 0.72 0.631 1 1.58
Crosswind Component per 10kts of Wind
Deg 10 20 30 40 50 60 70 80
Kts 2 3 5 6 8 9 9 10
Formulas
Celsius (C) to C = 5/9 x(F-32),
Fahrenheit (F) F = Cx9/5+32
Pressure altitude PA = Altitude AMSL + 30 x (1013-QNH)
(PA) Memory aid – Subscale up/down altitude up/down
Standard ST = 15 – 2 x PA/1000
Temperature (ST) ie. 2 degrees cooler per 1000ft altitude
Density altitude DA = PA +(-) 120ft/deg above (below) ST
(DA) i.e. 120ft higher for every degree hotter than standard
Specific Gravity SG x volume in litres = weight in kgs
One in 60 rule 1 degree of arc ≈ 1nm at a radius of 60nm
i.e degrees of arc approximately equal length of arc at a
radius of 60nm
Rate 1 Turn Radius R = TAS per hour/60/π or TAS per minute/π
R ≈ TAS per hour/180 (Where π (pi) ≈3.14)
Radius of Turn Rule Radius of Turn lead allowance ≈ 1% of ground speed
of Thumb (This rule can be used for turning on to an arc – e.g. at
100kts GS, start turn 1nm before the arc limit)
Rate 1 Turn Bank degrees of bank in a rate one turn ≈ GS/10+7
Angle Rule of
Thumb
Pilot's Operating Handbook Information

The approved manufacturer's operating handbook, which may be commonly
referred to as a Pilot's Operating Handbook (POH), an Aircraft Flight Manual
(AFM), or an Owners Manual, is issued for the specific model and serial number,
and includes all applicable supplements and modifications. It is legally required
to be on board the aircraft during flight, and is the master document for all
flight information.
In 1975, the US General Aviation Manufacturer's Association introduced the 'GAMA

Specification No. 1' format for the 'Pilot's Operating Handbook' (POH). This format
was later adopted by ICAO in their Guidance Document 9516 in 1991, and is now
required for all newly certified aircraft by ICAO member states. Most light aircraft
listed as built in 1976 or later, have provided Pilot's Operating Handbooks (POHs)
in this format.
GAMMA standardised the term 'Pilot's Operating Handbook' as the preferred term
for a manufacturer's handbook on light aircraft, however some manufacturers still
use different terms (see further explanation above under definitions).This format
aimed to enhance safety by not only standardising layouts but also by creating an
ergonomic format for use in flight. For this reason the emergency and normal
operating sections are found at the front of the manual, while reference and
ground planning sections are at the rear.
It is recommended that pilots become familiar with the order and contents of each
section, as summarised in the table below.
Section 1 General Definitions and abbreviations
Section 2 Limitations Specific operating limits, placards and specifications
Section 3 Emergencies Complete descriptions of action in the event of any
emergency or non-normal situation
Section 4 Normal Complete descriptions of required actions for all
Operations normal situations
Section 5 Performance Performance graphs, typically for stall speeds,
airspeed calibration, cross wind calculation, takeoff,
climb, cruise, and landing
Section 6 Weight and Loading specifications, limitations and loading
Balance graphs or tables
Section 7 Systems Technical descriptions of aircraft systems, airframe,
Descriptions controls, fuel, engine, instruments, avionics and
lights etc.
Section 8 Servicing Maintenance requirements, inspections, stowing, oil

and requirements etc.
maintenance
Section 9 Supplements Supplement sections follow the format above for
additional equipment or modification.
Section 10 Safety General safety information and helpful operational
Information recommendations which the manufacturer feels are
pertinent to the operation of the aircraft
For use in ground training, or reference prior to flight, this text should be read in
conjunction with the POH from on board the aircraft you are going to be flying.
Even if you have a copy of a POH for the same model C172, the aircraft you are
flying may have supplements for modifications and optional equipment which
affect the operational performance.
AIRCRAFT TECHNICAL INFORMATION
The Cessna 172 aeroplane is an all-metal, single engine, four-seat, high-wing
monoplane aircraft, equipped with tricycle landing gear and designed for general
utility purposes.
Illustration 1b Cessna 172 Plan and Profile Views

Models and Differences
The Cessna 172 has had a large number of different models and type variants
during its production history. Additionally there are a large number of
modifications provided for the airframe, instruments/avionics equipment and
electrics.
Speeds often vary between models by one or two knots, sometimes much more
for large changes or for significant type variants. Attempt has been made to
provide representative speeds for the series, but pilots must refer to the POH of
the aircraft they operate for correct speeds. All speeds have been converted to
knots and rounded up to the nearest 5kts. Generally multiple provision of figures
can lead to confusion for memory items and this application is safer for practical
use during conversion training.
 Note, speeds vary with type, modifications, weight, and density

altitude; The Pilot's Operating Handbook must be consulted for the
correct figures before flight.
During practical training reference should be made to the flight manual of the
aeroplane you will be flying to ensure that the limitations applicable for that
aeroplane are adhered to. Likewise when flying different models it should always
be remembered that MAUW, flap limitations, engine characteristics, limitations
and speeds are but a few examples of items that may vary from model to model.
Before flying different models, the Pilot's Operating Handbook should

be consulted to verify differences.
Main Differences by year of manufacturing

The following modification of Cessna 172 were made during years of production
of the aircraft:
• The 1957 model has a 145hp Continental engine;
• Model's after 1960 have a swept tail;
• In 1963 a rear window appeared as well as a single piece windshield and longer
elevator;
• 1964 model were equipped with electric flaps instead of the “Johnson Bar”;
• 1968 models switched to Lycoming 150hp engines.
• In 1971 the spring steel main landing gear was changed to tubular steel.
• In 1981 Cessna switched to a 160hp engine, and increased the gross weight to
2400lbs but reduced flap travel of 30 degrees.
• 1996 and later models feature the Lycoming IO-360-L2A four cylinder, fuel
injected engine, an annunciator panel or optional Garmin G1000 EFIS avionics
suit.
A more comprehensive summary combined with serial numbers and model

numbers is contained in the Model History table on the following pages.
Naming Terminology
The C172 series manufactured by Cessna in Wichita, like most Cessna models,
started with the C172 followed by the C172A and continued sequentially up
until the C172 R and S, with the exception of the models J and O which never
completed certification. Each new model release superseding the previous, with
the exception of model variants, such as the 172RG and R172K.
Model Variants
Some models carried an alternate prefix or suffix to designate a specific
difference, or model variant, for example the R172K, P172D, and F172.
Reims 172
The F172 for models D through M, was made by Reims in France, and according
to Cessna there are no significant differences apart from the engines on models
prior to 1971 (F172K and earlier), however there are some differences in
manufacturing processes.
Cessna 175 Certified Aircraft

Although marketed as a C172, the P172D, R172E through H, R172K and
FR172K, and the C172RG were all designated as C175s, that is, they were
certified under the C175 type data certification sheet by the FAA.
The P172D, where the 'P' indicated the geared engine referred to as
“Powermatic” by Cessna. The different type designator also reflected a larger
distinction, the aircraft is nearly identical to the C175C and treated as such for
certification, it has little in common with the C172D except the year of
manufacture (1963).
The C172 RG – where the 'RG' designated a retractable Cessna as with other
models of Cessna. Produced between 1981 and 1985, the RG option was not
reintroduced when production commenced in 1996.
The prefix 'R' was originally given to the 210hp military version C172, made
specifically for the US Air Force, and should not be confused with the Reims ('F')
models or the retractable ('RG') models. The original military R172 was
produced for models R172E through to R172H, between 1964 and 1973, called
by the USAF a T41-B, C or D, depending on options (the C172H, originally made
for the USAF was called the T41-A). Most models retired into USAF aero-clubs,
a few are in civilian use, and some still remain in US and other air force
operations. These models led to the development of a civilian version, the
R172K given the name Hawk XP and the FR172K, Reims Hawk XP or Reims
Rocket, with the same engine de-rated to 195hp, produced between 1977 and
1981.
Model History Table

The table below summarises the model history versus serial number compiled
from the type data certification summaries (TDC) and from the technical
information in the Cessna maintenance manuals.
Model Name Year Serial Significant Changes and Features
Numbers
C172 1956 28000- The first model C172, which was

29174 basically a Cessna 170B with tricycle
gear, distinctive straight windowless
1957 2917529999,
back, square vertical tail, and manual
36000-
flap, the Continental 6 cylinder O-300-
36215
A or B engine producing 145hp at
2700hp 42USG fuel tank (37USG
1958 36216- usable), maximum weight of 2200lbs
36965 for the lad plane, the seaplane was
increased to 2220lbs where it remained
through the C172 model history.
1959 3696636999, Engine cowling changed for improved
46001- cooling, instrument panel modified,
46754 moving main flight control instruments
from central to left side of panel, in a
more direct line of sight of the pilot.
C172A 1960 46755 - The same as the basic 172 with a
47746 swept vertical tail, and the first float
plane version was available. The 0-300
Continental engine was available as a C
or D type.
C172B C172 in 1961 17247747- A deeper fuselage (shorter
standard 17248734 undercarriage), new wind shield,
version revised cowling and pointed propeller
and spinner as well as external baggage
Skyhawk door and another new instrument panel
or was introduced with the artificial
Skyhawk horizon centrally located. Usable fuel
II for 39USG.
luxury
C172C 1962 17248735- Maximum weight increased to 2250lbs,
version.
17249544 optional key starter on deluxe version
(replaces standard pull starter),
auxiliary child seat available. Usable
fuel 36 USG.

Numbers
C172D 1963 17249545- Cut-down rear fuselage and
17250572 “Omnivision” rear windows replaced the
original 'straight-back' look, land-plane
weight increased to 2300lbs, and new
full rudder and brake pedals fitted.
F172D Reims or 1963 F1720001- Made by Reims in France, some

French F1720018 differences in manufacturing.
172 Continental O-300-D engine
manufactured by Rolls Royce.
C172E 1964 17250573- Electrical fuses were replaced by circuit
17251822 breakers.
F172E Reims or 1964 F1720019- Made by Reims in France, some
172
C172F 1965 17251823- Electric flaps were introduced, with a
17253392 three position toggle switch. This
model, along with the C172H was also
produced by the USAF as a T41-A.
F172F Reims or 1965 F172-0086- Made by Reims in France, some
French F172-0179 differences in manufacturing.
172
C172G 1966 17253393- Minor modifications to propeller shaft
17254892 and spinner.
F172G Reims or 1966 F1720180- Made by Reims in France, some
172
C172H 1967 17254893- Nose strut shortened for reduced drag
17256512 and appearance. A modified engine
cowling and mountings reduced noise in
the cockpit and cowl cracking. The
generator is replaced with an alternator
for electrical power supply.
This model was also produced by the
USAF as a T41-A.
F172H Reims 1967 F1720320- Made by Reims in France, some
172
F172H Reims or 1968 F17200655 Made by Reims in France, some
French - differences in manufacturing.
172 F17200754

Numbers
Note: The type certifier “F172” designates a Reims C172, that is if the type
indicator has F in the front, it was built in Reims factory in France. Reims built
C172s, between 1963 and 1976. They are reported by Cessna maintenance
manuals, for maintenance purposes as being nearly identical to the C172
produced in Wichita except for the engines on some models.
C172I 1968 17256513- Engine changed to 150hp Lycoming
17257161 O320 E2D (“Blue Streak”) with higher
2000 hour overhaul time, 38USG
usable fuel.
C172K Skyhawk 1969 17257162- Rear side windows enlarged,
17258486 redesigned fin, optional 52USG tanks.
Split bus bar now on all models.
F172K Reims or F17200755 Made by Reims in France, some

French - differences in manufacturing.
172 F17200804
C172K Skyhawk 1970 17258487- Fibreglass drooping wing-tip.
17259223
C172L Skyhawk 1971 17259224- Landing light shifted from wing to nose.
17259903 Flat steel replaced by tubular steel
undercarriage.
Skyhawk 1972 17259904-
17260758
F172L Reims or 1972 F17200805 Continental Rolls Royce engine changed
French - to standard C172 Lycoming O-320-E2D
172 F17200904 engine.
C172M Skyhawk 1973 17260759- Drooped leading edge wing introduced
17261898 for better low speed handling. Seaplane
flap reduced to 30 degrees.
F172M Reims or 1973 F17200905
French -
172 F17201034
C172M Skyhawk 1974 17261899- Baggage compartment increased in
17263458 size.
F172M Reims or 1974 F17201035
French -
172 F17201234
C172M Skyhawk 1975 17263459-
17265684

Numbers
F172M Skyhawk 1975 F17201235
-
F17201384
C172M Skyhawk 1976 17265685- Airspeed changed from miles to knots,
17267584 instrument panel redesigned to include
more avionics, engine and fuel gauges
shifted to the more ergonomic position
on the left side of the instrument panel
above the master switch.
F172M Skyhawk 1976 F17201385 This was the last standard model F172
on made by Reims, see also FR172 under
Type Variants.
C172N Skyhawk/ 1977 17261445, 160hp Lycoming O-320-H2AD engine*
Skyhawk 17267585- Flap selector changed to the safer and
II 17269309 more ergonomic 'pre-selector' arm
(replacing the 3 position toggle switch).
Adjustable rudder trim available,
notched lever. Usable fuel 40USG,
optional 54USG long range fuel tanks
(50USG usable).
1978 17261578, 14V electrical system changed to 28V.
17269310- Air conditioning now available as an
17270049 option.
17270051- HIGH VOLTAGE warning light changed
17271034 to LOW VOLTAGE, with sensors
incorporated in alternator control unit.
1979 17271035- Limiting speed on first 10 degrees of
17272884 flap increased from 85kts to 110kts.
1980 17270050,
17272885-
17274009
*This engine was the first engine (excluding the 210hp military version)
designed to operate on 100/130 Octane fuel, previous engines were designed
for 80/87 Octane. Most aircraft engines have now been modified to operate on
100/130 or 100 Low Lead Aviation Gasoline (Avgas 100 and Avgas 100LL) with
80/87 (Avgas 80) now having only very limited availability.
C172P Skyhawk 1981 17274010-
17275034
1982 17275035- Lycoming O-320 engine changed from

17275759 H2AD to D2J to address some design
issues.
Numbers
1983 17275760- Flap reduced from 40 degrees to 30
17276079 degrees. Land-plane weight increased
from 2300 to 2400lbs. Optional
1984 17276080-
66USG, 62USG usable long range
17276259
tanks with wet wing available. From
1985 17276260- 1982, landing lights shifted from cowl
17276516 back to wing with standard dual light
1986 17276517- fitting. Low vacuum light included from
17276654 17275834.
C172Q Cutlass 1983 17275869- Lycoming O-360 engine, developing
17276054 180hp at 2700rpm, maximum gross
weight 2550lbs.
1984 17276101-
17276211
C172R Skyhawk 1996- 17280001 Lycoming 160hp fuel injected IO360
2008 on engine, de-rated at 2400rpm, optional
G1000 avionics, maximum weight
increased to 2450lbs, optional 2550
maximum weight kit, 53USG usable
fuel. Fixed rudder trim.
C172S Skyhawk 1996 172S8001 Engine power increased to 180hp with
SP on on maximum rpm increasing from 2400 to
2700 rpm, maximum weight 2550lbs.
At the time of publication, only the C172S equipped with G1000 avionics, is still
in production.
Type Variants
The following aircraft, although marketed as Cessna 172s, are all certified under
the FAA Type Data Certificate of the Cessna 175. All contain significant
differences in power available, and airframe.
Model Name Year Serial Significant Changes
Numbers
P172D
P172D Powerma 1963 P17257120 175hp Continental GO-300-E

tic - 'Powermatic' geared engine, revised
P17257188 cowling with dorsal gearbox fairing.
This model was essentially a C175
Skylark, renamed in a failed attempt to
fix poor sales performance of the C175.

Numbers
FP172D French or 1963 FP1720001 Reims version of P172D, made
Reims FP1720003 in France , some differences in
Powerma manufacturing.
tic
Note – many Cessna types have adopted the prefix of 'P' for a pressurised
aircraft, this model demonstrates one of the common exceptions.
US Air Force Models

R172E USAF 1964 R1720001R1720335 Fitted with Continental IO360
T41B,C,D engine, producing 210hp at
2800rpm, maximum weight
2500lbs,
Certified on C175 type
certification sheet.
R172F USAF R1720336R1720409
T41B,C,D
R172G USAF R1720336R1720409 2550 maximum weight
T41B,C,D
R172H USAF 1971 R1720445R1720494
T41B,C,D
1972 R1720495-
R1720546
1973 R1720547R1720620
Retractable Gear Model

C172RG Cutlass 1980 172RG0001 Retractable undercarriage,
RG 172RG0570 Lycoming O360 engine
developing 180hp, with three
1981 172RG0571 blade constant speed propeller,
172RG0890 gross weight 2650lbs. Total
1982 172RG0891 usable fuel 62USG. Adjustable

172RG1099 rudder trim wheel.
1983 172RG1100 Popular with flight schools as a

172RG1144 complex trainer.
1984 172RG1145
172RG1177 Certified on C175 type
1985 172RG1178
172RG1191

Numbers
R172K - Hawk XP Models

R172K Hawk XP 1977 R1722000R172272 1977 had 14V electrical system,
otherwise similar to other Hawk
XP's described below.
1978 R1722725 Called the Hawk XP with a
R1722929 Continental IO-360K fuel injected
engine and constant speed
1979 R1720680, propeller, de-rated to 195hp at
R1722930 2600rpm.
R1723199 Maximum weight increased to
1980 R1723200 2550lbs.
R1723399 Also certified as C175.
(except 1978 models on had 28V
R1723398) electrical system.
Certified on C175 type
1981 R1723400 Flap reduced from 40 to 30
R1723454 degrees as with other models of
C172.
FR172K Reims 1977 FR1720591 The Hawk XP model made by
Hawk XP FR1720620 Reims in France, some
differences in manufacturing.
1978 FR1720621
FR1720630
1979 FR1720631
FR1720655
1980 FR1720656
FR1720665
1981 FR1720666
FR1720675
Airframe
The airframe is a conventional semi-monocoque type consisting of formed sheet
metal bulkheads, stringers and stressed skin.
Semi-monocoque construction is a light framework covered by skin that carries

much of the stress. It is a combination of the best features of a strut-type
structure, in which the internal framework carries almost all of the stress, and the
pure monocoque where all stress is carried by the skin.
The fuselage forms the main body of the aircraft to which the wings, tail section
and undercarriage are attached. The main structural features are:
 front and rear carry through spars for wing attachment;
 a bulkhead and forgings for landing gear attachment at the base of
the rear door posts;
 a bulkhead and attaching plates for strut mounting;
 four stringers for engine mounting attached to the forward door posts.
Illustration 2a Fuselage Stations
The construction of the wing and empennage sections consists of:

 a front (vertical stabilizer) or front and rear spar (wings/horizontal
stabilizer);
 formed sheet metal ribs;
 doublers and stringers;
 wrap around and formed sheet metal/aluminium skin panels;

 control surfaces, flap and trim assembly and associated linkages.
The front spars are
equipped with wing-
tofuselage and wing-
tostrut attach fittings.
The aft spars are
equipped with wing-to-
fuselage attach fitting,
and are partial-span
spars. The wings
contain the integral i.e.
non bladder type fuel
tanks.
The empennage or tail
assembly consists of
the vertical stabilizer and Illustration 2b Wing Construction rudder,
horizontal
stabilizer and elevator.
Seats and Seat Adjustment

The seating arrangement consists of
two separate adjustable seats for the
pilot and front passenger, a split-back
fixed seat in the rear, and a child's seat
(if installed) aft of the rear seat.
The pilot and copilot seats are

adjustable in forward and aft position,
and in most models also for seat
height and back inclination.
Illustration 2c Seat Rail
When adjusting the seats forward and
aft, care should be taken to ensure the position is locked. Seat locks may be fitted
to prevent inadvertent movement, which can cause an accident if occurring at a
critical phase of flight. Seat locks are spring loaded to the locked position, and
must be pulled out before the seat can be moved aft, as an additional safe guard
to the main seat lock. Seat back and height should be adjusted to ensure adequate
visibility and control before start-up.
Doors
There are two entrance doors provided, one on the left and one on the right, and
a baggage door at the rear left side of the aircraft.
The door latch on early models was not locked, however on later models rotation
of the inside handle 90 degrees provided a latched and locked position.
To open the doors from outside the aeroplane, utilize the recessed door handle by
grasping the forward edge of the handle and pulling outboard. If the door is locked
from the inside, it will be impossible to grasp the door handle.
Illustration 2d Door Lock
The latter type of inside door handle has three positions, and a placard at its base
which reads OPEN, CLOSE, and LOCK. The handle is spring-loaded to the CLOSE
(up) position. When the handle is rotated to the LOCK position, an overcentre
action will hold it in that position.
The latching mechanism is similar in most single engine Cessna aircraft and is
provided by a rack and pinion type unit. It is vital that the teeth are meshed prior
to attempting to lock the mechanism as damage to the teeth will occur if it is
forced. When the teeth become warn it may become difficult to mesh the locking
mechanism without pressure on the door. It is also possible to achieve locking
only on the last tooth of the rack gear where upon vibration or forces in flight may
cause the door to open, the security of the door should be checked by positive
pressure prior to takeoff.
Handle modifications are available with a locking pin that ensures the door is in
the correct position when closed, and which prevent the handle from being
lowered if the pin is not flush. These modifications are recommended and
minimise the risks of doors inadvertently opening is flight.
Baggage Compartment
The baggage compartment consists of the area from the back of the rear
passenger seats to the aft cabin bulkhead. A baggage shelf, above the wheel well,
extends aft from the aft cabin bulkhead. Access to the baggage compartment and
the shelf is gained through a lockable baggage door on the left side of the airplane,
or from within the airplane cabin. A baggage net with six tie-down straps is
provided for securing baggage, and is attached by tying the straps to tie-down
rings provided in the airplane.
When loading the airplane, children should not be placed or permitted in the
baggage compartment.
Any material that may be hazardous to the airplane or occupants should never
be placed anywhere in the aircraft. This includes items such as petrol ferry tanks,
lead acid batteries, common household solvents such as paint thinners and many
more. Items such as these can cause life threatening consequences from
incapacitation due to exposure to leaking fumes, cabin fire caused by spillage
combined with a static spark, explosion under pressure changes, or result in
serious corrosion damage to the airframe. If any doubt exists, consult the IATA
guidelines for permitted quantities of dangerous goods.
When using an approved auxiliary child seat, it is important to ensure that

loading is completed within the aircraft limits, for the maximum mass and the
position of the centre of gravity. More details on loading are provided in the
Performance Section.
Flight Controls
The aeroplane’s flight control system consists of conventional aileron, rudder and
elevator control surfaces. The control surfaces are manually operated through
mechanical linkages to the control wheel for the ailerons and elevator, and
rudder/brake pedals for the rudder. A manually-operated elevator trim tab is
provided and installed on the right elevator.
The control surfaces are formed in a similar way to the wing and tail section with
the inclusion of the balance weights, actuation system (control cables etc) and
trim tabs. Control actuation is provided by a series of push-pull rods, bellcranks,
pulleys and cables with the required individual connections.
Elevator
The elevator is hinged to the rear part of the horizontal stabilizer on both sides.
The main features are:

 An inset hinge with balance weights;
 Adjustable trim tab on the right side of the elevator.
The leading edge of both left and right elevator tips incorporate extensions which
contain the balance weights which aerodynamically and mechanically assists with
control input reducing the force required to move the control.
Illustration 3a Elevator Linkages
Rudder
The rudder forms the aft part of the vertical stabilizer. The main features include
 Horn balance tab and balance weight;
 Either a fixed trim tab, or an adjustable rudder trim system.
Illustration 3b Rudder Travel
The top of the rudder incorporates a leading edge extension which contains a
balance weight and aerodynamically assists with control input in the same way as
the elevator hinge point.
The rudder movement is limited by a stop at 16 to 24 degrees either side of
neutral depend on the model of the aeroplane. Rudder linkage is additionally
connected to the nose wheel steering to assist with ground control.
Models before 1977 and after 1996 had a fixed rudder trim. The models in
between have an adjustable rudder trim tab. The C172RG has an adjustable trim
wheel.
Ailerons
Conventional hinged ailerons are attached to the trailing edge of the wings. Main
features of the aileron design include:
 A forward spar containing aerodynamic “anti-flutter” balance weights;
“V” type corrugated aluminum skin joined together at the trailing edge;
Differential and Frise design.
The ailerons control system additionally includes:

 Sprockets and roller chains;

 A control “Y” which interconnects the control wheel to the aileron cables.
Illustration 3c Differential Ailerons
Frise ailerons are constru cted so that the

forward part of the up-going aileron
protrudes into the air stream below the
wing to increase the drag on the down-
going wing. Both features acting to reduce
the effect of Adverse Aileron Yaw, reducing
the required rudder input during balanced
turns. These fea tures have the additional
Illustration 3d Frise Ailerons advantage of assisting with aerodynamic
balancing of the ailerons.
Differential and Frise Ailerons

The ailerons incorporate both Differential and
Frise design.
Differential refers to the larger angle of

travel in the up position to the down
position, increasing drag on the downgoing
wing.
Illustration 3e Control Yoke
Trim
The Cessna 172
aircraft has a
manually
or
electrically
operated elevator
trim system and
a fixed or
adjustable rudder
trim
system,
depending on the
model.
Elevator Trim Illustration 3f Elevator Trim Connections

One trim tab is
provided on the right side of the elevator,
spanning most of the the rear section of the
right elevator.
The trim tab moves opposite to the control surface, reducing the aerodynamic
force on the control surface in
order to hold the selected
position. Trimming
is accomplished through
the elevator trim tab by turning
the vertically or
horizontally mounted trim
control wheel.
The trim tab control wheel

depending on the model may be
mounted on the centre console
or in the cockpit floor, as can be
seen in the illustration on the
following page.
Forward or up rotation of the

trim wheel will trim nose-down,
conversely, aft or down rotation
will trim nose-up. Illustration 3g Trim Control Action
A portion of the wheel extends through the control wheel cover and when rotated,
operates the tab through roller chains, cables, an actuator, and a pushpull rod. A
position indicator at the trim tab control wheel indicates nose attitude of the
aircraft. The trim setting for takeoff is usually clearly placarded on the trim wheel.
ELEVATOR TRIM: ELEVATOR TRIM:

NEW MODELS OLDER MODELS
Illustration 3h Elevator Trim Wheel
Electric Elevator Trim
Some Cessna 172 models have a factory installed, or post manufacturer, autopilot
system. Any full auto-flight system fitted to the aircraft, will include an electrical
trim.
The electrical trim consists of a split rocker type switch, mounted on top of the
left side of the control wheel.
The trim is activated by pressing both sides forward or aft with your left thumb.
Activating one side only should not activate the trim.
To test the trim, ensure when both sides are depressed the trim moves in the
correct direction, forward and aft, then to check the split switch, ensure when
each side is depressed individually, the trim does not activate.
The 'split' design of the split rocker switch is aimed to prevent inadvertent
application of trim, so it is important to test it carefully.
It's also important, when an electric trim is installed, to know the location of
the trim circuit breaker. In case of a trim run away, this should be immediately
pulled out to disconnect the electric trim.
Rudder Trim
The following summarises the Cessna 172 rudder trim installations: Prior
to 1977 and from 1996 on, a fixed rudder trim tab; C172 1977-1986
and C172XP 1977-1981 rudder trim control tab; C172RG-1980-85

rudder control wheel.
All models prior to 1977 and after 1996, contain a fixed rudder trim. The
fixed trim is
adjusted to maintain
balance at normal
cruise power
settings, and can
only be adjusted on
the ground by
maintenance
personnel.
Note, the fixed
rudder trim is very
delicate and should
not be used as a
handle to check the
rudder!
On models between
1977 and 1986, a
rudder trim is
Illustration 3i Rudder
Trim Connections installed to provide a
means of assisting
with directional control for extended climbs or low power operations.
The rudder trim compensates for engine torque by allowing selection of sustained
slight rudder control in the direction necessary for maintaining balanced flight.
During cruise, the rudder trim may be adjusted to maintain balance for the
selected power setting and airspeed.
The rudder trim, if installed, is operated by either a control tab (in the C172, and
R172) or a control wheel (in the C172RG),
mounted on the centre control pedestal.
The rudder trim control is connected via a

bell crank to a bungee, which is directly
connected to the rudder pedal control bar
and thus to the rudder itself. It should be
noted the rudder does not have trim tab,
trimming is accomplished by changing
force on the rudder pedals through the
bungee, and thus changing the position of
the rudder.
Illustration 3j Rudder Trim Lever

With a trim lever, trimming is
accomplished by lifting the trim
lever up to clear a detent, then
moving it either left or right to
desired trim position (as shown
in the picture below). Moving
the trim to the right will trim
noseright, conversely, moving
the lever to the left will trim
noseleft.
With a rudder trim control

wheel, rotation of the control
wheel to the right provides
"NOSE RIGHT" trim, and left
rotation provides "NOSE LEFT"
trim.
A rudder trim position indicator
indicates the trim setting when
the trim control wheel is
adjusted.
Flaps
The flaps are constructed in the same way to the ailerons, Illustration 3k Rudder Trim
Wheel Connections except without balance weights, and with the addition of a
formed sheet metal leading edge section.
Maximum flap extension is either 40 degrees on earlier models or 30 degrees on

later models. The reduction from 40 to 30 degrees maximum flap occurred on the
seaplane in 1973 with the C172M, and on the the land plane in 1981 with the
C172P.
The wing flaps are of the

single-slot, fowler type. Both
design features act to further
reduce the stalling speed.
The single slot modifies the
direction of the airflow to
maintain laminar flow longer.
The fowler design increases
the size of the wing surface
area on extension.
Illustration 3l Slotted Fowler Flap
Wing flaps are roller-mounted on slotted tracks to enable rearward movement as
they are lowered, thus increasing the wing area and altering the aerofoil shape to
provide increased lift and drag.
The Cessna 172 model series has 3 different types of the flap systems:
 manually operated flaps, prior to 1965;
 electrically controlled and actuated flaps with toggle control switch,
from 1965-1976; or
 electrically controlled and actuated flaps with a pre-select control
lever, from 1977 on.
Manually Operated Flap (Prior to 1965)

Models prior to 1965 were equipped with a manually operated flap system. The
flaps are operated by a hand lever located between the front seats. A ratchet
mechanism with a “thumb-release”
button on the end of the handle, holds
the flap lever in the desired position.
The system installed on the early models

of C172 consists of:
 an actuation lever;
 locking push button;
 mechanical linkages to the
flap;
Actuation of the manual flap requires

depressing the locking push button and
raising or lowering the flap to the Illustration 3m Manual Flap desired position.
Releasing the push
button will allow the flap to lock into the next position. If you are unfamiliar with
manual operation raise and lower the flaps into each position before flight until
you are comfortable with the selections. Care should be taken, especially with
raising the flap, to ensure the correct position is selected.
Mechanical flap levers are directly linked to the flaps, so the forces required to
lower the flaps are directly related to the air pressure on the flaps, that is they
are directly related to the indicated airspeed. Extending flaps close to the flap
limiting speed should be avoided in all cases, but with a manual flap lever it cans
also be physically difficult to complete. Proper approach planning should be
adhered to to avoid this situation.
Illustration 3n Manual Flap Connections
Electric Flap (1965 on)

The flap system on the 1965 and later models is electrically actuated. The system
consists of an electric motor driving a transmission that operates the right flap
drive pulley which is linked to the right flap. The right and left drive pulleys are
interconnected by cables to insure duplicate motion of both flaps.
INDICATOR Flap Pre-selector (1977 and later)

Electrical power to the motor is controlled by
two micro-switches mounted on a floating arm
assembly, through a camming lever and
follow-up control. They are extended or
retracted by positioning the flap lever on the
DETENT instrument panel to the desired flap deflection
position.
The switch lever is moved up or down in a

slot in the instrument panel that provides
LIMITING mechanical stops at the 10, 20 and 30 degree
SPEED positions. For settings greater than 10
degrees, move the switch level to the right to
clear the stop and position it as desired. A scale
and pointer on the left side of the switch level
indicates flap travel in degrees. The maximum
deflection of the flaps in the model Illustration 3o
Flap Pre-Selector pictured is 30 degrees.
The flap system is protected by a 15-ampere circuit breaker, labelled FLAP, on the
right side of the instrument panel.
When the flap control lever is moved to the desired flap setting, an attached cam
trips one of the micro-switches, activating the flap motor. As the flaps move to
the position selected, the floating arm is rotated by the follow-up control until the
active micro-switch clears the cam, breaking the circuits and stopping the motor.
To reverse flap direction the control lever is moved in the opposite direction
causing the cam to trip a second micro-switch which reverses the flap motor. The
follow-up control moves the cam until it is clear of the second switch, shutting off
the flap motor. Failure of a micro-switch will render the system inoperative
without indication as to why. Limit switches at the flap actuator assembly control
flap travel as the flaps reach the full UP or DOWN positions.
Toggle Switch (1965-1976)

Earlier models C172 aeroplanes were fitted with a toggle switch for flap actuation.
The switch is a three position, double-throw switch, with selections for UP, OFF
and DOWN. The flap position transmitter is mechanically connected to right flap
drive pulley and electrically transmits position information to the flap position
indicator located on the instrument panel.
Selection requires holding the switch in the desired position until the setting
required is achieved. The system is most effectively used by application of reliable
timing backed up by intermittent
monitoring of the gauge. In flight at
100mph, indicated airspeed, the flaps
should take approximately 9 seconds
to fully extend and 7 seconds to
retract. On the ground with minimal
air resistance, and with the engine
running so the generator is supplying
power, the flaps take approximately 7
seconds to extend or retract.
To select from zero to 10 degrees the
toggle switch is moved to the down
position for 3-4 seconds while
intermittently monitoring the flap
indicator, and then returned to neutral Illustration 3p Flap Toggle Switch
when the desired. position is reached,
likewise from 10 degrees to 20 degrees etc.
The flap toggle switches had the inherent design fault of making it very easy
to accidentally select the flaps fully up or fully down. This situation occurs when
the neutral position is not re-selected correctly after flap operation.
This error invariable occurred in two ways:
 Flap was selected up or down and forgotten about (i.e. the pilot
thereafter omitted to return the switch to neutral), resulting in full travel
up or down;
 After selection, when returning to neutral, the selector is moved too far,
instead of neutral the flap begins travelling in the opposite direction.
Should the aircraft you are flying have a toggle switch for a flap lever remember
to take particular care with selection to prevent these errors.
A transmission is connected to and actuates the right flap drive pulley. This
transmission converts the rotary motion of the electric motor to the push-pull
motion needed to operate the flaps. The transmission will free-wheel at each end
of its stroke; therefore, if working correctly, it cannot be damaged by overrunning
when lowering or raising the flaps. If there is a fault on the flap transmission,
there is a possiblity it may over-run, as a safe-guard, it is important to ensure the
motor ceases operating when the neutral position is selected.
Landing Gear
The landing gear is of the tricycle
type with a steerable nose wheel
and two fixed main wheels. The
landing gear may be equipped with
wheel fairings for reducing drag.
The steerable nose wheel is

mounted on a forked bracket
attached to an air/oil (oleo) shock
strut. The shock strut is secured
to the tubular engine mount.
Nose wheel steering is

accomplished by two spring-loaded
steering bungees linking the nose
gear steering collar to the rudder
pedal bars. Steering is available up
to 10 degrees each side of neutral,
after which brakes may be used to
gain a maximum deflection of 30
degrees right or left of centre. Illustration 4a Nose Wheel Construction During flight the
nose wheel leg extends fully, bringing a locking mechanism into place which holds
the nose wheel central and free from rudder pedal action.
The Cessna 172RG incorporates the standard landing gear arrangement with a
modification for extension and retraction.
The landing gear operating system is
electrically actuated and hydraulically
controlled as with most of the retractable
single engine Cessna aircraft.
Shock Absorption
Shock absorption on the main gear is
provided by the tabular spring-steel main
landing gear struts and air/oil nose gear
shock strut. Because of this the main gear
is far more durable than the nose gear
and is thus intended for the full absorption
of the landing.
Correct extension of shock strut is
Illustration 4b Shock Strut and Shimmy important to proper landing gear
Damper
operation. Too little extension will mean no shock absorption resulting
in shock damage during taxi and landing, too much and proper steering will
become difficult and premature nose wheel contact on landing may occur. Should
the strut extend fully while on the ground the locking mechanism will cause a
complete loss of nose wheel steering.
A hydraulic fluid-filled shimmy damper is provided to minimize nose wheel

shimmy. The shimmy damper offers resistance to shimmy (nose wheel oscillation)
by forcing hydraulic fluid through small orifices in a piston. The dampener piston
shaft is secured to a stationary part and the housing is secured to the nose wheel
steering collar which moves as the nose wheel is turned right or left, causing
relative motion between the dampener shaft and housing. This movement in turn
provides the resistance to the small vibrations of the nose wheel.
Hydraulic System-Retractable Landing Gear (C172RG

Only)
The landing gear extension, retraction, and main gear down lock release operation
is accomplished by hydraulic actuators powered by an electricallydriven hydraulic
power pack. The power pack is located aft of the firewall between the pilot's and
copilot's rudder pedals. The hydraulic system fluid level may be checked by
utilizing the dip stick/filler cap located on the top left side of the power pack
adjacent to the motor mounting flange. The system should be checked at 25-hour
intervals. If the fluid level is at or below the ADD line on the dipstick, hydraulic
fluid (MIL-FI-5606) should be added to bring the level to the top of the
dipstick/filler cap opening.
The power pack's only function is to supply hydraulic power for operation of the
retractable landing gear. This is accomplished by applying hydraulic pressure to
actuator cylinders which extend or retract the gear. A normal operating pressure
of 1000 PSI to 1500 PSI is automatically maintained in the landing gear system,
and is sufficient to provide a positive up pressure on the landing gear. It is
protected by relief valves which prevent high pressure damage to the pump and
other components in the system. The electrical portion of the power pack is
protected by a 30-amp push-pull type circuit breaker switch, labeled GEAR PUMP,
on the left switch and control panel.
The hydraulic power pack is turned on by a pressure switch on the power pack
when the landing gear lever is placed in either the GEAR UP or GEAR DOWN
position. When the lever is placed in the GEAR UP or GEAR DOWN position, it
mechanically rotates a selector valve which applies hydraulic pressure in the
direction selected. As soon as the landing gear reaches the selected position, a
series of electrical switches will illuminate one of two indicator lights on the
instrument panel to show gear position and completion of the cycle. After indicator
light illumination, (GEAR DOWN cycle only), hydraulic pressure will continue to
build until the power pack pressure switch turns the power pack off.
During normal operations, the landing gear should require from 5 to 7 seconds to
fully extend or retract.
The nose gear and main gear incorporate positive mechanical down locks. Also,
the nose gear has mechanically-actuated wheel well doors. The doors open when
the nose gear extends, and close when it retracts.
Landing Gear Selector

The landing gear selector lever is located on the switch and control panel to the
right of the electrical switches. The lever has two positions, labeled GEAR UP and
GEAR DOWN, which give a mechanical indication of the gear position selected.
From either position, the lever must be pulled out to clear a detent before it can
be repositioned; operation of the landing gear system will not begin until the lever
has been repositioned. After the lever has been repositioned, it directs hydraulic
pressure within the system to actuate the gear to the selected position.
Landing Gear Position Indicator Lights

Two position indicator lights, adjacent to the landing gear control lever, indicate
that the gear is either up or down and locked. Both the gear- up (amber) and
gear-down (green) lights are the press-to-test type, incorporating dimming
shutters for night operation. If an indicator light bulb should burn out, it can be
replaced in flight with the bulb from the remaining indicator light.
Landing Gear Operation

To retract or extend the landing gear, pull out on the gear lever and move it to
the desired position. After the
lever is positioned, the power
pack will create pressure in the
system and actuate the
landing gear to the selected
position. During a normal
cycle, the gear retracts fully or
extends and locks, limit
switches close (GEAR DOWN
cycle only), and the indicator
light comes on (amber for up
and green for down) indicating
completion of the cycle. After
indicator light illumination,
during a GEAR DOWN cycle,
the power pack will continue to Illustration 4c C172RG Ground (Squat) Switch
run until the fluid pressure reaches 1500 PSI, opens the pressure switch, and
turns the power pack off. Whenever fluid
pressure in the system drops below 1000 PSI, the pressure switch will close and
start power pack operation, except when the nose gear safety (squat) switch is
open.
The safety (squat) switch, actuated by the nose gear, electrically prevents
inadvertent retraction whenever the nose gear strut is com pressed by the weight
of the airplane. When the nose gear is lifted off the runway during takeoff, the
squat switch will close. If the system pressure has dropped below 1000psi, this
will cause the power pack to operate for a few seconds to return system pressure
to 1500psi. A "pull-off" type circuit breaker is also provided in the system as a
maintenance safety feature. With the circuit breaker pulled out, landing gear
operation by the gear pump motor is prevented. After maintenance is completed,
and prior to flight, the circuit breaker should be pushed back in.
Emergency Hand Pump

A hand-operated hydraulic pump, located between the front seats, is provided for
manual extension of the landing gear in the event of a hydraulic system failure.
The landing gear cannot be retracted with the hand pump. To utilize the pump,
extend the handle forward, and pump vertically. For malfunctions of the hydraulic
and landing gear systems, refer to Section 3 (Emergencies) of the Pilot Operation
Handbook.
Landing Gear Warning System

The retractable gear has a warning system designed to help prevent the pilot from
inadvertently making a wheels-up landing. The system consists of a throttle
actuated switch which is electrically connected to a dual warning unit. The warning
unit is connected to the airplane speaker.
When the throttle is retarded below approximately 12 inches of manifold pressure
at low altitude (master switch on), the throttle linkage will actuate a switch which
is electrically connected to the gear warning portion of a dual warning unit. If the
landing gear is retracted (or not down and locked), an intermittent tone will be
heard on the airplane speaker. An interconnect switch in the wing flap system
also sounds the horn when the wing flaps are extended beyond 20 deg with the
landing gear retracted.
See more under Landing Gear Emergencies, in the Emergency section.
Landing Gear System Schematic (C172RG)
Illustration 4d Retractable Landing Gear Schematic
Brakes
Each main gear wheel is
equipped with a hydraulically
actuated disc-type brake on the
inboard side of each wheel.
When wheel fairings are
installed the aerodynamic
fairing covers each brake.
The hydraulic brake system is

comprised of:
 two master cylinders
immediately forward
of the pilot’s rudder
pedals;
Illustration 4e Brake Cylinders
 a brake line and hose connecting each master cylinder to its wheel
brake cylinder;
 a single-disc, floating cylinder-type brake assembly on each main
wheel.
The brake master cylinders located immediately forward of the pilot’s rudder
pedals, are actuated by applying pressure at the top of the rudder pedals. A small
reservoir is incorporated into each master cylinder for the fluid supply. Mechanical
linkage permits the co-pilot (instructor) pedals to operate the master cylinders.
Through their operation it is easily possible to inadvertently use brakes whilst
under power. This increases war on brakes and increases stopping distances. Prior
to applying brakes to stop the aircraft always ensure the throttle is closed.
Park Brake
Two different types of parking brake systems are employed in the C172 series.
The earlier type, has a knob-operated control which actuates locking levers on the
master cylinders. The levers trap pressure in the system after the master cylinder
piston rods have been depressed by toe operation of the rudder pedals. The
method of using the park brake with this system is:
1.Apply pressure on the brakes (the top of the rudder pedals);

2.Pull parking brake control to the out position;
3.Release toe pressure (checking to ensure the brakes are holding);
4.Release park brake control .
To release the parking brake, depress the pedals and ensure the control knob is
full in. The park brake should be released when securing the aircraft after
installing chocks to prevent locking.
This type of park brake tends to have problems with the activation and release,
and with the fact that the pilot is unable to ascertain by the position of the lever
if the park brake is applied or not.
All later models are fitted with a handle type parking brake system, which is
comprised of a pull-type handle and mechanical connections which are linked to
the rudder pedal assembly. Pulling aft on the brake handle applies mechanical
pressure to the rudder pedals, activating the brakes and locks the handle in place.
Turning the handle 90 degrees will release the parking brake and allow for normal
operation through the rudder pedals.
For park brakes with a handle type

activation, the method of using the
parking brake system is:
1.Apply pressure on the toe brakes (the
top of the rudder pedals);
2.Pull parking brake control to the out
position;
3.Rotate the control downwards to the
locked position;
4.Release toe pressure (checking to Illustration 4f Handle Type Park Brake ensure the
brakes are holding).
The lever is then in the extended position when the park brake is activated.
To release the parking brake apply the reverse procedure, pull the park brake and
rotate in the reverse direction then push fully in towards the control panel. The
park brake should be released when securing the aircraft after installing chocks
to prevent brakes locking or binding with changes in ambient conditions while
parked.
In this system there is no need to hold the brakes, however prior to setting the
park brake and prior to releasing the park brake, the toes should usually be firmly
on the brakes, to ensure the aircraft does not move.
Towing
Moving the aircraft by hand is best accomplished by using the wing struts and
landing gear struts as a pushing point. A tow bar attached to the nose gear should
be used for steering and manoeuvering the aircraft on the ground. When towing
the aircraft, never turn the nose wheel more then 30 degrees either side of center
or the nose gear will be damaged.
When no tow bar is available, the aircraft may be manoeuvered by pressing down
on the tail section, raising the nose wheel off the ground to enable turning . Never
press on the control surfaces or horizontal/vertical stabilizers for manoeuvring
points, as structural damage will occur to the mounting points or skin surface.
The best position to press down on is the most rearward section of fuselage,
immediately forward of the vertical stabilizer leading edge. This method also
provides easy steering by pushing on the side of the fuselage in the direction of
turn.
Illustration 4g Tow Bars
Engine and Propeller

The C172 is powered by a Continental or Lycoming horizontally opposed,
aircooled, engine.
Illustration 5a Lycoming IO320 Engine
Early models of 172, before 1967, are powered with Continental O-300, six
cylinder engine. In 1968 this was replaced with Lycoming 0-320, four cylinder
engine, although the F172 retained the Continental O-300-D engines until 1971.
The O-320 engine had three variations before being replaced by the O-360 engine.
The O-360 had two variations before being replaced by the introduction of the
fuel injected IO-360 engine in the “restart” models (1996 and later). The Cessna
R172K, like it's predecessors, the R172E to H is powered by a six cylinder
Continental IO-360, de-rated with lower maximum rpm to 195hp.
The engine designator O means the engine is normally aspirated, and I indicates
fuel injection. The numbers (eg. 300, 320, 360) indicate the cubic capacity of the
engine. The horsepower developed varies with a number of factors including the
engine design, performance, and maximum rpm.
The Cessna 172 engines have the following specifications and power development
at sea level:
 Continental O-300 – 145 horsepower at 2700 rpm, 6 cylinder (C172 to
C172H);
 Continental O-300-D – 145 horsepower at 2700 rpm, 6 cylinder (F172E to
F172M);
 Continental GO-300-D – 175 horsepower at 3200 rpm, 6 cylinder, geared
engine, constant speed propeller (P172);
 Continental IO-360-H and HB – 210 horsepower at 2800 rpm, 6 cylinder,
(R172E to R172H);
 Lycoming O-320 E2D – 150 horsepower at 2700 rpm, 4 cylinder (C172L to
C172M);
 Lycoming O-320-H2AD – 160 horsepower at 2700 rpm, 4 cylinder
(C172N);
 Lycoming O-320-D2J – 160 horsepower at 2700 rpm, 4 cylinder (C172P);
 Lycoming O-360-A4N – 180 horsepower at 2700 rpm, 4 cylinder (C172Q);
 Continental IO-360-K and KB – 195 horsepower at 2600 rpm, 6 cylinder
(R172K);
 Lycoming O-360-FIA6 – 180 horsepower at 2700 rpm, 4 cylinder
(C172RG);
 Lycoming IO-360-L2A – 160 horsepower at 2400 rpm (may be modified to
2700rpm, 4 cylinder (C172R);
 Lycoming IO-360-L2A – 180 horsepower at 2700 rpm, 4 cylinder (C172S).
Illustration 5b Lycoming IO360 Side View
Illustration 5c Lycoming IO360 Top View
The Cessna 172 is usually equipped with a two bladed, fixed pitch, aluminum alloy
McCauley propeller. The propeller rotates clockwise when viewed from the cockpit.
The propeller is approximately 1.90 metres (75 inches) in diameter, increasing
slightly to 2.0 metres (79 inches) for the float plane version.
The C172RG and the US Air Force R172 models have a three-bladed constant
speed propeller.
Engine Controls
The engine control and monitoring
system consists of:
 Throttle control;
 Propeller pitch control (constant
speed propeller - R172/FR172 and
RG model only);
 Mixture control;
 Carb heat selector;
 Engine monitoring gauges: Illustration 5d Power Controls
• Tachometer;
• Manifold pressure (constant speed propeller – R172/FR172, and
C172RG models);
• Fuel flow indicators (fuel injected models – R172, C172R, C172S only);
• Oil temperature and pressure; Some optional equipment:
• Cylinder Head Temperature (CHT) indicator, Carburettor temperature
indicator;
• Exhaust gas temperature (EGT) indicator;
• Fuel pressure indicators;
• Annunciator panel (C172R and C172S conventional);
• G1000 engine monitoring (systems annunciators and lean assist) –
standard with G1000 option.
Throttle
Engine power is controlled by a throttle, located on the lower center portion of the
instrument panel.
Throttle in Open Position Throttle in Closed Position
Illustration 5e Throttle Butterfly
The throttle controls a throttle valve (or butterfly) – an oval metal disc pivoted on
a central spindle that is perpendicular to the axis of the carburettor’s manifold.
The closed position of the valve is when the disc is rotated to an angle of about
70 degrees to the axis of the manifold, preventing all but enough fuel/air for idling
to pass through the manifold. When the valve is rotated to a position parallel to
the axis of the manifold it offers very little restriction to airflow. This is the fully
open position of the valve providing maximum fuel/air mixture to the manifold.
The throttle control operates conventionally as follows:

 full forward position, the throttle is open and the engine produces
maximum power,
 full aft position, it is closed and the engine is idling or windmilling.
Throttle Friction Nut
A friction lock, which is a round knurled disk, is located at the base of the throttle
and is operated by rotating the lock clockwise to increase friction or
counterclockwise to decrease it. This allows for reducing friction for smooth
operations when frequent or large power changes are required or increasing
friction when a fixed power setting or minimum changes are required.
Mixture
The mixture control, mounted on the right of the throttle, is a red vernier type
control.
The mixture control is used for adjusting fuel/air ratio in the conventional way as
follows:
 full forward position is the fully rich position (maximum fuel to air
ratio);
 full aft position is the idle cut-off position (no fuel).
For fine adjustments, the control may be moved forward by rotating the vernier
knob clockwise (enriching the mixture), and aft by rotating it counterclockwise
(leaning the mixture). For rapid or large adjustments, the control may be moved
forward or aft by depressing the lock button on the end of the control, and then
positioning the control as desired. When setting in flight the vernier should always
be used.
The mixture control should be set to “full rich” for take-off below 3,000 feet of
density altitude. Above 3,000 feet it is recommended the mixture be leaned to
the correct setting before take-off.
For more details of mixture setting requirements, see the section on Mixture
Setting in Normal Operations.
Constant Speed Propellers (C172RG, R172/FR172)

Manifold Pressure and Throttle Setting
For engines that have a constant speed or variable pitch propeller fitted, the
amount of power obtained from the throttle setting is a combination of rpm and
manifold pressure.
When the engine is below governing speed the indication of power provided by
the throttle is a measure of engine rpm. The manifold pressure is below the
indicating scale, and the propeller is at the fine pitch stop, therefore increases and
decreases in engine speed are transmitted directly to the propeller. Once the
engine reaches governing speed then the throttle controls the manifold pressure.
Engine power is indicated by manifold pressure and the rpm is maintained by the
Constant Speed Unit (propeller governor).
When the engine is shut down the manifold pressure gauge will indicate ambient
pressure plus or minus a small margin for gauge errors. With the engine running
and full power applied, the manifold pressure should indicate the same pressure
before start, minus up to an inch, for losses in the intake manifold. Any greater
difference will indicate an engine problem.
Full Throttle Height

Although we are aware of power reduction with height with a fixed pitch propeller,
with a CSU we can see this directly by the manifold throttle relationship. As we
climb and the ambient pressure drops to maintain our climb power setting in this
case 23” we will have to progressively increase the throttle. This will continue until
we reach a point that the throttle is fully forward, so termed “ full throttle height”.
Climbing above this level will result in reducing manifold pressure as we climb,
until we reach the aircraft ceiling where the power is just enough to maintain level
flight.
Propeller Pitch Control

The propeller pitch is controlled by the constant speed unit (CSU), which consists
of the propeller pitch vernier control knob, propeller governor, linkages and
actuators. The CSU provides a propeller governing function by altering the
propeller blade angle (pitch) to maintain the selected rpm when there are changes
in aircraft attitude, speed or power setting.
The pilot sets the rpm on the pitch control in the cockpit, then once the power is
increased above the governing range and the selected rpm is reached, the prop
governor will increase or decrease the pitch to maintain the rpm. When below the
governing range the propeller reverts to normal governing operation whereupon
the throttle controls the propeller speed. This is normally occurs in flight around
12” manifold pressure and is applicable for most ground operations.
The governor controls flow of engine oil, boosted to high pressure by the
governing pump, to or from a piston in the propeller hub. Oil pressure acting on
the piston twists the blades towards high pitch (low propeller rpm). When oil
pressure to the piston in the propeller hub is relieved, centrifugal force, assisted
by an internal spring, twist the blades toward low pitch (high rpm).
The Propeller Control knob is

labeled PROP RPM, PUSH INC.
When the control knob is pushed
in, blade pitch will decrease,
giving a high rpm (“fine pitch”)
for maximum power. Inversely,
when the control knob is pulled
out, the blade pitch increases,
thereby decreasing rpm (“coarse
pitch”) providing less drag and
noise in the cruise . The propeller
control knob is equipped with a
vernier feature which allows slow
or fine rpm adjustment by Illustration 5f Pitch Control rotating the knob clockwise to
increase rpm, and counter-clockwise to decrease. To make rapid adjustment, the
button on the end of control knob shall be depressed and the control be
repositioned as desired. To avoid unnecessary stress on the engine this control
should not be used above the governing range in flight.
With the pitch control set to maximum and the throttle fully forward the engine
must develop the maximum rpm specified. This can be checked in a stationery
run-up if needed. Should full rpm not be developed after application of full throttle
for take-off, it is an indication that there is a possible fault in the CSU unit, take-
off should be discontinued.
The CSU function is checked during the engine run-up at 1700rpm. The propeller
pitch is selected momentarily to coarse and then back to full fine, allowing rpm to
drop and return. The rpm change should be not more than approximately 300rpm,
to avoid excessive loading on the engine. During the cycle ensure as the rpm
drops, manifold pressure increases and oil pressure drops slightly, then all return
to the previous setting after selection of full fine. For the first flight of the day,
the CSU cycle should be repeated two to three times, not only to ensure
functionality but also to cycle warm engine oil through the CSU, ensuring proper
lubrication and smooth operation before full power is applied. The CSU may be
sluggish initially in cold temperatures before the warm oil has had a chance to
circulate.
Engine Gauges
Engine operation is monitored by the following instruments:
 Tachometer;
 Manifold Pressure gauge (C172RG and FR172/R172 models only);
 Oil pressure gauge and Oil temperature gauge; Cylinder Head
Temperature gauge; EGT indicator.
Tachometer
The engine-driven mechanical tachometer is
located near the upper centre portion of the
instrument panel. The instrument is calibrated in
increments of 100 rpm and indicates engine and
propeller speed. An hours meter inside the
tachometer dial records elapsed engine time and
runs at full speed only when the engine develops
full power. Hence total flight time, from the time
the aircraft starts moving under it’s own power for Illustration 5g RPM Gauge the
purpose of flight, to the time it comes to a stop again (often referred to as
“chock to chock”), is usually higher than tacho. (tachometer) time.
Manifold Pressure Gauge (C172RG, R172/FR172)
The manifold pressure gauge is located on the lower left side of the pilot's control
column. The gauge is direct reading and indicates induction air manifold pressure
in inches of mercury. It has a normal operating range (green arc) of 15 to 25
inches of mercury.
To pre-flight check the manifold pressure gauge, ensure the indicator displays
within a small margin of ambient pressure in inches.
Fuel Flow Gauge ( C172RG, R172/FR172, C172Q, C172R,

C172S)
On the 180hp CSU models, the fuel flow is indicated opposite the manifold
pressure on the same gauge.
The C172Q has a separate fuel flow gauge on the right side of the instrument
panel.
The C172R and later have the fuel flow gauge displayed with the engine
instrumentation, on the left side of the main instrument panel, or for G1000
models, on the G1000 engine display.
Oil Pressure and Temperature

Gauges
The oil pressure and temperature gauges are
located on the left bottom side of the instrument
panel. The normal operating range on both
gauges is marked by a green arc.
The temperature gauge is an electric resistance type device powered by the
electrical system. The pressure gauge is a mechanical direct reading device based
on a “Bordon Tube” design.
Indications vary from engine to engine, however any deviation from the green
range requires immediate action. This may include reduction in power, increasing
airspeed, richening mixture as applicable and contemplation of a landing when
possible.
Cylinder Head Temperature (CHT) Gauge

The Cylinder Head Temperature (CHT) indicator, if installed, is a more accurate
means of measuring the engine operating condition. It is a direct indication of
engine temperature compared with oil temperature which is surrounding the
engine and has inertia and damping effects. As this is one of the hottest part of
the engine probes are often
prone to failure, and may fail in a
high or low position. Indications
should be used in conjunction
with the Oil Temperature
and Pressure
readings.
CHT gauges may often after

failure be replaced by alternative
gauges located in a different
position. Always scan the
instrument layout before start
when flying a different aircraft.
Exhaust Gas
Temperature (EGT)
Gauge
The Exhaust Gas Temperature
(EGT) gauge, if installed, is
normally located near the
tachometer. A thermocouple probe in the muffler tailpipe measures
exhaust gas temperature and transmits it to

Illustration 5i EGT Gauge Installation
the indicator.
Exhaust gas temperature varies with fuel-to-air ratio, power, and rpm. The
indicator is equipped with a manually positioned reference pointer.
G1000 Engine Instruments

On the G1000, all engine and system instrumentation is displayed on the left
side of the MFD (primary mode) or PFD (backup mode). The multi cylinder EGT
and CHT display can be seen by selecting 'LEAN' from the 'ENGINE' soft key
menu on the PFD or MFD.
When the MFD is in “back-up” mode, that is the PFD is displayed on both
screens, engine display pages are available on the left side of both screens. In
this configuration it is possible to select the primary engine page on one
display, and the “Lean” page, displaying CHT and EGT, on the secondary (MFD)
display. When using the MFD, engine instrumentation is only available on the
MFD screen. The EGT and CHT are displayed on the engine “Lean” page,
accessed via the soft keys at the bottom of the PFD and/or MFD.
The engine instruments are converted to digital data and displayed via Garmin's
Engine/Airframe unit the GEA 71. Any failure
of the G1000 or the GEA71 unit will result in a
loss of all engine instruments including the
tachometer and other primary engine control
instruments.
If a critical limit is exceeded, a red or yellow

engine annunciator will display, and the gauge
will display will change colour to yellow or red.
Engine instruments display a red cross when
failed.
Induction System and Carb.

Heat
The engine receives air through an intake in the
left opening in the nose cap. An induction
system air scoop is located in the aft vertical
baffle just behind the engine on the left side.
This scoop is covered by an air filter which
removes dust and other foreign matter from the
induction air.
In carburettor models, airflow passing through
the filter enters the inlet in the updraft-type
carburettor underneath the engine intake. The
air then is mixed with the fuel and ducted to the
Illustration 6a Carburettor
engine cylinders through intake manifold tubes.
The Carb Heat controls the selection of unfiltered hot air to the induction system.
The control operates a Bowden cable which terminates at a butterfly valve in the
carburettor air mixing box.
Air enters the mixing box from two sources:

 Normal cold induction air – through the intake mounted in the nose
and protected by a filter screen;
 Hot air intake, mounted on the starboard front shelf of the engine
cowling connected to a heat exchanger unit fitted to the engine
exhaust system.
The purpose of the hot air is to prevent the formation of ice in the induction line
of the engine. Ice formation of this type is recognized by a gradual or sharp drop
in the engine rpm and/or rough running. When icing is suspected, the Carb. Heat
control should be pulled into the fully out position. Confirmation of the icing will
be by a further drop (from the hot air), followed by an increase when the ice is
cleared.
If carburettor or intake ice is encountered or if the intake filter becomes blocked,

alternate heated air can be used by selecting the Carb Heat on. The Carb Heat
selector knob is mounted on the instrument panel to the left of the throttle. This
position provides a convenient reminder to consider the Carb Heat selection when
making power changes.
Carburettor ice is more prevalent at low power settings and recommended to be
used
whenever
operating below the
rpm or manifold
pressure green arc
in conditions likely
for formation (e.g. -
10 and +30 degrees
Celsius with relative
humidity of more
than 50%), however
pilots should
remember to stow
the Carb Heat again
on restoration of
power to the normal
operating
range.
Carb. Heat is normally selected on when reducing power for the approach, then
Illustration 6b Carburettor Ice
selected off again, when applying power for go around, or on short final when
committed to land.
Because the Carb Heat bypasses the air filter, it may also be used is the intake
filter becomes blocked. This will restore unfiltered hot air to the engine but with
a loss of performance and risk of damage from foreign matter, flight should be
continued under emergency conditions only to the nearest airfield or suitable
landing site.
Operation of the carb. heat should be always fully out or in, partial operation may
increase icing due to small heat raising temperature to the icing range. A
functioning test for the system should be carried out at 1700 rpm during engine
run up. With the selection of hot air, a positive drop in power should occur. Use
of full carburettor heat at full throttle during flight will result in a loss of
approximately 150rpm.
It should be remembered that heated air is obtained from an unfiltered outside

source, thus the system should not be used on the ground for prolonged time.
Dust inducted into the intake system of the engine is probably the greatest single
cause of early engine wear. Use of Carb Heat has also been attributed to engine
failures through ingesting foreign matter such as grass seeds and debris. When
operating under high dust conditions, the carburettor heat system should not be
used unless icing is suspected, and the induction air filter should be serviced after
the flight.
Note: Fuel injected engines do not have Carb. Heat.
Fuel Injection System (R172/FR172, C172R, C172S)

The latest model C172, and on the US Air Force F172, has a fuel injection system.
It is a low pressure, multi nozzle, continuous flow system which injects raw fuel
into the engine cylinder heads. The injection system is based on the principle of
measuring engine air inflow at the throttle venturi to control fuel flow, proportional
to the mixture setting. More or less air flow through the throttle venturi will result
in more or less fuel being delivered to the engine. System components consist of
the fuel/air control unit, the fuel distribution valve (flow divider), injection nozzles
(1 per cylinder total) and the fuel lines connecting the components.
A description of the components is as follows:
Fuel/Air Control Unit - The fuel/air control unit, also known as the 'servo
regulator, is located on the underside of the engine and integrates the functions
of measuring airflow and controlling fuel flow. The control unit consists of an
airflow sensing system, a regulator section and a fuel metering section.
Fuel Distribution Valve - The fuel distribution valve, also known as a 'spider' or
a flow divider, is located on top of the engine and serves to distribute fuel evenly
to the four cylinders once it has been regulated by the fuel/air control unit. Also
attached to the fuel distribution valve is a rigid line which feeds into a pressure
transducer. This transducer measures fuel pressure and translates that reading
into fuel flow at the cockpit indicator. Engines with a fuel injection system will
always have an fuel flow indicator in the cockpit.
Injection Nozzles - Each cylinder contains an injection nozzle, also known as an

air bleed nozzle or a fuel injector. This nozzle incorporates a calibrated jet that
determines, in conjunction with fuel pressure, the fuel flow entering each cylinder.
Fuel entering the nozzle is discharged through the jet into an ambient air pressure
chamber within the nozzle assembly. This nozzle assembly also contains a
calibrated opening which is vented to the atmosphere, and allows fuel to be
dispersed into the intake portion of the cylinder in an atomized, coneshaped
pattern.
Fuel Pumps - Because the fuel injection system requires higher pressure than a
carburettor supply, fuel is delivered to the fuel injection system via an engine
driven fuel pump. An auxiliary electrical fuel pump is provided in case of a failure
of the engine driven pump, and for normal operations fulfils the priming functions
on a fuel injected engine. The auxiliary fuel pump is described further in Fuel
System, Normal Operations, and Emergency Operations sections.
Note: The C172RG and C172Q, with a larger 180hp engine capacity, is
one of the few models to have fuel pumps, the same as the fuel injected
system, but with a carburettor providing metered fuel-air to the engine.
Maximum Power Fuel Flow Settings
For the takeoff and maximum power on the R172K and FR172K, to obtain
the required power, it is FUEL FLOW AT FULL THROTTLE 2600 rpm
essential to set the required S.L. 16 GPH
fuel flow, as is required by all 4000 ft 14 GPH
larger fuel injected engines. For 8000 ft 12 GPH
this reason a placard must be 12000 ft 10 GPH
displayed on the instrument
panel.
The placard must contain the information displayed above.
Ignition System
The necessary high-tension electrical current for the spark plugs comes from self-
contained spark generation and distribution units called the magnetos. The
magneto consists of a magnet that is rotated near a conductor which has a coil of
wire around it. The rotation of the magnet induces an electrical current to flow in
the coil.
The voltage is fed to each spark

plug at the appropriate time,
causing a spark to jump between
the two electrodes. This spark
ignites the fuel/air mixture.
While the
engine is
running,
Magneto
the
magneto is a completely self-sufficient source of

electrical energy. The aircraft is equipped with a dual
ignition system (two engine-driven magnetos, each
controlling one of the two spark plugs in each cylinder).
A dual ignition
system is safer, providing backup in event of failure of one
Illustration 6c Magneto
ignition system,
and results in more even and efficient fuel combustion. The left magneto is fitted
on the left hand side of the engine, as viewed from the pilot’s seat, and fires the
plugs fitted into the top of the left cylinders and the bottom of the right cylinders,
the right magneto is on the right hand side and fires the opposite plugs (although
the ignition selector switch is fitted in reverse - R then L). The dual system has
an added bonus of being able to isolate left and right parts for easy plug and
magneto fault finding during engine run up.
Ignition and starter operation is controlled by a rotary type switch located on the
left bottom side of the instrument panel. The switch is labelled clockwise: OFF, R,
L, BOTH and START. When the ignition switch is placed on L (left) the left magneto
and left ignition circuit is working and the right ignition circuit is off and vice versa.
The engine should be operated on both magnetos (BOTH position) in all situations
apart from magneto checks and in an emergency. When the switch is rotated to
the spring-loaded START position (with master switch in the ON position), the
starter is energized and the starter will crank
the engine. When the switch is released, it will
automatically return to the BOTH position.
Note: Early models, C172C, 1962 and earlier

have two independent ignition switches for the
left and right magnetos, and a pull starter for
starting.
Dead Cut and Live Mag. Check

It is important to remember if the ignition is
live, the engine may be started by moving the
Illustration 6d Magneto Switch
propeller, even though the master switch is OFF. The magneto does not require
outside source of electrical energy.
Placing the ignition switch to OFF position grounds the primary winding of the
magneto system so that it no longer supplies electrical power. With a loose or
broken wire, or some other fault, switching the ignition to OFF may not ground
both magnetos.
To prevent this situation, just before shutting an engine down, a “dead-cut” of the
ignition system should be made.
The dead-cut check is made by switching the ignition momentarily to OFF and a
sudden loss of power should be apparent. This is carried out most effectively from
R, not from Both, to prevent inadvertent sticking in OFF.
On start up, a live mag. check is performed, to ensure both magnetos are working
before taxi. This is not a system function check detailed below, as the engine is
still cold and plugs may be fouled, rather just a check to ensure both magnetos
are working by switching from Both to L, then R, and back to Both, noting a small
drop from Both in L and R positions. A dead-cut check may be carried out at the
same time.
The engine will run on just one magneto, but the burning is less efficient, not as
smooth as on two, and there is a slight drop in rpm. The magneto check to confirm
both magnetos and plugs are operational should be made at 1700 rpm or 1800
rpm depending on model.
Magneto and plug check:

 Move ignition switch to R position, allow to stabilise and note the
rpm;
 Then move switch back to BOTH to clear the other set of plugs;
Repeat for the L position and return to BOTH position.
The maximum limit of the rpm drop is 125, 150 or 175 rpm depending on the
model. The rpm drop should not exceed the maximum on either magneto, and
should not have a difference greater than 50 rpm between each magneto drop.
An absence of rpm drop may be an indication of faulty grounding of one side of

the ignition system, a disconnected ground lead at the magneto, or possibly the
magneto timing is set too far in advance. An absence of rpm drop on one magneto
will usually mean the other magneto is dead, and selecting it will result in an
engine 'dead' cut.
An excessive drop or excessive differential normally indicates a faulty magneto.
Fouled spark plugs (lead deposits on the spark plug preventing ignition) are
indicated by rough running usually combined with a large drop in rpm (i.e. one or
more cylinders not firing). This is due to one of the two plugs becoming fouled,
normally the lower plug. Spark plug fouling, if not excessive, may be burnt off.
Run the engine at a correct or slightly lean mixture setting and a high power
setting (+/-2000rpm) for a few minutes, caution engine temperatures and
surrounds. Where spark plug fouling is mild, just leaning the mixture will improve
the burning efficiency on one magneto, and can bring the drop back to acceptable
limits.
Engine Lubrication
A wet sump, pressure lubricated oil system is fitted. Oil is supplied from a sump
on the bottom of the engine. A wet sump engine has a sump attached to it in
which the oil is stored. The capacity of the sump is from 6 to 12 imperial quarts
depending on the engine type.
Oil is drawn from the sump through the engine-driven oil pump to a
thermostatically controlled bypass valve. If the oil is cold, the bypass valve allows
the oil to bypass the oil cooler and flow directly to the oil filter. If the oil is hot,
the oil is routed to the engine oil cooler mounted on the left forward side of the
engine and then to the filter. The filtered oil then enters a pressure relief valve
which regulates engine oil pressure by allowing excessive oil to return to the
sump, while the balance of the pressure oil is circulated to the various engine
parts for engine lubrication and cooling, Oil is returned by gravity to the engine
sump.
Because oil viscosity changes with temperature and due to the nature of this
system, there will be a small change in the pressure with changes in operating
temperatures, the warmer the temperature the lower the pressure. It should be
noted that any large increases in temperature or decreases in pressure, or
deviation from normal operating (green) range are an indication of possible
malfunction. Discontinuation of the flight or landing at the nearest suitable
location should be contemplated.
Oil temperature and pressure gauges are fitted for monitoring engine condition,
normally on the lower part of the instrument panel (see more under Oil
Temperature and Pressure Gauges earlier in this section). If normal oil pressure
is not indicated within 30 seconds of starting, the engine should be shut down
immediately. This time is not only a maximum, but it should also be taken
relatively. For the oil pressure to only begin rising after 30 seconds would only
occur in extreme cold weather starting. In all normal temperatures, one would
expect to see normal temperatures within around 3 to 5 seconds of start-up. If
abnormal oil pressure is suspected, it is best to err on the safe side and shut down
as soon as possible to prevent engine damage.
It is also important to ensure that rpm is kept to a minimum during initial starting
prior to oil pressure being fully operational.
The oil tank dipstick is fastened to the oil filler cap. Access to the filler cap is
through the inspection panel on the right side of the engine. Make sure that the
filler cap is firmly on. Over turning may result in damage to the cap or difficulty
in loosening, under turning may result in loss of oil or cap during flight.
Illustration 7a Oil Distribution

Access to the filler cap is through the inspection panel on the right side of the
engine. Make sure that the filler cap is firmly on. Over turning may result in
damage to the cap or difficulty in loosening, under turning may result in loss of
oil or cap during flight.
Oil dipstick on older models Oil dipstick on newer models

Illustration 7b Oil Dipstick and Filler Cap
Oil capacities differ throughout the series, depending on the engine type. As a
rule, oil should be added if the level is below 1 quart from the minimum level.
To minimize loss of oil through the breather, another rule of thumb is to ensure
the oil is not more than 2 quarts above the minimum for normal flights of less
than three hours. For extended flights, it may be desired to fill the oil up to the
maximum quantity permitted.
Note: Check the POH on your aircraft for the correct oil capacity for your aircraft,
this is normally found in the Servicing and Maintenance section.
Cooling System
The engine cooling system is designed to keep the engine temperature within
those limits designed by the manufacturer.
Engine temperatures are kept within acceptable limits by

 The oil that circulates within the engine;
 The air cooling system that circulates fresh air around the engine
compartment.
The engine is air-cooled by exposing the cylinders and their cooling fins to the
airflow. Air for engine cooling enters through two openings in the front of the
engine cowling. The cooling air is directed around the cylinders and other areas
of the engine by baffling, and is then exhausted through an opening at the bottom
aft edge of the cowling. No manual cooling system control is provided. Air cooling
is least effective at high power and low airspeed, for instance on take-off and
climb. At high airspeed and low power, for instance on descent, the cooling might
be too effective. It is therefore important to monitor the cylinderhead temperature
gauge throughout the flight, and also on the ground when aircooling will be poor.
If excessive temperatures are noted in flight,cooling of the engine can be

improved by:
 En-richening the mixture (extra fuel has a cooling effect in the
cylinders and combustion temperatures are lower);
 Reducing the engine power;
 Increasing the airspeed (e.g. level off or establish in a descent);
Opening cowl flaps (if fitted) see more below.
The propeller spinner in addition to streamlining and balance is a director for the
cooling air, and so the aeroplane should generally not be operated without the
spinner.
Illustration 7c Cooling Air Flow

Cowl Flaps (C172RG and FR172/F172 Models)
Cowl flaps are provided to aid in controlling the engine temperature. The engine
exhaust protrudes through a cut-out in the aft portion of the right cowl flap. The
cooling air is directed from the opening at the front of the cowling, around the
cylinders and other areas of the engine by baffling, and is then exhausted through
cowl flaps on the lower aft edge of the cowling.
The two cowl flaps are

mechanically operated from the
cabin by means of a single cowl
flap lever on the right side of
the control pedestal. The lever
may be positioned from fully
OPEN (down) to fully CLOSED
(up) or positioned at an
intermediate setting.
This is accomplished by first
moving the lever to the right to
clear the detent which holds it in
position, then moving the lever
up or down to the desired
position.
Illustration 7d Cowl Flaps
Herewith some guidelines for standard operations with cowl flaps.

 Before starting the engine, and throughout takeoff and high power climb
operation, the cowl flaps should be in the OPEN position for maximum
cooling.
 While in cruise flight, cowl flaps should be adjusted partially or fully
CLOSED to keep the cylinder head temperature at a normal operating
position, approximately two-thirds of the normal operating range (green
arc) for most normally aspirated engines.
 During extended descent, or low power operation the cowl flaps should be
completely closed unless very high ambient or high engine operating
temperatures are observed.
 Cowl flaps should be OPENED prior to landing as a preparation for a go
around, and should always be OPEN after landing and for all ground
operations due to the much lower amount of cooling air flow over the
cylinders.
 In very hot or very cold temperatures, and for certain types of engine, this
may sometimes differ, consult your POH or a flight instructor in the area.
Fuel System
All models of C172 have a gravity flow fuel system feeding from the fuel tanks or
integral bays in the high wing.
There are two integral aluminum tanks (one per wing) in the standard and
longrange systems. There is an integral fuel bay area in each wing in the extended
range system and in the C172R, 1996 and later models.
The integral bay is a wet wing system, more efficiently utilising the wing structure
as a tank. The earlier models have an integral tank – that is, a separate tank,
which is 'integrated' into the wing.
From the wing, fuel flows to a three or four-position selector valve, through a
firewall-mounted fuel strainer.
Depending upon selector valve handle position, fuel is directed from one or both
tanks or to the engine, or flow can be shut off completely.
From the fuel strainer the fuel either flows directly to the carburetor and engine
primer, or to the engine-driven fuel pump and the auxiliary electric fuel pump,
where fuel under pressure is then delivered to the carburettor or to the fuel control
unit.
Note: The fuel injected models and the C172Q and C172RG have a fuel pump to
increase the pressure of fuel at the manifold for the increased demand of the fuel
injection and the higher powered engine.
From the carburettor, mixed fuel and air flows to the cylinders through the intake
manifold. For fuel injected models, metered fuel flows from the fuel control unit
to the fuel injector nozzles.
Fuel systems for the different models are shown in the schematic diagrams on the
following pages. Representative diagrams of the three main systems are shown,
that is for the standard fuel system, the C172RG/C172Q, and the fuel injected
models.
Note: fuel systems can differ, even between the same model.
Standard Fuel System Schematic
Fuel System Schematic C172RG
Fuel System Schematic Fuel Injected Models
The following summarises the approximate* total and usable fuel on the various
models of C172:
 C172 - 42 total, 37 usable US gallons (159/140 litres) standard fuel tanks;
 C172A, B - 42 total, 39 usable US gallons (159/147 litres) standard fuel
tanks;
 C172C to H - 39 total, 36 usable US gallons (147/136 litres) standard fuel

tanks;
 C172I, K, L, M - 42 total, 38 usable US gallons (159/144 litres) standard
fuel tanks;
 C172I, K, L, M - 52 total, 48 usable US gallons (201/186 litres) long range
fuel tanks;
 C172N,P - 43 total, 40 usable US gallons (163/151 litres) standard fuel
tanks;
 C172N,P - 42 total, 40 usable US gallons (159/151 litres) long range fuel
tanks;
 C172P - 68 total, 62 usable US gallons (257/234 litres) wet wing fuel tanks;
 C172Q - 54 total, 50 usable US gallons (204/189 litres) standard fuel
tanks;
 C172R,S - 56 total, 53 usable US gallons (212/200 litres) standard fuel
tanks;
 P172 - 52 total, 41.5 usable US gallons (197/158 litres) standard fuel
tanks;
FR172,R172K - 52 total, 49 usable US gallons (197/185 litres) standard
fuel tanks;
 FR172,R172K - 68 total, 66 usable US gallons (257/250 litres) long range
tanks;
C172RG - 66 total, 62 usable US gallons (250/235 litres) standard fuel
tanks;
*These figures are approximate as variations exist between type certification

information, and maintenance manuals, and more importantly, it should be
remembered, individual manufacturing tolerances, tanks can be modified by STCs,
and density changes will give rise to slight variations in tank capacity. The usable
tank capacity should be placarded on the fuel selector of the model you are flying.
Check the POH for fuel system on particular aircraft you are going to fly for the
correct quantities and operational requirements.
The amount of fuel we can put into fuel tanks is limited by the volume of the
tanks, and therefore usable fuel is always provided in volume, such as gallons and
litres.
However, the carburettor and engine are only sensitive to the mass of fuel, and
not to the volume. The engine will consume a certain mass (lbs or kgs) of fuel per
hour.
Fuel has a wide variation in specific gravity (weight of fuel per volume) mostly
depending on temperature and type of fuel. Therefore, variations in specific
gravity of fuel can have a significant effect on the mass of fuel in the tanks and
therefore the range and endurance. For practical purposes the specific gravity of
Avgas is taken as 0.72 kgs/lt.
Fuel Selector Valve
The fuel valve is located on the floor

of the cockpit between the pilot and
co-pilot seats. The selector valve on
most models has four positions,
labeled:
BOTH ON, RIGHT, LEFT, and BOTH
OFF.
Models C172R and later have a three

position selector with LEFT,
RIGHT and BOTH. There is
additionally a fuel shut off valve
which, when pulled fully out, stops
Illustration 8a Fuel Selector
the fuel flow, thus functioning as an
OFF position.
The BOTH position must be selected for takeoff and landing, this requirement
is also a mandatory placard on the fuel selector.
In all models up to C172K fitted with the original fuel system, operating in
the BOTH position at high density altitudes may lead to fuel vapourisation,
resulting in loss of power or engine failure. In models where this applies fuel
must be selected to LEFT or RIGHT once above 5000ft in the cruise. This
information, if not available in the POH, is published in FAA AD 72-07-02.
For all other models, if vaporisation is suspected, provided there is fuel available,
it is recommended to try selecting an alternative tank, as the alternative fuel
routing may fix the problem.
The reason for this issue and the solution, is due to the excess fuel return line and
the fuel reservoir routing, which differs throughout the C172 series. Note: For
fuel injected models, if experiencing an engine failure or suspected vapourisation,
the fuel pump must be switched on first.
When leaving the aircraft, and when refueling, the fuel selector should be
selected to left or right to prevent cross draining through the fuel balance tube
and vent lines. Many pilots have come back to their aircraft, after parking
overnight, to find they've lost a couple of hours fuel out of the vent line – be
warned!
Fuel Measuring and Indication
Fuel quantity is measured by two float-type
quantity transmitters (one in each tank), and
indicated by two electrically-operated fuel
quantity indicators on the left portion of the
instrument panel.
The full position of float produces a minimum Illustration 8b Fuel Gauges resistance
through the transmitter, permitting
maximum current flow through the fuel quantity indicator and maximum pointer
deflection.
As fuel level is lowered, resistance in the transmitter is increased, producing a
decreased current flow and a smaller pointer deflection.
An empty tank, indicated by a red line and letter E, means there is approximately
1 to 3 gallons remaining in the tank as unusable fuel.
The float gauge will indicate variations with changes in the position of fuel in the
tanks and cannot be relied upon for accurate reading during skids, slips, or
unusual attitudes.
Considering the nature of the system, takeoff is not recommended with less
than 1 hour total fuel remaining. Fuel quantity should always be confirmed by use
of a dipstick during the pre-flight inspection and on intermediate stops enroute.
If operating with less than ¼ tanks, avoid any prolonged turns, skids, or
extreme pitch attitudes, which would allow the fuel drain point in the tank to be
deprived of fuel, leading to fuel starvation and possible engine failure.
Low Fuel Warning System
The C172R and later models have a low fuel warning system, which annunciates
when the fuel is below 5 gallons in each tank.
The low fuel warning system may illuminate during slips/skids, large attitude
changes or acceleration/deceleration when fuel is between 5 gallons and 10
gallons each side.
When tanks are full, the fuel sensors occasionally cut out from exceeding the
upper limits of the gauge. When this happens on conventional models, the low
fuel annunciator will illuminate, and the fuel gauge will read zero. For, G1000
models, the fuel gauge will show a red cross, indicating the gauge has failed, but
no warning will illuminate. This usually only occurs when within 5 gallons of full
tanks, and is intermittent, causing the warning to cycle on and off periodically.
Fuel Venting
Fuel system venting is essential to system
operation and is necessary to allow normal
fuel flow and relieve pressure as fuel is
used. Blockage of the venting system will
result in a decreasing fuel flow and eventual
engine stoppage.
A vent line is installed in the outboard end

of the left fuel cell and extends overboard
Illustration 8c Fuel Vent
down through the lower wing skin. The inboard end of the
vent line extends into the fuel tank, then forward and slightly upward. A vent
valve is installed on the inboard end of the vent line inside the fuel tank, and a
crossover vent line connects the two tanks for positive ventilation.
The vent line opens to the highest part of the tank, therefore it is normal, when
the tanks are full, to see a small amount of overflow fuel leaking through the fuel
vent.
In all C172s, both wing fuel caps must be vented, according to the Airworthy
Directive AD 79-10-14 R1, 30th May 1988. As indicated above, only the left wing
contains a forward facing vent, which is pressurised by the dynamic pressure of
the relative airflow. The right wing is pressurised via a balance tube, and the vent
in the fuel cap.
Despite modifications to the balance tube in attempt to rectify the situation,

because of the design of the fuel venting, most Cessna's will burn fuel from the
left tank first. This is considered largely unavoidable, and, careful fuel monitoring
and balancing in flight is the only real solution to the problem.
If uneven feeding is significant, the fuel may be balanced by selecting the fuller
tank. Note, operation on one tank in the C172 is permitted only in level flight.
 Caution, when changing fuel tanks (from both to left or right, or returning to
both), always ensure there is continued fuel supply, be ready to change tanks
back in the event of an engine failure after changing to a new tank.
If uneven feeding becomes severe the situation should be checked by a

maintenance organisation, as there is possibly a blockage in the fuel lines, vents,
or balance tube.
Fuel Drains
The fuel system is equipped with drain
valves to provide a means for the
examination of fuel in the system for
contamination and grade. The system
should be examined before the first flight of
every day and after each refuelling, by
using the sampler cup to drain fuel from the
drain points on the wing tanks and sump.
Illustration 8d Fuel Sampling
Water may be introduced by condensation or from
heavy rain, and may be introduced directly into the tanks or from the refuelling
point.
Water in fuel is most likely to develop overnight, in humid conditions, when tanks
are partially full. There is usually a drop in air temperature overnight and, if the
tank is not full, the fuel tanks’ walls will become cold and there will be a lot more
condensation than if the tanks were full of fuel.
The water, as it is heavier than fuel, will accumulate at the bottom of the fuel
tanks.
If water is found in the tank, fuel should be drained until all the water has been
removed, and wings should be rocked to allow any other water to gravitate to the
fuel strainer drain valve.
If any sediment or debris are found in the fuel system, maintenance should be
consulted. Rubber particles can be indication of a failing O-ring seal, and an
impending fuel leak.
Most models have one under wing drain on each tank and one fuel strainer drain
valve in the lower engine bay, draining the low point of the fuel system. Some
models, for example the C172R and C172S have ten under wing drains (five on
each side), and three sump drains installed, for the fuel selector, fuel reservoir,
and fuel strainer.
On most models, the fuel strainer drain valve control is located adjacent to the oil
dipstick, and is accessible through the oil dipstick door. Late models (C172R and
later) have spring loaded sump drains, the same as those on the wing.
Where the sump drain is a pull lever, it is of vital importance to ensure it is

firmly closed again after draining.
Ensure all fuel drains are checked during the pre-flight inspection.
Priming System
A manual primer is fitted to all models without
a fuel pump. The manual priming system
consists of a manually operated pump located
on left bottom corner of the instrument panel,
and distribution lines to the engine cylinders or
intake manifold.
The manual primer draws its fuel from the

fuel strainer and injects it directly into the
engine. Depending on model, the injection
point may be the intake manifold, or the
intake port of
the cylinder. Illustration 8e Manual Primer
The primer differs over the series, and may be
a standard one cylinder primer, or an optional three cylinder primer, or in the
F172, with a O-300-D Continental engine, the primer directs fuel into the intake
manifold, just above the carburettor. The three cylinder optional primer directs
fuel to cylinders 1, 2 and 4.
A multi-cylinder manual primer, or a primer which primes the full intake

manifold, if not fitted, it is highly recommended for improved cold weather
starting.
Priming the engine is normally required when starting a cold engine, when the
fuel in the carburettor is reluctant to vaporize. One to three pumps of the primer
is recommended depending on the temperature and should be carried out
immediately prior to starting. If priming is carried out too early the fuel is
ineffective in the start cycle, but effective in washing oil from the cylinder walls
and causing additional frictional wear on start.
The primer should be locked when the engine is running to avoid excessive fuel
being drawn through the priming line into the cylinders, which could cause an
engine failure from the fuel/air mixture becoming too rich.
Although priming may be achieved by operation of the throttle, the primer is a

more effective method as fuel enters directly into the cylinder, and it is the
recommended method specified in the pilots operating handbook.
The fuel injected models (FR172, R172, C172R, and C172S), and the 180hp
Cutlass (C172Q, C172RG), use the throttle and auxiliary fuel pump for priming.
Auxiliary Fuel Pump
Fuel-injected Models (FR172, R172, C172R, C172S), and Cutlass (C172Q,

C172RG)
An electrically driven auxiliary fuel pump is mounted on the firewall and is

connected in parallel with the fuel flow of the primary engine driven pump.
The auxiliary fuel pump switch located adjacent to the master switch is used to
select the pump on or off. The auxiliary fuel pump is provided as a back-up to the
engine driven pump. The engine driven pump has no pilot controls, and runs
automatically without the pilot being aware of it, unless there is a failure.
The auxiliary fuel pump also serves the function of primer in fuel injected models,
and is used for starting, as directed in the POH.
The C172Q and C172RG have both an auxiliary fuel pump and an engine driven
pump, functioning in the same way as detailed above. Both connect to the
carburettor intake. The purpose of the fuel pumps are to ensure sufficient
pressure with the larger power on the 180hp engine.
Auxiliary Fuel Pump Operation

In cruise and descent, and at low power operations, gravity may be sufficient for
sustained engine operation without the fuel pump, and a failure may not be
noticed until higher power is selected again.
In the climb, and high power operations, if the engine driven pump fails there will
be a sudden loss of power, preceded by a drop in fuel pressure. The auxiliary fuel
pump should be switched on, and the flight terminated as soon as possible.
Any time there are fuel flow fluctuations (while sufficient fuel exists in the tanks),
the auxiliary pump should be used.
In hot temperatures, or at high engine operating temperatures, fuel vapourisation

can cause fuel fluctuations, resulting in rough running or engine failure. The
auxiliary fuel pump can be used to stabilise vaporisation and restore engine
operation. Refer to emergency operations, and to the POH of your aircraft for
more information on this.
Although all models with an auxiliary fuel pump use it for priming, the methods
differ slightly, refer to the POH of the model you are flying. Some additional
guidance is provided in the Normal Operations section of this book.
Electrical System
Electrical energy for the aircraft is supplied by a 14 or 28 volt, direct-current,
single wire, negative ground electrical system.
The system is either:
For models before 1967:

14 Volt system;
 20, 35, or 50 amp generator;
 12 volt battery with 25 or 33 amp-hours capacity.
For models after 1967, and before 1978:

 14 Volt system;
 52 or 60 amp alternator;
 12 volt battery with a 25 or 33 amp-hours capacity.
For models 1979 and later:

 28 volt system;
 60 amp alternator; 24 volt battery with 17, 12.75 or optional 15.5
amp-hour capacity.
Additionally for models equipped with G1000 avionics:

 24 volt standby battery (for operation of the G1000 essential bus
only).
Battery
The 12 volt for models 1978 or earlier, or 24 volt lead-acid battery supplies power
for starting and furnishes a reserve source of power in the event of alternator
failure. The battery is mounted on the left forward side of the firewall (see picture
on the next page). Only the P172, C172RG, and R172 models. which are based
on the C175 airframe, have the battery mounted on the left hand side of the aft
fuselage behind the baggage compartment wall.
The battery capacity will be either:

 12 Volt with 25 or 33 amp-hour capacity (1978 and earlier);
 24 Volts, with 17 or 12.75 standard, 15.5 optional capacity (1979 and
later).
The amp-hour is the capacity of the battery to provide a current for a certain
time. A 14 amp-hour battery is capable of steadily supplying a current of 1 amp
for 14 hours and 7 amp for 2 hours and so on. Amp hours is very useful where
an accurate ammeter is provided, whereupon following an alternator failure, it
is easy to determine the approximate length of useful battery time.
Standby Battery (G1000 Equipped Aircraft)

With G1000 equipped aircraft, a small standby battery is installed for the
purpose of maintaining electrical power to the G1000 essential bus. This powers
the primary flight display (PFD) and essential avionics and engine instruments
in back up mode only, in case of an electrical supply fault or failure of the main
battery circuit.
The G1000 essential bus provides power to the PFD, AHRS, ADC, COM1, NAV1,
Engine and Airframe Unit, and standby instrument lights.
Illustration 9a Typical battery Installation
The 24 volt standby battery, provides approximately 30 minutes power for

operation of the G1000 in back up mode.
The standby battery will automatically take over electrical supply when the main
battery falls below approximately 20 volts. It may also be manually selected
after failure of the alternator, providing automatic load shedding and conserving
main battery power, with full availability of electrical equipment, for use during
more critical stages of flight.
Electrical Power Supply

The aircraft is fitted with either a generator or alternator for generating electrical
power during flight and maintaining the battery charge.
The charging system capacity (14 or 28 volt), is the output from the generator or
alternator after voltage regulation. This is always slightly more than the battery
(12 or 24 volt) to ensure continuous charge to the battery when using the
electrical system in normal operations.
Models manufactured in 1966 or earlier were fitted with a 20, 35 or 50 amp
generator. Models produced in 1967 or later were fitted with a 52 or 60 amp
engine-driven alternator. The electrical supply from the alternator is rectified and
controlled by a voltage regulator/alternator control unit.
External Power Receptacle

An external power receptacle is offered as an option in all models, to provide a
simple method of connecting an alternative electrical power supply to the battery
during stationary ground operations. External power may be used to supplement
battery power for starting, or for prolonged operation of electrical equipment on
the ground without the engine running.
Electrical Equipment
The following standard equipment on the Cessna 172 requires electrical power for
operation (there may be additional optional equipment which uses electrical
power):
 Fuel quantity indicators;
 All internal and external lights and beacon, including warning
lights;
 Pitot heat;
 Wing flaps;
 Landing gear main extension and retraction system (RG model
only);
 Starter motor;
 Cylinder head temperature gauge and Exhaust Gas Temperature
gauge (where fitted);
 All radio and radio-navigation equipment.

System Protection and Distribution
On most models, electrical power for electrical equipment and electronic
installations is supplied through the split bus bar. The bus bar is interconnected
by a wire and attached to the circuit breakers on the lower, centre of the
instrument panel. Some models prior to 1969, and all models prior to 1967 were
equipped with a single bus bar.
Circuit breakers or fuses are provided to protect electrical equipment from current
overload. If there is an electrical overload or short-circuit, a circuit breaker (CB)
will pop out and break the circuit so that no current can flow through it.
It is normal procedure (provided there is no smell or other sign of burning or
overheating), to reset a circuit breaker once. To reset a circuit breaker, After
allowing a cooling period of two to three minutes, push it back in once only. Do
not hold the CB in or force it back in, as
this can cause damage to electrical
equipment or fire.
Most of the electrical circuits in the

aeroplane are protected by “push-
toreset” type circuit breakers. However,
alternator output and some others are
protected by a “pull-off” type circuit
breaker to allow for voluntary isolation
in case of a malfunction.
Electrical circuits which are not

protected by circuit breakers are the battery contactor closing circuit (for Illustration
9b Circuit Breakers
external power), clock circuit, and flight hour recorder circuit.
These circuits are protected by fuses mounted adjacent to the battery and are
sometimes termed “hot wired” or “hot bus” connections because the connection
is not controlled by the battery master switch.
The master switch controls the operation of the battery and alternation system.
For models after 1970, the switch is an interlocking split rocker type with the
battery mode on the right hand side and the alternator mode on the left hand
side. This arrangement allows the battery to be on line without the alternator,
however, operation of the alternator without the battery on the line is not possible.
The switch is labelled BAT and ALT and is located on the left-hand side of the
instrument panel.
If the battery power drops too low, (from

operating without the alternator, or from
standing for a long time) the battery
contactor will open, and remove power
from the alternator field. This will prevent
the alternator operating again. It is
important to remember if you are starting
an aeroplane with ground power because
of a flat battery, make sure the alternator
is operating after start.
Earlier models have a one position pull

type switch.
The ammeter, located on the lower left

side of the instrument panel, indicates the
flow of current, in amperes, from the
alternator to the battery or from the
battery to the aircraft electrical system.
When the engine is operating and the
master switch is ON, the ammeter
Illustration 9c Master Switch and Ammeter indicates the charging rate applied to the
battery.
When the ammeter needle is deflected right of center, the current flows into the
battery and indicates the battery charge rate.
When the ammeter needle is deflected left of center, the current flows from the
battery the battery and the battery is therefore discharging.
With battery switch ON and no alternator output, the ammeter will indicate a
discharge from the battery, because the battery is providing current for the
electrical circuits that are switched on.
If the alternator is ON, but incapable of supplying sufficient power to the electrical
circuits, the battery must make up the balance and there will be some flow of
current from the battery. The ammeter will show a discharge. In this case, the
load on the electrical system should be reduced by switching off unnecessary
electrical equipment until the ammeter indicates a
charge.
Indication of charge from the system to the battery
more than temporarily may indicate more serious
problems and should be checked out immediately.
The aircraft is equipped with a voltage warning and

protection system consisting of an under-volt
sensor and an over-voltage cutout, with a red
warning light near the ammeter. Illustration 9d Low Voltage Light
For models 1977 and earlier, this is labeled HIGH VOLTAGE, for models 1978 and
later it is more suitably labeled “LOW VOLTAGE”.
In both cases, when an over-voltage condition occurs the over-voltage sensor
turns off the alternator or generator system and the red warning light comes on
and the ammeter will show a discharge, indicating to the pilot that the battery
is supplying all electrical power.
Turn off both sections of the master switch to recycle the over-voltage sensor.
If the over-voltage condition was transient, the light will remain extinguished.
and no further action is necessary. If, after resetting, the light illuminates
again, a malfunction in the electrical supply system has occurred. The flight
should be terminated as soon as practical, and provisions made for completion
of the remainder of the flight with electrical supply from the battery only.
The over-voltage warning light may be tested by momentarily turning OFF the
ALT portion of the master switch and confirming that the light illuminates.
Illumination of the low-voltage light may occur during low rpm conditions with an
electrical load on the system, such as during the taxi at low rpm. Under these
conditions, the light will go out at higher rpm, and the master switch need not be
recycled since an over-voltage condition has not occurred to de-activate the
alternator.
Note, it is often deemed impossible to have a sustained over-voltage condition,

since the protection mechanisms should prevent such an occurrence by
disconnecting the faulty circuit. For this reason generally nothing is written about
handling a sustained over-voltage. Although it is unlikely, experience dictates that
it is possible, either due to a failure or faulty set point in the overvolt protection,
or because a severe electrical spike causes the protection mechanism to hard-
wire. If this should occur, the primary indication will be the ammeter. It is
important to remove the over-voltage source by disconnecting the
generator/alternator immediately, thereafter continue flight as described above
on battery power only.
Electrical schematic diagrams can be seen on the following pages.
Electrical System Schematic Conventional Aircraft
G1000 Electrical Distribution Schematic
Flight Instruments and Associated Systems

The aircraft is normally equipped with the following standard flight instruments:
 Attitude Indicator (requires vacuum system for operation and it

gives a visual indication of flight attitude. A knob at the bottom of the
instrument is provided for in-flight adjustment of the miniature
aeroplane to the horizon bar);
 Directional Indicator (requires vacuum system for operation and it
displays aeroplane heading on a compass card. A knob on the lower
left edge of the instrument is used to adjust the compass card to
correct for any precession);
 Airspeed Indicator (requires dynamic and static pressure and is
calibrated in knots or miles per hour. The instrument has limitation
marking in form of white, green and yellow arcs and a red line);
 Altimeter (requires static pressure and depicts aeroplane altitude in
feet. A knob near the lower left edge of the instrument provides
adjustment of the barometric scale to the current altimeter setting –
QNH/QNE/QFE);
 Vertical Speed Indicator (requires static pressure and it depicts
aeroplane rate of climb or descent in feet per minute).
 Turn and Slip Indicator (requires electric power for rate of turn
indication, gravity for slip indication)
For G1000 equipped aircraft all the above flight instruments are contained on the
primary flight display.
Conventional vs G1000 Flight Instruments
Vacuum System
Suction is necessary to operate
the main gyro instruments,
consisting of the attitude
indicator and directional
indicator.
A suction gauge is fitted on the
instrument panel and indicates
suction at the gyros.
Suction is normally provided by a

dry-type, engine-driven, vacuum
pump. A suction relief valve, to
Illustration 10a
control system pressure, is connected between the pump inlet
Vacuum Pump
and the instruments.
All models prior to 1962 and standard models prior to 1968 may be fitted with a
single or dual venturi system for generating suction pressure to operate the
suction driven gyro instruments.
The venturi system relies on airspeed to work, so, note, no suction pressure will
indicate during the engine run-up.
Illustration 10b Vacuum Venturi
One advantage is that because of it's simplicity, providing there is airspeed, it is

very reliable, failure can only result from blockage or structural damage or a pipe
connection failure, there are no moving parts.
A suction range of 4.6 to 5.4 inches of mercury below atmospheric pressure is

acceptable.
If the vacuum pressure is too low, the airflow will be reduced, the gyro’s rotor will
not run at the required speed, and the gyro instruments will be unreliable. If the
pressure is too high, the gyro rotors speed will be too fast and the gyro may be
damaged.
Illustration 10c Vacuum Driven Gyro Instruments

When the vacuum pressure is too low, the gyro will not remain rigid, and
the reference (attitude, or direction) will indicate an error. The gyro may
completely topple, or, the error can be subtle and barely noticeable. Subtle gyro
wander, in either attitude or direction can leading to serious problems when
flying under instrument conditions. Ensure the gyro attitude indicator is always
crossreferenced with performance instruments, and the direction indicator is
regularly checked against the compass.
From mid 1983 a low vacuum warning light was fitted, which illuminates when
the vacuum pressure drops below 3 inches. Later models, from 1996 on, have a
Low Vac (low vacuum) annunciator.
Pitot-Static System
The pitot-static system supplies dynamic air pressure to the airspeed indicator
and static air pressure to the airspeed indicator, vertical speed indicator and
altimeter.
The system is composed of a pitot tube mounted on the lower surface of the left
wing, an external static port on the lower left side of the forward fuselage, and
associated plumbing necessary to connect the instrument to the sources.
The heated pitot system consists of a heating element in the pitot tube, and a
switch labelled PITOT HT on the lower left side of the instrument panel.
When the pitot heat switch is turned ON, the element in the pitot tube is heated
electrically to avoid ice building on the pitot tube in possible icing conditions.
The pitot tube and static vent should not be damaged or obstructed, otherwise
false reading from the relevant flight instruments could degrade the safety of the
flight. They should be carefully checked in the preflight inspection.
The pitot cover is used to prevent water or insects accumulating in the tube during
parking. The pitot tube and static vent should not be tested by blowing in them,
since very sensitive instruments are involved.
G1000 Instrumentation
In the G1000 equipped aircraft, the instrumentation is generated on an LCD
screen, called the Primary Flight Display (PFD), by the Air Data Computer (ADC),
the Attitude Heading Reference System (AHRS), a magnometer, and the
Integrated Avionics Unit (IAU).
The pitot-static system operates in the same way as the conventional aircraft, the
only difference is that the pitot and static signals are fed to the Air Data Computer
which converts the signals into digital format to generate the required display on
the on the PFD screen.
The pitot-static system also feeds a stand-by conventional altimeter and airspeed
indicator which are mounted on the bottom of the instrument panel, for use if
there is a failure of the G1000 or of the electrical system.
The artificial horizon, and turn and skid indicator receive their attitude information
from the AHRS and the directional indicator receives heading information from
the magnometer.
Additionally there is a vacuum pump (as described above) which powers a
conventional gyro operated artificial horizon, for the stand-by instrumentation.
Stall Warning
The aeroplane is equipped with a pneumatic-type stall warning consisting of an
inlet in the leading edge of the left wing, and an air-operated horn near the upper
left corner of the wind-shield.
As the aeroplane approaches a stall, the low pressure of the upper surface of the
wings moves forward around the leading edge of the wings. This low pressure
creates a differential pressure in the stall warning system which draws air through
the warning horn, resulting in an audible warning at approximately 5 to 10 knots
above stall in all flight conditions.
The stall warning can be checked during the preflight inspection by applying
suction over the vent opening. A sound from the warning horn will confirm that
the system is operative.
Alternate Stall Warning System (RG Model Only)
The C172RG is equipped with a vane-type stall warning unit, in the leading edge
of the left wing, which is electrically connected to a dual warning unit located
behind the instrument panel. The vane in the wing senses the change in airflow
over the wing, and operates the dual warning unit, which produces a continuous
tone over the internal speaker at airspeeds between 5 and 10 knots above the
stall in all configurations.
If the aeroplane has a heated stall warning system, the vane and sensor unit in
the wing leading edge is equipped with a heating element. The heated part of the
system is operated by the PITOT HT switch, and is protected by the PITOT HT
circuit breaker.
The stall warning system should be checked during the pre-flight inspection by
momentarily turning on the master switch and actuating the vane in the wing.
The system is operational if a continuous tone is heard on the aeroplane speaker
as the vane is pushed upward.
Ancillary Systems and Equipment
Lighting
Instrument and control panel lighting is provided by flood lighting, and integral
lighting (internally lit equipment) and, optional post lights (individual lights above
the instruments).
Two rheostat control knobs on the lower left side of the control panel, labeled
PANEL LT and RADIO LT, control intensity of the lighting.
A slide-type switch on the overhead console, labeled PANEL LIGHTS, is used to
select flood lighting in the FLOOD position. Flood lighting consists of a single red
flood light in the forward part of the overhead console. To use the flood lighting,
rotate the PANEL LT rheostat control knob clockwise to the desired intensity.
The external lighting system consists of:

 navigational lights on the wing tips and top of the rudder;
 single or dual landing/taxi light mounted in the front cowling nose cap;
 a flashing beacon located on top of the vertical fin;
 strobe lights installed on each wing tip;
 a courtesy light recessed into the lower surface of each wing slightly;
outboard of the cabin doors.
All lights (except the courtesy) are controlled by switches on the lower left side of
the instrument panel. The switches are ON in the up position and OFF in the down
position. The courtesy lights are operated by the DOME LIGHTS switch located on
the overhead console. The switch should be pushed to the right to turn the lights
on.
The most probable cause of a light failure is a burned out bulb; however, in the
event any of the lighting systems fail to illuminate when turned on, check the
appropriate circuit breaker. If the circuit breaker has opened (white button popped
out), and there is no obvious indication of a short circuit (smoke or odor), turn off
the light switch of the affected lights, reset the breaker, and turn the switch on
again. If the breaker opens again, do not reset it.
Cabin Heating and Ventilating System

Heated air and outside air are blended in a cabin manifold just aft of the firewall
by adjustment of the heat and air controls.
The temperature and volume of airflow into the cabin is controlled by the pushpull
CABIN HT and CABIN AIR control knobs. Both controls permit intermediate
settings.
Cabin heat and ventilating air from the manifold to the cabin is supplied by two
ducts, one extending down each side of the cabin to an outlet at the front door
post at floor level. Wind-shield defrost air is also supplied by dual ducts leading
from the cabin manifold to outlets on top of the glare shield. Two knobs on each
outlet control sliding valves which permit regulation of defroster airflow.
For cabin ventilation, pull the CABIN AIR knob out.
To raise the air temperature, pull the CABIN HT knob partially or fully out as
required.
For improved partial heating on mild days, pull out the CABIN AIR knob slightly
when the CABIN HEAT knob is out. This action increases the airflow through the
system, increasing efficiency, and blends cool outside air with the exhaust
manifold heated air, thus eliminating the possibility of overheating the system
ducting.
Separate adjustable ventilators supply additional ventilation air to the cabin. One
near each upper corner of the wind shield supplies air for the pilot and copilot,
and two ventilators are available for the rear cabin area to supply air to the rear
seat passengers. Each rear ventilator outlet can be adjusted in any desired
direction by rotating the entire outlet. Rear seat ventilation airflow may be closed
off completely, or partially closed, according to the amount of airflow desired, by
rotating an adjustment knob protruding from the centre of the outlet.
The cabin heating system uses warm air from around the engine exhaust. Any
leaks in the exhaust system can allow carbon monoxide to enter the cabin. To
minimize the effect of engine fumes, fresh air should always be used in
conjunction with cabin heat.
Carbon monoxide is odorless and poisoning will seriously impair human
performance, and if not remedied, could be fatal. Personal CO detectors are
inexpensive and available at most pilot shops.
Illustration 10d Heating and Air Ventilation Schematic
Avionics Equipment
The minimum standard fitting is a single VHF radio with hand mike and single
jack point, however most trainers have a dual place intercom with PTT (push to
talk) switch. Many aircraft have upgrades on the avionics systems so an overview
of general operation is included.
Audio Selector
Before operation of any radio
installation the audio selector
panel should be checked. The
audio selector selects the
position of the transmitter and
receiver for the radio
equipment on board.
The common audio selector

panel positions are:
 Microphone Selector: Illustration 10e Audio Selector Transmit on COM 1, COM
2,... etc. (sometimes called MIC 1, MIC2 for microphone);
 Receiver: Listen to COM 1/2, NAV 1/2....etc.; sometimes a BOTH selector
is available (as shown above)
 Audio Select: Listen to each channel on speaker, head phone or select off;
It is considered best practice to use COM 1 for the primary active frequency and
COM 2 for any auxiliary frequencies when required (such as TIBA, ATIS, or
listening ahead to the next frequency), and always reselect the transmit to the
active frequency after use, to avoid selection errors.
Intercom
The intercom sometimes incorporated in the audio select panel contains at least
a volume and squelch control.
The volume control is for adjusting the crew communication volume. The
squelch for adjusting the sensitivity of the crew voice activation. If the squelch
is too sensitive there will be a constant static sound, if it is not sensitive enough
it will be difficult to talk.
Four place intercoms usually will incorporate an isolate switch for isolating the
left seat from the passengers, to prevent interruptions during critical phases of
flight. These may also contain dual volume and squelch controls for the crew
and passengers, and some have ATC playback functions.
VHF Radio Operations

Once the audio panel has been set, the crew communication established, if
required, and the radio switched on, correct operation should be confirmed prior
to transmitting. All VHF radio installations will have a squelch selection to check
volume and for increased reception when required. This is either in the form of a
pull to test button or a rheostat, turned, until activation is heard. Thereafter initial
contact should be established if on a manned frequency.
Most modern radio installations have an indicator to confirm the transmit button
is active (typically a T or Tx) and often an indication if another station is
transmitting (an R or Rx). This must be monitored when initiating radio
transmissions.
Radio Discipline
Good radio discipline is important to ensure safe and effective radio
communications.
When using VHF radios, unless there is a special reason not to, it is
recommended to use COM1 for the active frequency (the responsible ATC
station or unmanned frequency for the air space you are flying in), and COM 2
for secondary frequencies (company operations, ATIS, listening on the next
unmanned frequency in advance, air to air non-essential frequencies).
Ensure the volumes of the relative stations are adjusted so that the active ATC
frequency is loudest.
Always return the transmitter (microphone) selector to the active frequency again
to avoid inadvertently transmitting on the wrong station.
In the case of a radio with Rx/Tx indications, always look at the radio your using
before selecting the PTT, to ensure there is no one transmitting, that is, no 'Rx'
indications, and on pressing the PTT, to ensure you have the correct radio,
correct 'Tx' indications.
Transponder
Wherever installed transponders should be switched to standby after start to allow
for warm up time. When entering an active runway for departure, until leaving
the active runway at the end of the flight, the selector should be in ALT if available
or ON.
Even in non-radar airspace, it is vital to have the transponder on, since many
aircraft now contain TCAS (Traffic and Collision Avoidance System), which can
observe other transponder equipped targets for traffic separation purposes.
The following international transponder codes are useful to remember:
Where no code is specified 2000

Emergencies 7700
Radio failure 7600
Unlawful Interference 7500
Typical IFR Radio Installation (Conventional Aircraft)

The picture on the following page illustrates a typical full IFR avionics
installation. The avionics are often referred to as an “avionics stack”, since they
fit neatly on top of each other in a stack, taking most of the centre console.
G1000 Avionics
On the G1000, the typical “avionics stack” is entirely replaced by selections on
the PFD and MFD, that is, the dual screens of the G1000, and the centre audio
panel.
The Garmin's Integrated Avionics (GIA) computer contains the hardware behind
the avionics display on the PFD/MFD display units (GDU) and the audio panel
(GMA). Along with the transponder the (GTX), these units fulfil the entire
functions of the conventional avionics stack.
The Com 1 and Com 2 controls are available on the top right of the PFD and MFD
display units.
The centre mounted audio control panel provides audio, microphone, and
intercom selections, including a playback function.
Nav 1 and Nav 2 are on the top left of the PFD and MFD display units, The Nav
1 and 2, and the GPS can be selected on the CDI or as bearing indicators,
displayed on the HSI. When the bearing indicators are displayed, the Garmin
provides a GPS distance to the selected VOR or GPS point.
The GPS is integral, controls are via the FMS knob the bottom right of the PFD
and MFD. The display is available on the MFD, or alternatively as an inset on the
PFD.
The ADF and DME, where installed, can be selected to display as bearing indicators
on the HSI.
The Mode S transponder has soft key controls at the bottom of the PFD screen,
and has it's own input to the signal, via the GTX unit to the integrated avionics
unit.
Where installed, the autopilot selections, with the Garmin GFC700 integral
autopilot are on the centre audio panel. Earlier models have a separate Bendix
King autopilot, which couples to the heading and navigation modes, but not the
altitude bug, this is set on the autopilot itself.
Typical Avionics Installation (Avionics 'Stack')
Illustration 10f IFR Radio Stack
From top: Audio Selector, GPS, Com 1/Nav 1, Com 2/Nav 2, Transponder, ADF,
in this case only the DME is missing.
Garmin Avionics
Garmin Hierarchy

FLIGHT OPERATIONS
Note: The C172 has a great deal of variations, and hence many items in this
section will contain items marked “if applicable”. Additionally note, speeds vary
significantly between models and the figures here are for reference only, not for
operational use.
Information in this section must be used as advisory only, and should be
referred to in conjunction with the POH of the aircraft concerned. Owners and
operators must develop their own checks and checklists, with reference to their
POH and the operation being conducted.
PRE-FLIGHT CHECK
The pre-flight inspection should be done in anticlockwise direction as indicated in
the flight manual, beginning with the interior inspection.
Before beginning the pre-flight inspection ensure all covers and external control
locks are removed and stowed in their correct places, and all required equipment
for the flight (maps, headsets, knee-boards, pencils, navigation tools, fuel
strainers and dipsticks, keys etc) is on board, serviceable, and in it's correct
position.

Cabin
Ensure the required documents (certificate of airworthiness, maintenance release,
radio license, weight and balance, flight folio, flight manual, and any other flight
specific documents) are on board and valid.
Ensure the aircraft flight manual, and supporting documents are available and
accessible in flight.
Check all required emergency equipment for condition, location, and
serviceability.
Perform a visual inspection of the panel from right to left to ensure all instruments
and equipment are in order, including the following items.
Control lock – REMOVE Master switch – ON

Ignition switch – OFF Fuel quantity – CHECK
Lights – OFF except beacon Flap lever – full DOWN (electrical)
Gear Lever – DOWN (C172RG) Master switch – OFF
Fuel selector valve – CORRECT TANK
G1000 Models
Additionally for G1000 equipped aircraft the following items need to be checked
after selecting the master switch on:
Ensure PFD display visible, check the required annunciators are displayed.
Confirm both avionics fans are operational – turn on each of the avionics buses
separately and confirm the fan can be heard.
With the master switch off, test the standby battery – hold in the TEST position
for approx 20 seconds ensure green light remains on. (This test is described
before start in the POH, however if the standby battery is required for flight it is
preferable to complete the test now).
C172RG
Confirm the gear lever is down before turning the master switch on, to prevent
inadvertent gear retraction.
Operational Check of Lights and Pitot Heat

Before turning the master switch off, if lights and/or pitot heat are required,
switch all lights and pitot heat on. Confirm visually that all required are
operational, and confirm the pitot heat is operational by touch, then turn all off
again except beacon. This is required for a night flight and a good idea for all
flights. Note: always confirm pitot cover has been removed before turning the
pitot heat on, and take care when touching the hot element.
Exterior Inspection
Visually check the airplane for general condition during the walk-around
inspection, ensuring all surfaces are sound and no signs of structural damage,
worked rivets, missing screws, lock wires or loose connections.
Tail Section
Check aft fuselage and tail section top, Ensure elevator and trim secure and
bottom, and side surfaces for any undamaged, linkages free and
damage. Air-conditioning and alternate unobstructed, ensure balance weights
static if installed unobstructed. Ensure and fairings secure, check full and free
aft baggage door closed and contents movement of elevator.
secure.
Check rudder linkages and turn-buckles Check beacon, aerials and rear secure,
unobstructed, and elevator has navigation light undamaged and free movement
(do not check full secure movement of the rudder with the wheel on the ground).
Check lower tail and tie down for any sign of tail strike.

Right Wing
Check flap does not retract if pushed

and flap rollers allow small amount of
play in down position.
Check all surfaces for any damage,

inspection panels secure, all aerials
undamaged and secure.
Check flap surfaces and tracks for
damage, ensure rollers are free and in
good condition, and fastenings secure.
Check aileron for damage, full free

movement, and security of all hinges,
control connections, and flutter
weights.
by
Check top and bottom wing surfaces
for any damage or accumulations.
Check condition, security and colour of Ice or excessive dirt must be
navigation light. removed before flight.
Check visually for desired fuel level Check that fuel cap is secure again using a suitable
calibrated dipstick. after checking the fuel level.
 Note, always confirm the fuel visually – never rely on the gauges alone.

Use sampler cup to check for water,Check the condition and security of
sediment and proper fuel grade. fairing (if fitted), strut and wheel.
Check the tyre for wear, cuts, bruises, Check the security and condition of
slippage and recommended tyre hydraulic lines, disc brake assembly
pressure. Remember, any drop in and all fastenings.
temperature of air inside a tyre causes a
corresponding drop in air pressure.
 Note, where possible roll the aircraft forward, flat spots often come to rest on the
point of contact with the ground, where they cannot be seen.
Nose
by
Check security of nuts and split pins, Check freedom of operating linkage, state of
tyre. and security and state of shimmy
If applicable, check cowl flaps and squat damper. switches (RG
and FR/R models).
Check condition and security of air filter. Air  Always treat the propeller as live!
filter should be clear of any dust or other Security and condition of engine
foreign matter. Visually check exhaust for cowling. On the picture fastening
signs of wear, if engine is cool check indicated by arrow is not secure.
exhaust is secure.
Check landing light and taxi lights for
condition and security (if nose mounted).
Check oil level above minimum for the
required flight.
Before first flight of the day and after each
refuelling, take a fuel sample. Check
strainer drain valve, oil cap and inspection
cover are properly closed once inspection
complete.
Check propeller and spinner for nicks and
security. Ensure propeller blades and
spinner cover is secure. When engine is cold
the propeller may be turned through to
assist with pre-start lubrication.

Differences on the Left Side
Check static vent unobstructed.

Ensure the pitot tube cover is
removed, and check the pitot tube
for cleanliness, security and ensure
unobstructed.
Check the fuel vent is unobstructed.
Check condition and cleanliness of

landing light (if wing mounted).
Check the fuel tank vent for
security and clear opening
passage.
Check Stall Warning Opening for
by
stoppage. To check the system, place

a clean handkerchief over the vent
opening and apply suction; a sound
from the warning horn will confirm
system operation.
Final Inspection
Complete a final overall review to ensure all chocks and covers are removed and
the aircraft is in a position to safely taxi without requiring excessive manoeuvering
or power application.
Passenger Brief
After completion of the preflight inspection and preferably before boarding the
aircraft, take some time to explain to the passengers the safety equipment,
safety harnesses and seat belts, operation of the doors/windows and conduct
during flight.
The following items should be included:

 Location and use of the Fire Extinguisher;
 Location and use of the Axe;
 Location of the First Aid Kit;
 Location of emergency and normal water;
 Location of any other emergency or survival equipment;
 Latching, unlatching and fastening of safety harnesses;
 When harnesses should be worn, and when they must be worn;
 Opening, Closing and Locking of doors and windows;
 Actions in the event of a forced landing or ditching;
 Cockpit safety procedures (front seat passenger) and passenger conduct
during critical phases of flight.
It's a good idea to make a briefing card, to use as a prompt for your passenger
brief, to ensure you don't forget anything.
NORMAL OPERATIONS

Starting and Warm-up

Before engine start or priming, all controls should be set in the appropriate
positions, the instrument panel set up and the pre-start checks completed. The
panel set up should be a flow through in a logical order to ensure all equipment
is set up correctly, serviceable and accessible.
Ensure seats are adjusted carefully for height, forward travel and seat back
position, and locked in place. Ensure all seat belts are secure, and all doors secure.
Once all the flow items are complete and the panel prepared for starting, a before
start checklist can be completed.
Checklists before start may be broken down into 'master off' and 'master on'
checks, to avoid prolonged time with the master on. These checks may be more
aptly named 'before start', and 'ready to start' checks, or may be combined into
one checklist with a line in between before start, and fully ready to start items.
The latter, master on, items are done only once the aircraft has a start clearance,
and is in a position to immediately start the engine. The reason for splitting up
the checklist is that certain items such as selecting the master on, should not be
done too far in advance of the start, as the delay will run down the battery.
 Once before start flows are completed, the following master off before
start checklist is recommended:
● Preflight Inspection – COMPLETE;
● Tach/Hobbs/Time – RECORDED;
● Passenger Briefing – COMPLETE;
● Brakes – SET/HOLD;
● Doors – CLOSED/LOCKED;
● Seats / Seatbelts – ADJUSTED, LOCKED;
● Fuel Selector Valve – BOTH/CORRECT TANK;
● Carburettor Heat – COLD (if applicable);
● Cowl Flaps – OPEN (if applicable);
● Pitch – FULL FINE (if applicable);
● Undercarraige – FIXED / DOWN (as applicable);
● Avionics – OFF;
● Electrical Equipment – OFF; ● Rotating Beacon – ON.
 Once ready to start with all before start items complete, and with the
standby battery armed (if applicable) and master switch ON, complete
the 'ready for start' or 'master on-before for start' checks:
● Engine Instruments – CHECKED;
● Electrical Instruments – CHECKED;
● Annunciators – CHECKED (if applicable); ● Circuit Breakers –
IN.

After completing all before start checklists, the start is then accomplished as a
procedure, since the actions are required to be carried out in a timely manner,
with prior knowledge of the actions, and cannot be read from a checklist.
 When the before start checklist is complete the start procedure:

● Propeller Area – CLEAR.
● Prime – AS REQUIRED (0-3 strokes, or 0-5 seconds, 6 gal/hr);
● Mixture – RICH/AS REQUIRED*;
● Throttle – SET approx ½ centimetre**;
● Starter – ENGAGE;
● Throttle – 1000RPM (maximum);
● Oil Pressure – RISING (within 30 seconds maximum); ●
Electrical System – Charging.
*To provide sufficient fuel for starting, the mixture should be full rich at all
altitudes. After successful starting, above 3000ft density altitude, leaning is
required to prevent spark plug fouling during ground handling at low power
settings. Starting for the Lycoming IO360 Lycoming engines (C172R and later)
requires the mixture to be at idle cut-off until the engine fires. If purging is
required before priming, the mixture will also need to be set at cut-off, en-richen
the mixture for priming once the fuel pump runs smoothly or after 5-10 seconds.
**The throttle should be advanced approximately ¼ inch (½ centimetre) to

provide the correct amount of fuel for starting, and to provide approximately
1000rpm after start. If the throttle is advanced too much flooding or backfiring
can occur, which can lead to an induction fire, also the engine will over-rev after
start before the oil has had time to lubricate all parts, causing damage.
Before engaging the propeller, it is vital to check that the propeller area is
clear.
Priming
If the engine is cold, it will need to be primed before starting. Note, if no heat was
felt from the engine area during the preflight, the engine is cold. One to three
strokes of the primer will be required depending on the ambient and engine
temperature. Even in warm outside temperatures a little priming will improve
starting characteristics. Warm engine starts do not normally require priming.
Priming before start using the throttle should be avoided as the carburettor is
located at the bottom of the engine and by advancing the throttle, fuel is primed
from carburettor into the engine. As no suction is available from the engine, all
fuel is collected in the carburettor. After igniting the engine, this excess fuel may
explode in the carburettor and/or begin burning in the intake, damaging the
engine.

Fuel injected engines are primed using the auxiliary (electric) fuel pump. With the
mixture rich, the pump is selected on and the throttle is opened to achieve the
desired fuel flow indication, for the desired time, depending on priming required.
In hot conditions, or with a very hot engine, the fuel pump should be used to clear
vapourised fuel before priming by selecting the fuel pump on with the mixture
idle cut-off for a few seconds.
If over priming occurs, engine clearing, turning the engine over with the mixture
at idle cut-off, may be needed. This may be combined with a flooded start
procedure. Ensure starter limits, not more than 30 seconds without cooling, are
observed.
Start
Before engaging the starter ensure the area is clear, ensure you are looking
outside. For starting with the mixture rich, keep one hand on the throttle for
adjustment during starting or as the engine fires, and ensure feet are on the
brakes (light aircraft park brakes are not self adjusting and may have become
weak with brake wear).
The engine is started by turning the ignition key into START position, to turn over
the engine. The key is sprung loaded back to the BOTH and can be released once
the engine starts.
On starting, engine RPM should not be permitted to increase more than 1000rpm
until the engine oil pressure has begun rising. If the throttle has been advanced
during starting, or the initial setting is incorrect, it is important to ensure the
throttle is immediately reduced as the engine begins to run. In no circumstances
should the engine RPM be allowed to over-rev on start up. It takes time for the
oil to reach all the moving parts, hence rpm should be kept to a minimum until
sufficient oil pressure has developed and and the engine is properly lubricated.
After starting, if the oil gauge does not begin to show pressure within 30 seconds,
the engine should be shut down, and the fault reported to the maintenance,
before any further starts should be attempted. Running an engine without oil
pressure will cause serious engine damage.
Any fault in the electrical system or an annunciator fault will also require shut
down. The start process is only complete once the pilot is assured that the aircraft
engine is fully serviceable for flight. Only then the after start checks can begin.
Flooded Start
If the engine has been over primed, a flooded start may be completed. This
involves starting the engine with the mixture idle cut off and the throttle fully

open. As the residual fuel in the cylinders ignites, the mixture is increased to full
rich and simultaneously the throttle is reduced to idle. The procedure can also be
completed with the throttle set at a reduced power setting, this is less effective
in clearing the excess fuel but makes the starting procedure slightly easier.
This procedure does require some practice to avoid damaging the engine by
application of excessive rpm just after start, and must be completed under
supervision the first time it is attempted.
If the engine has been over primed, a clearing cycle may be needed. This would
naturally occur in the starting process when using a key starter, as if the engine
does not start within 30 seconds, cooling must be allowed before continued
attempt to start. Before ignition occurs the clearing procedure and starting
procedure are identical. Where a separate magneto and start switch is fitted, a
dedicated engine clearing procedure would be completed with the magnetos off
and the throttle must be fully open.
C172R and C172S Start Procedure
The recommended procedure for the late model Cessna 172R and later produced
from 1996 on, is to use a flooded start procedure, with the throttle set for idle,
that is approximately ¼ inch in. After priming using the fuel pump, the throttle is
reset to idle and the mixture is reset to idle cut off, the starter is engaged and
the mixture is richened as the engine ignites.
The engine should not normally be primed when hot, unless starting is difficult,
as it floods easily.
After Start
After start checks ensure all the critical items are completed prior to taxi. The
time spent completing the after start checks properly will also assist with the
engine warm-up prior to taxi.
At airfields above 3000ft density altitude, the mixture should be leaned for taxi
to prevent spark plug fouling. The recommended procedure is to lean to peak
rpm at 1200rpm.
A “live mag.” check should be done at this point, by selection of the left and
right positions to confirm both are operating. This is not an integrity check as
the engine is still cold. The purpose of the check is to prevent unnecessary
taxiing to the run-up point should one magneto have failed completely. Where
available, copy down the ATIS. Complete a self briefing on the expected taxi
routing. Check and set any available radios and navigation aids as required.

The direction indicator must be set to the compass for orientation purposes.
The transponder is set to standby for warm up, so that it is ready for use on
departure, and the assigned squawk code set.
If the flaps were left down during the pre-flight inspection, they must be
retracted, or set for takeoff, both to aid visibility, and because taxiing with the
flaps fully down incorrectly signals a hijacking is taking place.
Once after start procedures are completed, an after start checklist where available
should be completed:
The following after start checklist is recommended: ●

Mixture – SET;
● Flight Instruments – CHECKED AND SET;
● Flaps – RETRACTED/SET;
● Transponder – STANDBY/GROUND.
Taxi
Before taxi, confirm the taxi route to ensure you know which taxi ways to take,
and select the taxi light on to indicate you're about to move.
The brakes must be tested as soon as possible after the aircraft begins moving.
Most of the engine warm-up is conducted during taxi. If the engine is cold, for
example on first flight of the day, or when it is anticipated that high power settings
may be needed during taxi, additional time may be needed to allow the engine to
warm up prior to taxi. Ideally this warm up period should be sufficient to allow
the CHT, if fitted, to increase into the green range.
If the flight is being taken from an airfield where no taxi is possible (or only
very short taxi) additional warm-up time should be allowed before the engine
run-up and take-off .
The cowl flaps (where fitted) should not be closed for this warm up as this will
provide uneven temperature distribution which may damage the engine.
Taxi speed must be limited to a brisk walk, the aircraft is is its most unstable
condition on the ground, especially with strong winds that may reach minimum
flying speeds. When maneouvring around other aircraft, buildings, or
intersections, an even slower speed and extra care must be taken.
Brake use should be kept to a minimum by anticipation of slowing down or

stopping followed by reduction of power to idle prior to applying brakes. Except

for asymmetric braking during tight turns, never apply power and brakes at the
same time. This is unnecessary, producing counter active forces, and causes
additional wear on the brakes.
Flight control surfaces should be held in the correct position to ensure the aircraft
is not rocked or displaced and controls are not subjected to unnecessary forces
by the prevailing wind. The diagram below illustrates positions of controls in
relation to the relative wind for the best aerodynamic effects during taxi.
The following phrase may be helpful as a memory aid:

CLIMB INTO WIND,
DIVE AWAY FROM THE WIND.
That is, taxing into wind, pull back (climb) and turn towards the wind, taxing with
the wind behind you, push forward (dive) and turn away from the wind.
Additionally, controls should be held firmly to prevent buffeting by the wind, and
whenever taxiing over rough surfaces, bumps, or gravel, elevators should be held
fully aft to reduce loads on the nose wheel and propeller damage.
During the taxi, the flight instruments subject to movement, and navigation
instruments should be checked. For a VFR flight one directional turn is sufficient.

For IFR instruments functionality should be checked in both directions, and full
navigation aid functionality (where navigation aids are available) must be
confirmed prior to use.
 During a turn on the ground the following observations should be seen:

● Compass and Direction Indicator – INCREASING/DECREASING;
● Attitude Indicators – STABLE (not moving); ● Slip/Skid
Indicator – SKIDDING;
● Navigation Instruments – TRACKING.
 Once the above items are actioned, then complete a taxi checklist:
● Brakes – CHECKED;
● Flight Instruments – TESTED AND SET; ● Nav Instruments –
TESTED AND SET.
Run-up Before Takeoff

The run-up and before takeoff checks are usually performed on the holding point.
Advance the engine to 1700rpm (or 1800rpm depending on model) and perform
the following checks prior to take-off:
 Prior to take-off from fields above 3000ft density altitude, the mixture
should be leaned. As the air pressure decreases with altitude the air
density also decreases and so the engine receives less mass of air. If the
mixture is left in the full rich position, the air/fuel ratio will not be correct
(too much fuel or the mixture too rich). The correct air/fuel ratio is required
for engine to produce maximum available power.
● The following procedure may be used for leaning the mixture
prior to takeoff: lean the mixture by rotating the mixture knob
anticlockwise till peak rpm, then enrich the mixture for about 3
rotations. This procedure is similar to that carried out en-route
for leaning. This check may also be performed at lower
altitudes to check correct operation and setting of the mixture,
however the mixture should be returned to full rich before
takeoff;
 Carburettor heat should be checked by pulling and pushing the carburettor
heat control knob for a brief period of time. The engine rpm should drop
about 100rpm during the carburettor heat operation. Don’t operate the
system for prolonged period of time, because when the knob is pulled out
to heat position, air entering the engine is not filtered; Magnetos check
should be done as follows:
● Move ignition switch first to L and note the rpm drop.
● Next move the switch back to BOTH to clear the other set of
plugs and regain the reference rpm.

● Then move the switch to R position, note the rpm drop and
return the switch to BOTH position.
● Rpm drop in either L or R position should not exceed 150rpm
and show no greater than 50rpm differential between
magnetos;
 If the aircraft has a constant speed prop, a pitch check should be carried
out. Select the pitch control to full course, noting a drop in rpm, rise in
manifold pressure, and drop in oil pressure, select full fine again, allowing
no more than around 300rpm drop to prevent unnecessary stress on the
engine, and note all parameters return to normal. Repeat twice more for a
cold engine, ensuring the mechanism is adequately lubricated with warm
engine oil and operating smoothly, for a warm engine once is sufficient if
the correct operation of the CSU can be established.
 Verify proper operation of alternator, alternator control, suction system;
and correct indications (in the green) of all engine control gauges
 DI may be set to compass at this point as engine interference and suction
operation is more indicative at 1700rpm
 Reduce the engine rpm to idle to confirm idle operation on warm engine at
correct mixture settings, return to 1000 rpm for Pre takeoff checks
Pre-Takeoff Vital Actions

The flight manual provides the “minimum required actions” before takeoff,
generally there are some additional operational items to check. Many flight
schools or operators will have their own check lists and/or acronyms for the pre
take-off checks. Acronyms are highly recommended for single pilot operations,
and ideally should be used to complete memory checks followed by an
approved checklist.
One of the most popular acronyms for pre takeoff checks is detailed below:
 Too Trims and flight controls – tested and set;

 Many Mixture set for takeoff; Magnetos on both;
 Pilots Pitch full fine (as applicable);
 Go Gills (Cowls) open;
Gyros uncaged (as applicable) and set;
 Fly Fuel contents checked, selector on correct tank,
primer locked, fuel pump as required (normally off);
Flaps set for takeoff;
 In Instrument panel check from right to left, DI aligned
with compass, altimeter set, clock check, navigation
instruments set for departure, autopilot off;
 Heaven Hatches and harnesses secure;

 Early Electrics checked, circuit breakers checked, systems

checked.
The before takeoff checks and actions should be followed up by a pre-takeoff

checklist.
 After completing pre takeoff flows, the following pre-takeoff checklist

is recommended:
● Run-up – COMPLETE;
● Trim – TESTED and SET for takeoff;
● Flight Controls – CHECKED, AUTOPILOT OFF;
● Flight Instruments – CHECKED and SET
● Flaps – SET for takeoff;
● Fuel – CHECKED : on BOTH, quantity checked, primer locked,
pump off, as applicable;
● Mixture/Pitch/Power – CHECKED*/SET; ● Departure Brief
– COMPLETE**.
*Confirm the applicable required takeoff power, for normally aspirated fixed pitch, this is the
minimum and maximum static rpm, approximately 2300-2400rpm (varies with model). For
normally aspirated CSU this will be the redline rpm, and within approximately 1 inch of ambient
pressure.
**The departure briefing should include the normal takeoff, emergencies on takeoff, and any
applicable departure routing or clearance.
With all checks complete, and once fully ready for takeoff, continue to the holding
point for line-up.
Takeoff
Just like a great approach is an essential part of a great landing, a good line up
procedure is a very important part of a safe take-off.
Once cleared to line up, a logical sequence of checks is best:

Crossing the holding point onto the runway, wherever it occurs (e.g. either
entering to backtrack, or to line up, or just to taxi to the holding point where no
parallel taxiway exists), should trigger two items: the strobe lights and the
transponder. Note – if the runway is exited again e.g. when backtracking to a
holding point, when exiting the runway both will go off again, triggered by
crossing the holding point clear of the runway.
Once approaching the point of line up, a check of the essential items for takeoff,
flight instruments, engine instruments, and windsock is important. At this point
it's also a good idea to complete a final cockpit scan to ensure fuel, flaps, and
mixture are set, and take a mental note of the time.

The last item, once fully lined up, is to confirm the runway heading is correct. This
is of vital importance both to check the runway is the correct one, and to get an
accurate check of the magnetic heading, and is the only item that needs to be
done after completing the line up.
The landing light is turned on when takeoff clearance is received or, when
unmanned, with the final radio call for takeoff, which ensures you have a
clearance, or have made the essential radio call. At this point ensure the runway
is clear.
Unless on gravel surfaces, or with traffic on final approach, it is always good

airmanship to line up straight on the runway centreline, stop. Ensure the line up
checks are complete, and ensure the aircraft is aligned with the runway centreline,
then runway is clear, and correct.
The following items should be selected and checked on line up, (these also have
a helpful acronym):
 REmember Runway - CLEAR from obstruction, correct;

Engine temperatures and pressures -
CHECKED/GREEN;
 What Windsock – CHECKED, direction and strength (confirm
against reported wind), position control column accordingly;
 To Transponder – ALT (TA/RA or ON as applicable);
 Do DI – ALIGNED with compass and indicating runway
direction;
 Last Landing lights and strobes – ON;
Takeoff is always carried out under full power with the heels on the floor to avoid
accidentally using the toe brakes.
It is important to check full-throttle engine operation early in the takeoff run. Any
sign of rough engine operation or sluggish engine acceleration or less than
expected takeoff power is cause to immediately discontinue the takeoff.
For fixed pitch propellers, the engine should run smoothly and with constant static
rpm, minimum 2300 to maximum 2400 rpm* (or as applicable in the POH,
depending on engine installation). For CSU models, maximum rpm should be
developed (2700 or 2800) and manifold pressure should be within a maximum 1”
of ambient pressure**.
*Engines without a CSU will not develop full power without assistance from the relative airflow,
and will have a minimum and maximum “static” rpm, that is the minimum and maximum rpm
which should be obtained stationary, which must be checked early in the takeoff run.
**CSU aircraft should develop full rpm, and close to ambient pressure, this should be checked on
the manifold pressure gauge prior to start, to avoid gauge errors.

When taking off from gravel runways, the throttle should be advanced slowly.
This allows the aeroplane to start rolling before high rpm is developed, as loose
gravel is harmful to the propeller. On a rolling takeoff the gravel will be blown
back from the propeller rather than pulled into it.
Normal Takeoff
In a normal takeoff, the elevator should be slightly aft. This protects the
nosewheel by “holding the weight off” the nose-wheel with aerodynamic pressure.
This will also reduce frictional drag, assist with a smoother takeoff roll, and a
smoother rotation at the right speed.
Keep the aircraft straight on the runway, and balanced during the climb with
rudder (this will require right rudder due to the slipstream and torque effects).
Rotate at the applicable normal takeoff rotation speed, approximately 50-55kts,

depending on model.
Once airborne initially maintain the applicable best rate of climb, at a safe
altitude, not below 300ft AGL, confirm the speed is above 60kts and retract the
flaps if used, then complete the after takeoff checks.
Wing Flaps Setting on Takeoff

Using the flaps for takeoff will always shorten the ground roll, but it will also
always reduce climb performance of aircraft. Which one has more effect on the
total takeoff distance, that is the distance to a height of 50ft above the runway,
is determined by the manufacturer in flight testing and prescribed in the POH as
the recommended short field takeoff technique.
Most C172 models specify flap up for short field takeoff. Models with larger
engines (C172P, 1981 and later, 160 and 180hp), specify flap 10 for short field
takeoff. Early models specify flap 10 for minimum ground run take-off, and flap
up for obstacle clearance take-off, which provides the best insight into the effects
of flap on takeoff for the C172.
Note, takeoff data is usually only provided for the recommended short field
takeoff, however climb data is provided for a clean climb, leaving a paradox. The
following advice should be viewed with full consideration for field length.
Selection of 10 degrees flap provides higher lift, reducing frictional drag, and
permits takeoff speeds approximately 5kts lower than with flaps up. This results
in reducing the takeoff roll by approximately 10%. However this advantage is lost

if flaps up speeds are used, or in high altitude takeoffs at maximum weight where
climb performance is marginal.
The 10 degree flap takeoff is sometimes referred to as the “minimum ground run”
takeoff. And, field length permitting, it is recommended by Cessna for all soft field
takeoffs. Seaplane models normally always require flap for takeoff, so the
increased lift counteracts the effects of the high frictional drag from the water,
(see more on soft fields below).
Use of 10 degrees wing flaps is not recommended for takeoff when there are
obstacles in the climb out path, or at high altitude in hot weather (high density
altitudes). If an obstruction requires the use of a steep climb angle, after lift off
establish climb out at the recommended obstacle clearance speed specified for
the flap setting used. This speed provides the best overall climb speed to clear
obstacles. Because of the low margin above the stall speed, care should be taken
in gusty conditions and in consideration of the turbulence often found near ground
level.
If flaps are used for takeoff, they should not be retracted below 300ft AGL,
and only once clear of any obstacles, and after a safe flap retraction speed of
60kts is reached. Flaps retraction causes a loss of lift, prior to gaining any benefit
from the reduced drag. Retracting the flaps with insufficient speed may result in
loss of altitude or a stall. While accelerating to the minimum safe speed to retract
the flaps there will be temporarily a minimum climb performance.
Once the obstacles have been cleared, and a minimum safe altitude reached
(300ft AGL), the aircraft can be accelerated and flaps retracted (upon passing
60kts), where the normal flap-up initial climb-out speed (Vy) can be established.
Short Field Takeoff

For a short field takeoff, to achieve the required performance, as mentioned in
the previous paragraphs, the applicable technique and flap setting established by
the manufacturer, and specified in Section 5 of the POH, must be used.
The Cessna 172 POH does not specify a short field takeoff rotation speed. It
requires a 'tail low' or 'aft elevator' technique for short field takeoff. The ground
roll is started with slightly aft elevator taking the frictional drag off the nose wheel
while not significantly increasing the aerodynamic drag. No rotation speed is
provided, the requirement is for the aircraft to 'lift off at minimum speed', at the
earliest possible point, and once airborne accelerate to Vx in ground effect. This
technique requires a lot of pilot skill, and some operators prefer to specify a
rotation speed, usually around 50kts, or 5-10kts below the normal rotation speed.

However, only when the POH specified technique is used will the minimum
distance be achieved.
Where there are no obstacles, once airborne, the aircraft may be accelerated to
Vy. When there are obstacles, the recommended short field speed, Vx with the
applicable flap setting, should be maintained until clearing obstacles.
Where climbing at Vx with flap 10, the aircraft must be accelerated to above
the minimum retraction speed, usually 60kts, prior to raising the flap. Once clean,
the climb may be continued at Vx clean, or usually, since obstacles are no longer
a factor, at Vy. Acceleration to above minimum flap retraction speed is usually
accomplished quickly, however it should be noted, that climb performance is
marginal during the acceleration phase.
Where flying an an RG model, the POH specifies to retract gear above 63kts,
and AFTER obstacle clearance, (that is, not just on first indication of a positive
rate of climb, nor at the end of the usable runway like most retractable
procedures). The Cessna single engine system of gear retraction has the
distinctive feature of initially causing more drag as the gear moves into the
slipstream, before retraction, and therefore should not be retracted too early.
The figures and methods prescribed in the flight manual are those flight tested
and certified by test pilots for the required performance. Any deviation from the
recommended procedure should be expected to give a decrease in performance.
Soft Field Takeoff

For soft or rough field takeoffs it is recommended to use the highest flap setting
permitted for the field length, this may be 0, 10, or 20 depending on model and
additional fittings, e.g. a STOL kit. The extra lift provided helps reduce the high
frictional drag of the soft field, reducing the ground roll.
Soft or rough field takeoff's are best performed by lifting the aeroplane off the
ground as soon as practical in a slightly tail-low attitude, then once airborne
accelerating to the required speed (Vy or Vx, as described above in Short Field
Takeoff). It is more essential to reduce the ground friction as soon as possible, as
on a soft field the frictional drag has a much higher effect on hindering
acceleration during the ground roll.
The Cessna POH typically does not provide very much information on the effect
of surface conditions on takeoff rolls. A factor is provided for dry grass fields only.
It must be remembered that frictional drag caused by rough or soft surfaces
including the effects of recent rain, long grass, or sand, are extremely detrimental
to your performance. A table of recommended figures from the

UKCAA is provided in the PERFORMANCE section of this book, and may be used
as a guideline in these situations. When in doubt always add a significant safety
factor.
Crosswind Takeoff
Crosswind takeoff is commenced with controls into wind, then as speed increases
controls are gradually straightened. It is vital that the into wind wing is not
permitted to lift. To achieve this, takeoff is achieved with a very slight amount of
aileron into wind, at the point of rotation. The amount of aileron is only enough
to prevent the into wind wing lifting first, and will assist with the after takeoff
heading change (crab), but not enough to produce any significant bank.
During a crosswind takeoff, if the aircraft becomes airborne too early, it will tend
to move sideways with the air mass and sink back onto ground with strong
sideways movement which may damage the undercarriage.
The recommended technique, where field length permits, is to hold the aeroplane
firmly on the ground to slightly higher lift-off speed, then positively lift-off with a
backward movement of the control column.
Crosswind takeoff should be completed with the minimum required flap setting
for the field length, allowing for a higher rotation speed. This helps prevent lifting
off prematurely, and makes the aircraft more controllable on the ground and in
the final stages of the takeoff, from airborne to 50ft.
Once airborne, while maintaining balance, the aircraft nose is turned slightly into
wind to prevent drift on climb-out, termed, ‘crabbing into wind’.
Maximum Demonstrated Crosswind Component

The maximum demonstrated crosswind component is measured at a height of 33
feet. This is the highest value for which the aeroplane has been tested during
takeoff and landings.
The POH definitions describes the “Demonstrated Crosswind Velocity” as follows:

“Demonstrated Crosswind Velocity is the the velocity of the crosswind component
for which adequate control of the aeroplane during takeoff and landing was
actually demonstrated during certification tests. The value shown is not
considered to be limiting.”
Although it is not considered limiting, it is good practice to not exceed this value.
It is also vital that an inexperienced pilot should reduce this value even further.

Some early models may not included a maximum demonstrated crosswind in the
operating handbook, in later models a maximum demonstrated crosswind
component of 15kts or 20kts is specified, depending on model.
Takeoff Profile
Normal takeoff should consist of the actions depicted below in each phase of
departure.
To allow for all variations of C172, pitch and gear have been included in the takeoff
profile considerations. This also provides a profile which is consistent for all
conventional light aircraft operations, and in fact, aside from the different power
controls, it remains consistent with all larger aircraft too.
Flap, power and speed need to be concisely managed, and there is a specific
requirement and order for each at each phase in the takeoff, and this does not
change.
The takeoff profile can be summarised as follows:
1. Minimum speed/recommended rotate speed (approximately 50kts for

anormal takeoff): Rotate- raise the nose wheel/lift off, tap the brakes to stop the
wheels moving, reducing the vibrations often felt from imbalances when they are
allowed to decelerate on their own.
2. At the end of the runway, at the latest, a minimum speed of 60kts

shouldhave been achieved.
For the C172RG, once no usable runway left, and a positive climb achieved, and
above any minimum gear retraction speed, tap brakes (again for a cross check to
prevent damaging the wheel bay) and raise the gear.
3. Once airborne: Accelerate to initial climb speed (60-75kts), best angle

ofclimb (approximately 60kts) when obstacles exist or best rate of climb
(approximately 75kts) to achieve maximum height in minimum time and reduce
the risk exposure close to the ground.
4. At a safe height away from the ground and above obstacles in the
takeoffpath: (allowing for further acceleration if required, typically not below
300ft AGL), accelerate to above the minimum flap retraction (60kts) and raise
the flaps.
5. Once flaps are retracted, if applicable reduce to climb power

(maximumcontinuous), this is typically only required on CSU models. Power
reduction is commenced only after you have removed all the drag, and above an

altitude permitting a reasonable chance of a safe outcome from an engine failure,

whilst observing the take-off power limitation time (typically 5 minutes if
applicable).
With a CSU, this should be done by first reducing the manifold pressure, then
RPM, followed by mixture setting if applicable. Reducing RPM will increase the
manifold pressure slightly. Fine-tuning of the manifold pressure may be done after
adjusting the mixture, once all the engine parameters are stable.
6. Continue to climb at best rate of climb until above 1000ft AGL minimum
forVMC/VFR operations; 1500ft or above MSA, whichever is higher in IMC or in
mountainous terrain.
7. If performance permits, accelerate to an en-route climb, to achieve

thedesired climb profile (80-90kts or approximately 500 ft/min).
8. Complete the after takeoff checks (flows) and/or after takeoff checklist
asavailable.
A takeoff profile summary diagram can be seen below.
Takeoff Profile Diagram

7.Accelerate
to cruise
6. Climb at climb or as
best rate of required.
5. Within 5 climb to
4.Clear of minutes, and minimum 8. Complete
obstacles/ above 500ft 1000ft AGL ATO checks.
safe height: AGL, (1500 IMC).
Vy, above power to

3.Climb at
60kts Maximum
best angle
(Vx) or best minimum
2.DER:
1. Keep 60kts rate (Vy) of raise flaps.
minimum. climb as
elevator
No runway required.
slightly tail
low, check left raise
fuel flow for gear (RG).
placard, lift
nose wheel
approx
50kts.
reduce
Accelerate to
Continuous (if
applic.).

After Takeoff Checks

After takeoff, the brakes are applied gently, and above minimum speed gear is
retracted for retractable models, then select the landing light off. The purpose
of applying is brakes is to gently stop the wheels turning, to prevent vibration
as the wheels slow down and to prevent damage to the wheel well for
retractable models. The landing light is selected off at this point, as the takeoff
is complete, and many aircraft have landing lights on the undercarriage, so it's
a good habit.
Once above minimum flap retraction altitude, and above minimum flap
retraction speed, raise the flap. After flap retraction, where required, reduce
power to maximum continuous (C172RG, FR/R172K), for constant speed
models this is achieved by reducing manifold pressure, then pitch, and then
leaning mixture (if required, for takeoff above 3000ft density altitude).
Once established in the climb with all the actions complete, the after takeoff
checklist is completed.
 Typical after takeoff checklist is as follows (BUMFFEL):
● Brakes – CHECKED -on and off;
● Undercarriage – FIXED/UP (as applicable);
● Mixture / Pitch / Power – SET for climb;*
● Flaps – UP;
● Fuel – CHECKED (on BOTH, quantity checked, primer locked, pump
off, as applicable);
● Engine’s Temperature & Pressure – CHECKED; ● Landing Light –
OFF / AS REQUIRED.
Note, the sequence of brakes, gear, landing light, raising flap, then reducing
power, power, pitch, mixture, as described above, is very important; the checklist
sequence differs, however, as the checklist is completed after the items are
complete, and is sequenced both for consistency in after takeoff and
downwind/approach checks, and for convenience of the acronym.
Climb
The normal flap up climb is made at an airspeed of 70-80kts using full, or, if
applicable, maximum continuous power.
For a maximum rate climb, the best rate of climb speed- Vy, approximately 70kts,
is used. This enables reaching the desired altitude as quickly as possible, as it
gains the greatest altitude in a given time.
The best rate of climb reduces with altitude, from around 74kts at sea level, to
around 68kts at 10,000 feet (varying slightly with model).

When required to clear an obstacle, the maximum angle climb speed – Vx,
approximately 60kts, is used. This gains the greatest altitude for a given
horizontal distance. Vx has the minimum permissible margin above the stall, and
the slow airspeed results in reduced cooling causing higher engine temperatures.
For this reason, Vx should only be used when needed, for example for short
periods while clearing obstacles.
If sufficient performance allows, a cruise climb may be achieved by lowering the

nose to maintain a rate of climb of approximately 500ft/min, with a climb speed
of 80-85kts (90-100mph). This may be only possible at lower altitudes, as if the
rate of climb is maintained then the speed will begin to reduce towards Vy. For
this reason it is always best to trim maintain an airspeed, and elect to reduce the
speed once the rate of climb drops below an acceptable level.
With a heavy aircraft or high altitudes and temperatures, the aircraft will have
insufficient climb performance to accelerate to a cruise climb, and extended climb
at Vy may be required. For extended climbs at Vy, engine temperatures must be
monitored carefully, and an intermediate level off may be needed for cooling
purposes. These intermediate level off's can also be used for lookout, as visibility
during the climb is obscured.
Leaning during extended climbs may be required to maintain efficient engine

performance, and/or to reduce fuel consumption. Leaning is generally only
required when the altitude change is more than 3000ft, for example when
climbing from the coastal areas towards mountainous terrain or when high cruise
altitudes are required for range.
Leaning during the climb should be made in a similar way to the procedure for
richening during descent, that is, around one turn per 1000ft leaner whilst
monitoring engine temperatures, EGT and (if applicable) fuel flow gauge. The
takeoff and climb mixture settings should always be slightly richer than cruise for
engine cooling, and this method ensures that the climb mixture is never
significantly lower than that set and checked for the takeoff.
Cruise
Normal cruising is performed with the power in the recommended cruise range
(green arc). This is typically between 2200 - 2400rpm at will achieve a true
airspeed or around 105kts on most models (a little higher on late models, and
those with larger engines). The manoeuvres power range is normally from 1900
to 2700rpm (these power settings will vary with model).
The mixture should be leaned during the cruise for the most efficient engine
operation, to prevent carbon fouling, and to achieve the best fuel consumption.
Carburettor ice can be experienced during low rpm operation and can be

evidenced by a sudden rpm drop. Carburettor ice can be removed by application

of the Carburettor heat system by pulling the Carb heat knob. Since the heated
air causes a richer air/fuel mixture, the mixture setting should be readjusted when
the carburettor heat is used in cruise flight. The use of the carburettor heat is
also recommended during flight in very heavy rain to avoid the possibility of
engine stoppage due to excessive water ingestion.
Cruise Checks
During the cruise it is important to have periodic aircraft status checks. These
checks will not form part of a checklist, as they are considered normal flying duties
and should be done regularly as part of good airmanship, however it is helpful to
have an acronym to remind us what to check.
One of the recommended cruise checks is defined by the acronym 'HATFIRE',
as follows:
● H – Heading – CHECKED, heading aligned/synced, track/wind
noted, heading bug set;
● A – Altitude – CHECKED, descent profile checked, MSA checked,
QNH set, altitude bug set;
● T – Time, CHECKED, noted, ETAs revised, ATAs updated, to/from
way-point, timer set;
● F – Fuel – CHECKED, correct tank (selector on both) remaining
flight, time/time to diversion considered;
● I – Instruments – SET AND CHECKED, suction, amps,
annunciators; Icing – CONSIDERED, carb. ice/engine ice as
required
● R – Radios – SET AND CHECKED, required main and standby
● frequencies set, navigation frequencies set;
● E – Engine – CHECKED, temperatures and pressures green,
electrics checked, mixture set, crab. heat, and cowl flaps closed/as
required/applicable.
HATFIRE is also a useful way-point checklist, at top of climb, or at turning

points or en-route way-points, to be completed after the way-point to ensure all
required items were completed. Generally as many items as possible related to
each check should be considered. This ensures redundancy, and so helps to
avoid omissions.
Mixture Setting
Note: The information herein is based on the factory Cessna 172 engine installations, for any
modifications, refer to the instructions in the applicable POH supplements.

Mixture setting is carried out to achieve smooth engine operation and either best
development of power, or minimum fuel consumption. As an overriding factor,
mixture must be set to keep engine temperatures within acceptable limits.
Because of cylinder variations in conventional horizontally opposed piston

engines, the mixture setting should normally be set slightly rich of the “peak EGT”
setting, to allow for smooth engine operation, improved cooling, and prevent
detonation.
This is achieved by rotating the knob counterclockwise until maximum rpm is
obtained with fixed throttle setting, where upon the rpm begins to decrease on
further leaning accompanied by slight rough running as cylinders begin to misfire.
Then the control is rotated clockwise until rpm starts to decrease again, normally
one turn to reach peak rpm again then one or two turns thereafter to achieve the
desired margin.
The Exhaust gas temperature (EGT) indicator may be used as an aid for leaning
the mixture when cruising at 75% power or less. To adjust the mixture using EGT,
lean the mixture to establish the maximum or 'peak' EGT, by noting when the
EGT ceases rising and begins to drop, enrich the mixture to the peak, and
thereafter continue to the desired increment rich of peak. Providing cylinder
temperatures are acceptable, mixture may be set at peak EGT for best economy.
Best power (peak rpm as described above) is approximately 100 degrees rich of
this peak, although the rpm is usually a better reference for best power on fixed
pitch aircraft.
There is normally a small reference needle on the EGT gauge, which should be
manually set to the peak once established, for monitoring of changes. If set for
best power, the temperature should now indicate approximately 100 degrees
cooler than the reference needle, allowing any changes in the mixture setting to
be easily detected. Changes in outside temperature with location will alter the air
density, and this will affect the mixture and EGT, and may require small
adjustments or resetting from time to time. For this reason the EGT gauge must
be included in the periodic cruise checks of engine temperature and pressure.
Any change in altitude or throttle position during the cruise will require a
readjusting of the mixture setting.
In high ambient temperatures, a slightly

rich mixture can be used to aid cooling.
Setting the mixture one or two turns
richer, or another 50-100 degrees cooler
than rich of peak rpm can lower CHT
temperatures by up to 30 degrees.
Later models specify leaning to peak rpm

for taxi at 1200rpm to allow for power Illustration 11a CHT and EGT vs OAT variations.
If leaning at 1000rpm, the
setting should be a few turns rich of peak rpm or there may be power loss during
taxi.
For operations above 3000ft, leaning is required for take-off and climb.
For take-off, leaning is normally carried out during the engine run-up. This is done
the same way as leaning in flight, but using peak rpm as the primary means of
determining best mixture (since at low power settings the EGT will usually be too
low for reliable readings).
Where maximum power is not required, with the throttle set at run-up rpm (1700
or 1800 rpm, depending on model), lean the mixture to peak rpm, and then
enrichen approximately half the distance to peak. The rich mixture provides
additional cooling at high power.
If maximum power is required for a maximum performance take-off where field
length or climb out performance is critical, the mixture must be set to peak rpm
at full static power. When operating at full power, with the mixture leaned for
peak rpm, the temperatures must be monitored carefully.
 It is recommended, for prolonged engine life, to maintain the CHT below 400
degrees wherever possible, and operations above 400 degrees should be
transient only, never sustained. Operating at full power and peak rpm in high
ambient temperatures is not recommended.
For fuel injection, where a fuel flow placard for maximum power exists (R172
models), it must be used for the take-off power mixture setting, an example of a
fuel flow placard from a R172K is displayed below.
FUEL FLOW AT FULL THROTTLE, 2600 rpm
SL 16GPH
4000ft 14GPH
8000ft 12GPH
12,000ft 10GPH
The mixture setting obtained on the ground can normally be maintained to top of
climb, although further leaning may be needed in extended climbs of more than
3000ft altitude change. The rule of thumb of one turn per 1000ft, as used in a
descent, may be applied for leaning in the climb. If an EGT reference line is
available, and has been set accurately in the cruise in similar ambient conditions,
this may be used for comparison. Peak climb EGT will always be slightly higher
than cruise EGT (the reference line) because of the higher power setting, and
mixtures should err towards the rich side for improved cooling during the climb.
Therefore, comparison of EGT in the climb to EGT in the cruise can provide a

convenient crosscheck, if the EGT drops significantly below the cruise peak
reference setting, then the mixture is becoming too rich, if above the line it is
becoming too lean.
When increasing to full power above 3000ft density altitude, the same rule for
takeoff may be applied, that is, to enrichen half the travel from the cruise setting,
monitoring resulting the CHT and enrichen if required.
If an aircraft is equipped with individual cylinder EGT and CHT monitoring, the
manufacturer of these engine gauges may have a procedure for mixture setting
and monitoring. Many installations of this type permit operation leaner than that
specified by Cessna, however this must be done with considerable caution and
careful monitoring, as a change in ambient conditions may put the mixture too
far lean of peak, risking detonation or loss of power. The applicable procedure will
be detailed in the associated POH supplement and should be reviewed carefully
prior to flight.
During descent the mixture should be enrichened approximately one turn per
1000ft or one turn per 3-5nm to arrive at the recommended landing mixture
setting before or on joining the traffic pattern. Again the EGT reference line may
be used as a comparison for a descent mixture setting cross-check. By the time
the aircraft rejoins the circuit pattern, the mixture should be at the take-off
required setting, to ensure power is available in the case of a go-around.
During taxi or continued low power operations at high density altitudes, the
mixture must be leaned to prevent spark plug fouling, which is most common,
and most potentially harmful effect of a rich mixture at low power.
Descent, Approach and Landing

Approaching the airfield for landing, descent and approach checks should be
completed.
Descent checks are completed early during the descent, or just prior to the start
of the descent, depending on how long the descent is. Descent checks may
sometimes be termed 'joining' checks, since they are only completed when you
have vacated the circuit and are re-joining for landing, however this may be
confused with approach checks (which are completed just prior to joining the
circuit where no downwind leg exists).
Descent checks can be completed as memory checks or in a flow pattern followed

by a descent check-list, as available. The type of descent checks required may
vary depending on the flight undertaken.
The following checks describe a good acronym to encompass both IFR and VFR
flight, to be carried out prior to or during the descent.

 One example of typical descent checks is 'Triple A-HATFIRE”:
● A – ATIS – RECEIVED - Weather checked;

● A – Aids – TUNED - Navigation and Approach Aids set/checked;
● A – Approach – BRIEFED;
● H – Heading – CHECKED, heading aligned/synced, track/wind

noted, heading bug set;
● A – Altitude – CHECKED, descent profile checked, MSA checked,
QNH set, altitude bug set;
● T – Time, CHECKED, noted, ETAs revised, ATAs updated, to/from
way-point, timer set;
● F – Fuel – CHECKED, correct tank (selector on both) remaining
flight time/time to diversion considered;
● I – Instruments – SET AND CHECKED, suction, amps,
annunciators; Icing – CONSIDERED, carb. ice/engine ice as
required
● R – Radios – SET AND CHECKED, required main and standby
frequencies set, navigation frequencies set;
● E – Engine – CHECKED, temperatures and pressures green,
electrics checked, mixture set, carb. heat, and cowl flaps closed/as
required/applicable.
Note: HATFIRE is also used as an en-route check as described in the Cruise

section, covering the same items, in the same way BUMPFFEL covers for after
takeoff and approach checks.
Approach
When approaching the circuit the approach (or downwind) checks are completed
to ensure the aircraft configuration is set for the approach phase.
Note: These checks are termed 'downwind' checks in light aircraft, because they
are most often performed on the downwind leg, however they are better termed
'approach' or 'pre-landing' checks as they need to be performed before landing
regardless of which leg we join the circuit on.
Typical approach/downwind checks are as follows (BUMFFEL):

● Brakes – ON check pressure and ensure OFF;
● Undercarriage – FIXED/DOWN (as applicable);
● Mixture / Pitch / Power – SET;
● Flaps – as required;

● Fuel – CHECKED (on BOTH, quantity checked, primer locked, pump

off, as applicable);
● Engine’s Temperature & Pressure – CHECKED; ● Landing Light
– ON.
Normal approach for landing should be made with full flaps and a speed of
6065kts, lowering the speed to 55kts when crossing threshold.
During training and for normal operations, minimum speeds are usually increased
by 5 knots to provide a bigger safety margin. In windy conditions, a wind
correction factor should also be applied increasing the safety margin again to
allow for wind shear (see the Short Field Landing section following for full details).
Once more experience on the aircraft is gained, variations to final approach speed
can be selected within the approved final approach range for the conditions and
runway.
Carburettor heat should be applied for low power operation on approach, and
selected cold, on short final for possible go around or ground operations.
Once established on final, in the landing configuration, final approach checks must
be carried out. These comprise vital actions that must be completed before
landing or go-around.
Generally final approach checks in a single pilot operation should be completed

from memory to avoid distraction, since the aircraft is close to the ground and in
a critical phase of flight, however a control column checklist is a suitable
alternative.
Typical final approach checks are as follows (CCUMP):

● Cowl Flaps – FIXED/OPEN (as applicable);
● Carb Heat – COLD (as applicable);
● Undercarriage – FIXED/DOWN (as applicable);
● Mixture – SET for go-round;
● Pitch - FIXED/FULL FINE (as applicable).
Short Field Landing

For a short field operation, an approach should be made at the recommended
minimum or short field approach speed, approximately 60kts with full flap.
Positive control of the approach speed and descent should be made to ensure
accuracy of the touchdown point. The landing should be positive, nose high and
as close as possible to the stall.

The short field approach speed allows for minimum margins above the stall, of
approximately 1.3 times the stall speed in the approach configuration.
In windy/gusty conditions, a wind correction factor should also be applied
providing a safety margin to allow for wind shear.
The rule for application of the wind and gust factor is:
 ½ HWC and all of the gust
e.g. for a wind of 20kts gusting 30 at 60 degrees to the center-line, the HWC is
10kts and the gust is 10kts so the wind should be increased by 20kts.
Although this sounds like a large increase in speed the following must be
remembered, only head wind component must be considered and as only half is
taken there is still a reduction in distance from the reduced ground speed, as
landing calculations should be made in still wind.
Headwind component can be calculated from graphs, trigonometry or on request
from ATC.
When the wind is gusting there is generally a significant headwind factor so even
if all gust is taken landing distance may not be significantly affected, and
whenever the wind is reported gusting, particularly at altitude we need to have
all the resources available to deal with unknown influence of wind shear,
especially with older models of C172 which have only very small amounts of
residual power available for recovery.
The rule however is a starting point and may be modified as required for
conditions and field length.
It is vital on a short field landing to have precise control of speed and height. To
do this, select a point slightly short of the aiming point, that is, the point where
the flare will start. Keep this point at a constant position on the windshield,
approximately half way between the horizon and the cowl, and maintain this with
elevator. This will ensure a constant slope, thereafter any deviation on speed can
be fixed with a positive application of power. Remember that the changes in pitch
and power need to be effected quickly and accurately so that the deviations from
speed and slope are kept small.
Crosswind Landing
When approaching to land with a crosswind the aircraft flight manual discusses
crabbed, slipping or combination method.
To prevent drift on finals the aircraft should be crabbed into wind as detailed
above. For landing, the aircraft nose should be brought in line with the runway.
In doing so, unless we can immediately touch down at that point, which is unlikely

with such a high lift wing like the C172, the aircraft will begin to drift, and the
‘into wind’ wing has to be lowered just enough to keep the aircraft on the runway
centre line. The ‘into wind’ wheel will then make contact with the ground first,
thereafter the remaining main wheel and then the nose wheel should be positively
placed on the ground, and ailerons placed into wind to prevent aerodynamic side
forces.
Since it is impossible, or very undesirable to fly a long approach entirely slipped,

and it is impossible to land in the crabbed position, for the high lift, high wing
Cessna, the question of differing techniques is, therefore, more a question of
“where to transition?” That is where to change from the ‘crabbed’ approach into
the landing configuration.
The transition is ideally achieved in the round out, since early transition creates
both excessive drag, uses excessive pilot work load, and creates a situation which
is unbalanced flight. Additionally the side-slip (crossed controls) reduces the
amount of rudder available on the upwind side.
However, although the end point is to transition as late as possible, during the
early stages of crosswind training, the crosswind “slip” may be commenced much
earlier, to enable students to feel comfortable with the control inputs required
before using them close to the ground.
In a strong crosswind a slightly higher approach speed may be required to

maintain more effective control against the wind factor. A slightly higher
touchdown speed is also recommended to prevent drift in the transition between
effective aerodynamic control and effective nose wheel steering.
Reduction in flap setting improves lateral stability, for improved crosswind control.
In strong crosswinds, as with crosswind takeoffs, it's recommended to use the
minimum flap required for the field length.
It should be noted the C172 is controllable with full flap in excess of the maximum
demonstrated crosswind, and is a good exercise to practise with an instructor (see
further in Maximum Demonstrated Crosswind Component section, under
Crosswind Takeoffs).
Flapless Landing
Two items of importance should be considered for a flapless landing.
1. Lack of drag to assist with the descent and approach.
2. The increased stall speed compared to the normal landing configuration.
To assist with overcoming these items a slightly lower power setting and higher
approach speed should be used. If necessary the downwind may be extended

slightly. Both the approach and round out will be flatter than for a normal
approach, and tendency to float, due to the lack of drag, is increased.
The increase in approach speed need not be more than either the recommended
approach speed without flap, or the normal approach speed with the increase in
stall speed factored in. Where field length is not a consideration, the pilot may
elect to use a higher margin, however the tendency to float must be remembered.
In the C172 the recommended flapless approach is approximately 70-75kts.
Balked Landing (Go Round) Procedure

The procedure for a balked landing, or more commonly called, a go around, is as
follows:
1. Immediately apply full power;
2. Maintain the go around attitude, (do not allow the aircraft to pitch
above the horizon);
3. Immediately retract flap to 20 degrees;
4. Maintain Vx until clear of obstacles;
5. Accelerate to Vy, retracting flap once above the minimum speed.
The wing flaps should be reduced to 20 degrees immediately after full power is
applied, there is no speed restriction on retraction from full flap to 20 degrees
flap.
Maintain the correct attitude, fine tuning to ensure the aircraft is neither
descending nor decelerating.
Once flaps are 20 degrees, the aircraft may be accelerated to the required climb
out speed.
Upon reaching the safe minimum retraction airspeed (60kts) and altitude (300ft),
the flaps should be retracted in stages to the full UP position, and after takeoff
checks completed.
After Landing Checks

When clearing the runway after landing, it is vital to complete the after landing
checks for engine management and airmanship considerations.
For engine handling considerations, the cowl flaps (if applicable), since there is
no cooling airflow.
At higher altitudes or temperatures, the mixture which has been set rich for the
go-around, should be leaned for taxi to prevent spark plug fowling.

The wing flaps must be retracted (to prevent ATC suspecting a hijacking has
occurred!).
It is polite to select the strobe and landing lights off.
The transponder should be selected to standby, unless otherwise dictated by ATC
procedures.
After Landing checks can be completed in a flow pattern followed by a check-list,

where available.
 Typical after landing checks are as follows:

● Cowl Flaps – OPEN for taxi;
● Mixture – SET for taxi;
● Flaps – UP;
● Strobes and Landing Light – OFF; ● Transponder – STANDBY.
Taxi and Shutdown

Taxi should be planned to suit engine cooling requirements when needed. If you
are operating on rough gravel remember to avoid needing to operate the aircraft
stationary at idle for prolonged periods.
In a normally aspirated engine, providing the approach was accomplished without
using excessive amounts of power, in most cases the taxi should provide sufficient
time for cooling down the engine. For a turbo additional cooling may be required
(see more in the following section on Engine Handling Tips).
Before completing the shutdown, and after selecting all the electrical equipment
off, it is recommended to complete a dead-cut check to ensure all magneto
positions, in particular the OFF position is working, so the propeller is not left
'live'.
Shutdown again can then be accomplished in a flow pattern*, followed up with a

checklist where available.
 Typical shutdown checks are as follows:

● Electrical Equipment (except beacon) – OFF;
● Magnetos – DEAD CUT CHECK;
● Mixture – CUTOFF;
● Magnetos – OFF;
● Master – OFF;
● Standby Battery – OFF (if applicable)
● Fuel Selector – OFF / LOW TANK;
● Control Lock – IN;

● Flight Time/Hour Metre – RECORDED; ● Tie

Downs/Screens/Covers – FITTED.
*Note: The shutdown checks may be completed as a read and do checklist,

where required, since if a check e.g. avionics or the dead cut check are omitted
prior to shutdown, they cannot be redone, so it is more feasible to complete as
a read and do checklist. However, on the other hand, omission on the
occasional is not critical, and for consistency a checklist method is also
satisfactory. The method is at the discretion of the pilot or operator.
Circuit Pattern
The standard circuit pattern, unless published otherwise, is the left circuit pattern
at 1000ft above ground for piston engine aeroplanes.
The circuit pattern may differ from airport to airport. Ask your instructor, the
briefing office or consult the relevant aeronautical information publication for
the pattern on your airfield.
The circuit pattern contains all the critical manoeuvres required for a normal
flight, condensed into a short space of time. It is a great way to learn the
critical flight checks, practice manoeuvres and improve overall flying skills.
Note: The following provides guidelines and summaries of all the checks required
during flight. Checks have been repeated here to provide a complete study aid,
to assist students in learning the procedures. Full details of each phase are
contained in the relevant parts of the preceding pages in this section.
The following summarised in-flight procedures for circuit patterns from start up
to shutdown:
 Complete the aircraft preflight walk around, ensuring fuel and oil quantities
are sufficient, all required equipment is serviceable, and the condition of
the aircraft and all components is acceptable for flight.
 Complete the passenger brief, where required, and once all are on board,
with doors closed, and seatbelts on, complete the before start flows;
 Once before start flows are completed, the following master off Before
Start checklist is recommended:
● Preflight Inspection – COMPLETE;
● Tach/Hobbs/Time – RECORDED;
● Passenger Briefing – COMPLETE;
● Brakes – SET/HOLD;
● Doors – CLOSED/LOCKED;
● Seats / Seatbelts – ADJUSTED, LOCKED;
● Fuel Selector Valve – BOTH/CORRECT TANK;

● Carburettor Heat – COLD (if applicable);

● Cowl Flaps – OPEN (if applicable);
● Pitch – FULL FINE (if applicable);
● Undercarraige – FIXED / DOWN (as applicable);
● Electrical Equipment – OFF; ● Rotating Beacon – ON.
 Once ready to start with all before start items complete, and with the
standby battery armed (if applicable) and master switch ON, complete the
'ready for start' or 'master on-Before for Start' checklist:
● Engine Instruments – CHECKED
● Electrical Instruments – CHECKED
● Annunciators – CHECKED (if applicable); ● Circuit Breakers –
IN.
After completing all before start checklists, the start is then accomplished as a
procedure, since the actions are required to be carried out in a timely manner,
with prior knowledge of the actions, and cannot be read from a checklist.
 When the before start checklist is accomplish the Start Procedure:

● Propeller Area – CLEAR.
● Prime – AS REQUIRED (0-3 strokes, or 0-5 seconds, 6 gal/hr);
● Mixture – RICH/AS REQUIRED*;
● Throttle – SET approx ½ centimetre**;
● Starter – ENGAGE;
● Throttle – 1000RPM (maximum);
● Oil Pressure – RISING (within 30 seconds maximum); ●
Electrical System – Charging.
 After start, complete the after start flow, ensuring to copy the ATIS where
available, check and set all instruments, and controls. Then the following
After Start checklist is recommended:
● Mixture – SET;
● Flight Instruments – CHECKED AND SET;
● Flaps – RETRACTED/SET;
● Transponder – STANDBY/GROUND.
 Test the brakes as soon as possible after the aircraft begins moving, then
at any convenient time during the taxi check the flight and navigation
instruments, then complete the Taxi checklist.
● Brakes – CHECKED;
● Flight Instruments –TESTED and SET;
● Navigation Instruments – TESTED and SET.

 Taxi towards the runway and position the aircraft clear of the runway to
carry out the Engine Run-up and pre takeoff checks. Ensure that:
● The slipstream will not affect other aircraft;
● A brake failure will not cause you to run into other aircraft or
obstacles;
● Loose stones will not damage the propeller.
 Prior to the Engine Run-up it is important to check the following items:

● Confirm fuel is on correct tank (always run up on the tank you
intend to takeoff;
● Check the mixture is set correctly for the run-up;
● Check temperatures and pressures in the green range.
 Set the park brake and complete the Engine Run-up

● Power – Set 1700rpm or 1800, as required by the model;
● Mixture – Set for elevation (above 3000ft density altitude);
● Magnetos – Check left, both, right, both, confirm smooth
operation within limits for drop and differences;
● Pitch – (if applicable) Cycle three times for a cold engine,
minimum once if the engine has bee running.
● Engine’s Temperature & Pressure – Check;
● DI – Aligned with compass;
● Power – reduce to idle, confirm steady at 500-700rpm, return to
1000rpm.
 Complete the Pre Takeoff Vital Actions checks. One of the most popular
acronyms (Too Many 'Pilots Go Fly In Heaven Early) is detailed below:
Too Trims and flight controls – tested and set;

Many Mixture set for takeoff;
Magnetos on both;
Pilots Pitch full fine (as applicable);
Go Gills (Cowls) open / fixed (as applicable);
Gyros uncaged (as applicable) and set; Fly
Fuel contents checked, selector on correct tank,
primer locked, fuel pump off;
Flaps set for takeoff;
In Instrument panel check from right to left, DI aligned
with compass, altimeter set, clock check, navigation
instruments set for departure, autopilot off;
Heaven Hatches and harnesses secure;
Early Electrics checked, circuit breakers checked, systems
checked.

 After completing both run-up and pre-takeoff flows, a Before Takeoff

checklist should be carried out, for example:
● Run-up – COMPLETE;
● Trim – TESTED and SET for takeoff;
● Flight Controls – CHECKED, AUTOPILOT OFF;
● Flight Instruments – CHECKED and SET;
● Flaps – SET for takeoff;
● Fuel – CHECKED (on BOTH, quantity checked, primer locked,
pump off, as applicable);
● Mixture/Pitch/Power – CHECKED*/SET; ● Departure Brief –
COMPLETE.
 Consider air traffic control and radio procedures before lining up on the
runway. Line up and ensure that the nose wheel is straight (make full use
of the runway length available) and perform the Line-Up Checks
(REmember What To Do Last), followed by a line up checklist. ●
Runway – CLEAR (Unobstructed, correct runway);
● Engine Temperatures and Pressures – CHECKED/GREEN;
● Windsock – CHECKED direction and strength (confirm against
reported wind), position control column accordingly;
● Transponder ALT (TA/RA or ON as applicable);
● DI – ALIGNED with compass and reading correct runway heading;
● Landing Light and Transponder – ON.
 Takeoff and climb maintaining runway alignment. Keep straight with
rudder (will require right rudder due to the slipstream and torque effects).
Reduce frictional drag, and protect the nose-wheel by holding the weight
of it.
 Upon reaching a safe altitude (300’ above airfield elevation) raise the flaps
(if used) and perform After Takeoff Checks (BUMFFEL):  Typical
after takeoff checklist is as follows (BUMFFEL):
● Brakes – CHECK – apply, check pressure and off;
● Undercarriage – FIXED/UP;
● Mixture / Pitch / Power – SET for climb;
● Flaps – UP;
● Fuel – CHECKED (on BOTH, quantity checked, primer locked,
pump off, as applicable);
● Engine’s Temperature & Pressure – CHECK; ● Landing Light –
OFF / AS REQUIRED.
 At a minimum of 500’ scan the area into which you will be turning, select
a reference point slightly ahead of the wing-tip (in the case of a headwind)
and then turn onto crosswind leg using a normal climbing turn (maximum
bank 15 degrees or Rate 1).

 Reaching circuit height, level-off, allow the speed to settle, set downwind
power, approx 2300rpm, and trim the aeroplane for straight-and-level
flight.
 Scan the area into which you will be turning and turn onto downwind leg,
selecting a reference point well ahead, on which to turn to, to parallel the
runway.
 Circuit width should be approximately 1½ to 2 miles from the runway.
 When abeam the runway, make ATC call and perform Pre-landing
Checks (BUMFFEL):
● Brakes – CHECK – Apply, check pressure, and off;
● Undercarriage – FIXED/DOWN; ● Mixture / Pitch/ Power –
SET;
● Flaps – As required;
● Fuel valve – ON, correct tank, sufficient; ● Engine’s
Temperature & Pressure – CHECK; ● Landing light – ON.
 Just before base leg (45° to the runway), check that speed not exceeding
Vfe and lower flap to 10°.
 After scanning for traffic on base and final, turn base leg performing
standard medium turn to the left.
 After levelling the wings, select Carb. Heat on, reduce power to 1700 RPM
(while keeping the nose up for the approach speed), lower the flaps to 20°
and commence descent.
 Trim the aeroplane to maintain approximately 65-70kts and use power to
maintain the desired approach angle.
 Visually check the final approach clear of traffic and anticipate the turn to
final so as to roll out with the aircraft aligned with the direction of the
landing runway and no less then 500’.
 Lower the flaps to the full position and complete Before Landing Check
(CCUMP):
● Cowl Flaps – OPEN;
● Carburettor Heat – COLD;
● Undercarriage – DOWN/FIXED;
● Mixture – SET for go around power; ● Pitch – FULL FINE (as
applicable).
 Execute the appropriate landing procedure.

 Maintain the centre line during the landing run by using rudder and wings
kept level with aileron. Brakes may be used once the nose-wheel is on the
ground.
 Once clear of the runway, stop the aeroplane, set 1000rpm and complete
the after landing flows and After Landing Checks:
● Flaps – UP;
● Cowl Flaps – OPEN;
● Carburettor heat – COLD;

● Mixture – SET for taxi;

● Strobes and Landing Light – OFF;
● Transponder – STANDBY/GROUND – as required.
Note: single pilot operations may prohibit safe checklist use in flight, however
where feasible, all airborne checks should be followed by an appropriate checklist.
 Taxi to the parking bay, perform shut down checks and complete the
shutdown checklist.
 Typical Shutdown checks are as follows:
● Electrical Equipment (except beacon) – OFF;
● Magnetos – DEAD CUT CHECK;
● Mixture – CUTOFF;
● Magnetos – OFF;
● Master – OFF;
● Standby Battery – OFF (if applicable)
● Fuel Selector – OFF / LOW TANK;
● Control Lock – IN;
● Flight Time/Hour Metre – RECORDED; ● Tie
Downs/Screens/Covers – FITTED.
Circuit Profile
On the following pages the circuit profile can be seen. Note, this may differ from
airport to airport. Different techniques are also possible, to achieve the same
result.
It is important to remember, that the descent for approach will begin
approximately 300ft per nm from the threshold, i.e. 3nm for a 1000ft circuit.
Ideally speeds should be selected for approach at reducing intervals starting with
a speed slightly below the flap limiting speed, and reducing to Vbug or Vref, that
is, the desired final approach speed.

Circuit Profile – Normal Circuit

Complete pre-
landing checks
Late downwind: and downwind
Begin 2000rpm, 80kts level radio call
descent
Approx 1700rpm, 10 deg, 80kts At 1000ft AGL,
3nm from descending Maintain level,
touchdown approx 2350rpm, 95kts
Base:
1700rpm,
20 deg, 75kts
>300ft AGL
complete after
takeoff checks
Final:
1700rpm, 30 deg, 75kts >500ft AGL, DER
Climb out:
Complete final checks and Vy approx 70-75kts turn crosswind
radio call
Circuit Profile – Maximum Performance (Differences)

Late downwind:
Begin 2000rpm, 80kts level
descent
Approx 1700rpm, 10 At 1000ft AGL,
3nm from deg,Vref+10kts Maintain level, approx
touchdown descending 2350rpm, 95kts
Base:
1700rpm,
20 deg, Vref+5kts
Release brakes; OCA: Accelerate,
Elevator raise gear/flaps
tail low (as applicable)
Maintain Vy to
Final: Full power Climb out: 1000ft
1700rpm, full flap, Vref against brakes, Before OCA (Short field
60kts minimum ensure Vx or Vx F10
approach speed) minimum (flap differs with model)
static rpm

Note on Checks and Checklists

Current recommended operating practices on a single-pilot aeroplane dictate use
of a checklist AFTER completion of vital actions in a flow pattern on each critical
stage of the flight, such as before and after takeoff, on downwind and final legs.
This emanates the tried and true method developed in the airline industry, called
“challenge-response”, for two crew, or “read-respond” for one person checklists.
The acronyms suggested in the preceding paragraphs provide a memory aid to

allow for completion of the checks prior to reading the checklist. For single pilot
operations on light aircraft, acronyms are strongly recommended for memory
items and flows. Any convenient acronym is acceptable providing the required
items are catered for.
Unless you only ever intend flying one type, it is also recommended to use generic
memory items. This will avoid potential omissions when flying different types.
Although flows, acronyms, and memory items are preferably as generic as

possible, a checklist, often referred to as an “operator” checklist, should not be.
A checklist should ideally be specific, not just to the type of aircraft, but to the
specific serial number, and the operation. This is important to avoid unnecessary
checks which cause complacency, and to avoid missing critical aircraft/operator
dependent checklist items.
A checklist does not normally mimic the memory flows, as there may be items in
the flows that are normal crew actions and not considered part of a checklist, for
example light selections, power settings, headings, will not normally not be on a
checklist.
When a checklist is completed in single pilot operations and no autopilot is

available, the checklist should be as hands-free as possible, especially for critical
phases. Control column checklists, or a chart clip on the control yoke, are
considered the easiest method to achieve this.
The above checks and procedures are based on standard training practices.
Application of these checks and development of a checklist for operational use,
must be cross referenced against the POH of the aircraft you are flying, and the
applicable regulations.
Some examples of checklists, in printable and document format, free for download
and editing, can be found at http://www.redskyventures.org.
Action-Lists
An 'action-list' or a 'read-and-do list' is a type of checklist where actions are
completed as they are read. An action-list omits the redundancy built in to a

normal check-list procedure since items are only done once, not first actioned
then checked.
This type of procedure is sometimes used for completion of normal checks in

abinitio training operations and light aircraft training, to simplify processes when
students are learning. It may also be suitable for private pilots who do not fly
often. Ideally, action-lists should only be used for their intended applications, in
emergencies/abnormalities and non-standard operations.
In non-standard operations, an action-list is preferred, since the procedures are

seldom carried out, and are too unfamiliar for completion from memory.
In emergencies, an 'action-list' follows completion of the emergency memory

items. Memory items are restricted to the immediate time critical actions, to avoid
relying entirely on memory. Thereafter the POH 'action-list' is completed. This
method is preferred again due to unfamiliarity of the procedures, the unsuitability
to a normal check-list procedure, and due to the stressful nature of an emergency
situation.
In the later model Cessna POHs and in the the Cessna quick-referencehandbook
which is provided with post 1996 models, the manufacturer recommended
memory items are written in bold typeface.
In normal operations although an action-list is better than no check-list at all, a

proper 'checklist', completed after the actions, when trained properly on checklist
operations, is far safer and more efficient.
ABNORMAL AND EMERGENCY PROCEDURES
The main consideration in any emergency should be given to flying the aircraft.
Primary attention should be given to altitude and airspeed control and thereafter
to the emergency solution. Rapid and proper handling of an emergency will be
useless if the aircraft is stalled and impacts the ground due to loss of control. This
is most critical during takeoff, approach and landing, when the aircraft is close to
the ground.
The check lists in this section should be used as a guide only. The emergency
checklist and procedures for your particular aircraft model specified in the aircraft
Pilots Operating Handbook should be consulted for operational purposes.
Emergency During Takeoff

An emergency during takeoff, is usually defined as an engine failure or emergency
prior to reaching 1000ft above ground, where, for example the forced landing or
glide approach procedure would apply.

An emergency during takeoff can be further broken down into three scenarios, an
emergency before rotation, an emergency airborne with runway available, and an
emergency with no runway available.
Takeoff Emergency Briefing
The takeoff emergency briefing briefs specifically for an emergency during takeoff,
as described above.
The purpose of the briefing, is to consider the runway in use, and the climb-out
area, in consideration of the three scenarios. For example with a long runway, it
is always best to stop prior to rotation for all abnormalities, whereas on a short
runway it may be better, say for an alternator failure, to continue the takeoff and
re-circuit to land. Likewise for an emergency with no runway left, if there are
obstacles or built up areas on the climb out, a briefing may include avoidance of
this area after an engine failure. The briefing should always include the glide
speed, reinforcing the importance of lowering the nose for a glide.
A takeoff briefing card may be used as a prompt for the briefing, if so use key
points rather than phrases. Remember, it is best to brief in your own words, since
it is important that it's clear to you, the pilot, what you are going to do, rather
than rattle off a verbatim account of someone else's briefing.
Engine Failure Prior to Airborne and with Runway Remaining
Any emergency or abnormality during takeoff calls for the takeoff to be aborted.
The most important thing is to stop the aeroplane safely on the remaining runway.
For an abnormality, after the aircraft is airborne, re-landing should be considered
only if sufficient runway is available for this purpose, and if adequate training is
carried out in this procedure. As a general rule, the runway is sufficient, if the end
of the runway can be seen in front of the aircraft. Alternatively it is usually safer
to re-circuit. A low level precautionary circuit may be completed to expedite the
landing, if required.
For an engine failure or fire after takeoff, where runway length permits, it is
always best to land back, as the airport is the safest place for an emergency
landing. If no sufficient runway is available, the engine failure after takeoff
procedure should be followed.
Once on the ground, safely stopped, a decision should be made to vacate the
aircraft or to exit the runway. Where there is a fire risk, secure the aircraft by
selecting fuel, mixture, ignition, and master off, and vacate the aircraft, as soon
as possible. If not, where possible, exit the runway at the first suitable exit.

Engine Failure After Takeoff

The recommended engine failure after takeoff speed is 65kts with flaps up, 60kts
with flaps down (this varies with model). The forced landing recommended speed
is sometimes higher to provide a safety margin for handling, however this speed
corresponds to the best glide speed.
Prompt lowering of the nose to maintain airspeed and establish a glide attitude is
the first response to an engine failure after takeoff. Landing should be planned
straight ahead and within approximately 30° to either side. The turn, if required,
should be made with no more than 15° of bank.
The check-list procedures assume that adequate time exists to secure the fuel
and ignition system prior to touchdown.
Any attempt to restart the engine depends on altitude available. A controlled
descent and crash landing on an unprepared surface is more preferable to
uncontrolled impact with the ground in the attempted engine start.
Just before the landing:

 Airspeed – 60kts with wing flaps down and 65kts with flaps up This
speed gives the best gliding distance with a propeller windmilling and
flaps in up position.
 Mixture – IDLE CUT-OFF
 Fuel selector – OFF;
This will ensure that the engine will be cut-off from the fuel system
and thus minimise fire possibility after an impact.
 Ignition switch – OFF;
 Master switch – OFF
The master switch should be switched off after the flaps being set in
the desired position, to minimize the chance of a fire after touchdown.
 Doors - UNLOCKED
The doors should be unlocked in aid of rapid evacuation after the
touchdown.
After landing:
 Stop the aeroplane;
 Check that fuel, ignition and electrics are OFF; Evacuate as soon
as possible.
Gliding and Forced Landing

For a forced landing without engine power a glide speed of 70kts with flaps up
and 65kts with flaps down should be used (note this varies with model). This is
the specified speed for a forced landing without power in the POH, however it is
slightly higher than the best glide speed. The higher speed allows for increased

performance in case of deviation below planned speed and provides more

penetration into wind over a longer distance. Where best range is required the
best glide speed should be flown.
During a forced landing:

 The first priority is to establish the glide speed and turn toward the
suitable landing area.
 A mayday call should be made before too much time or height is lost,
but keep it brief, you can return to the emergency communication
once the problem is dealt with;
 While gliding toward the area, an effort should be made to identify the
cause of the failure.
 An engine restart should be attempted as shown in the checklist
below.
 If the attempts to restart the engine fail, secure the engine and focus
on completing the forced landing without power.
 Ensure the Emergency communication is complete, and passengers
adequately briefed;
 Further attempts to restart distract the pilot from performing the
forced landing procedure.
 If the cause of engine failure is a mechanical failure or fire, the engine
should be secured immediately and no restart should be attempted.
If the failure is partial, resulting in reduced or intermittent running, it is

recommended to use the partial power till arrival overhead the intended area of
landing. Then reduce to idle power and commence with the forced landing
procedure. If a partial power setting is used and power is lost or suddenly regained
during the forced landing circuit, this may change the gliding ability of the aircraft
so dramatically, that it will be impossible to reach the intended landing area
safely.
Forced landing initial actions:

 Trim for 70kts with wing flaps up and 65kts with flaps down; Carb.
heat on; Select a field, plan the approach.
Finding the fault:

 Carb. Heat – PULL (if applicable;
One of the main causes of an engine failure can be carburettor ice. By
applying the Carb. heat, the problem can be eliminated. This action
needs to be done immediately while the engine still has sufficient heat,
cooling from relative airflow during flight happens very quickly.
 Fuel Pump - ON (if applicable);
In fuel injected engines, as with Carb. Ice, vapour locks are the most
common causes of engine failure, especially in hot and high

conditions, this also needs to be actioned quickly to provide the best

chance of a restart.
 Mixture – FULLY RICH;
Mixture is recommended to be set rich in the pilots operating
handbook, however if it is suspected the cut is from too rich setting
at altitude, leaning can be opted for.
 Fuel selector – CHECK ON;
 Throttle – INCREASE;
 Ignition – CHECK LEFT-RIGHT-BOTH;
 Primer – IN AND LOCKED (if applicable).
Securing the engine:

 Mixture – IDLE CUT-OFF;
 Fuel selector – OFF;
This will ensure that the engine will be cut-off from the fuel system
and thus minimise fire possibility after an impact.
 Throttle – FULLY FORWARD;
By opening the throttle all the fuel left in the carburettor will be sucked
out, and the fire possibility will be minimised.
 Ignition switch- OFF; Doors - UNLOCKED.
The doors should be unlatched in anticipation of a evacuation after the
touchdown, and to avoid entrapment in case of fuselage damage.
After landing the same procedure as detailed for an engine failure
after takeoff above, should be initiated.
 Master switch – OFF;
The master switch should be switched off, after the flaps are set for
landing (for electric flaps), to minimize an electrical fire.
In case of simulated forced landing training, during an extended glide, select
partial power for a brief period every 500-1000ft to provide engine warming and
to ensure power is still available. Keep the nose down to maintain the glide angle.
Engine Fire
In case of fire on the ground, the engine should be shut down immediately and
fire must be controlled as quickly as possible. In flight such emergency calls for
execution of a forced landing. Do not attempt to restart the engine.
The pilot may initiate a side-slip to keep the flame away from the occupants. This
procedure can be also used to extinguish the fire.
If required, the emergency descent may be initiated to land as soon as possible.

Opening the window or door may produce a low pressure in the cabin and thus
draw the fire into the cockpit. Therefore, all doors and windows should be kept

closed till short final, where the door should be open in anticipation of a quick
evacuation after the landing.
An engine fire is usually caused by fuel leak, an electrical short, or exhaust
leak. If an engine fire occurs, the first step is to shut-off the fuel supply to the
engine by putting the mixture to idle cut off and fuel valve to the off position.
The ignition switch should be left on and throttle fully open in order for the
engine to use the remaining fuel in the lines and carburettor.
The following check list should be used in quick and proper manner.
During an engine start on ground:

 Cranking – CONTINUE FOR A FEW MINUTES
This will suck the flames through the carburettor into the engine. The
fire may burn out of exhaust for a few minutes and extinguish if
continue cranking.
 If engine starts - power – 1700rpm FOR A FEW MINUTES;
 Mixture – IDLE CUT OFF
 Fuel valve – CLOSED
 Ignition switch – OFF
 Master switch - OFF
Use the fire extinguisher if the fire persists. Do not restart and call for
maintenance for the engine inspection.
In flight:
 Mixture – IDLE CUT-OFF
 Fuel valve – OFF;
 Throttle – FULLY OPEN;
 Master switch – OFF;
 Cabin Heat and Air – OFF (To prevent the fire to be drawn into the
cockpit);
 Airspeed – 85kts, if the fire is not extinguished, increase to a glide
speed which may extinguish the fire;
 Forced landing – EXECUTE.
Electrical Fire
The indication of an electrical fire is usually the distinct odour of burning
insulation. Once an electrical fire is detected, attempt to identify the effected
circuit and equipment. If the affected circuit cannot be identified or isolated,
switch the master switch off, thus removing the possible source of the fire. If the
affected circuit or equipment is identified, isolate the circuit by pulling out the
applicable circuit breaker and switching the equipment off.
Smoke may be removed by opening the windows and the cabin air control.
However, if the fire or smoke increases, the windows and cabin air control should

be closed. The fire extinguisher may be used, if required. Ventilate the cockpit
after that to remove the gases. Landing should be initiated as soon as practical
on the first suitable airfield. If the fire cannot be extinguished, land as soon as
possible.
Rough Running Engine

A rough engine running can be caused by a number of different reasons, faults
that can be dealt with from the cockpit include spark plug fouling, magneto faults,
fuel vaporisation, engine-driven fuel pump failure, and blocked air intake, see the
relevant sections regarding these faults. Engine faults will be associated with
changes in oil pressure and temperature – see these sections for further details,
although in this case the fault cannot be fixed, the situation can be managed to
achieve the most desirable outcome.
Magneto Faults
A sudden engine roughness or misfiring is often an indication of a magneto fault.
Switching from BOTH to the L or R position will confirm if one magneto is faulty,
and identify which one.
In this situation, take care with switching from L to R position, as if one magneto
has grounded or failed completely, no change will occur when selecting the
working magneto and a complete power loss will occur when the failed magneto
is selected.
Spark Plug Faults
A slight engine roughness can be caused by one or more spark plugs becoming
fouled. This often occurs during prolonged operation at low power settings with
the mixture set too rich, and commonly happens at high density altitudes during
taxi, well below 3000ft pressure altitude where Cessna recommends leaning the
mixture.
Switching to one magneto can normally isolate the problem, as running the
cylinder on one plug will cause misfiring on the cylinder that contains the faulty
plug. (This is the same procedure used when an excessive magneto drop or rough
running is experienced during the engine run-up prior to departure). As with
magneto faults, care should be taken when applying this procedure inflight, as if
fouling is severe enough to affect more than one cylinder, it is possible that there
could be a severe loss of power or engine cut when switching to one plug.
If the fault is due to fouling, leaning the mixture to peak or just rich of peak and
running at a moderate power setting for a few minutes to burn off the excessive
carbon should fix the problem. Note that it is not recommended to operate at

peak with more than 55% power, however there may be cases where more power
is needed, care should be taken to monitor the cylinder temperatures.
If the problem persists after several minutes operation at the correct mixture
setting, it is likely to be caused by a faulty spark plug which must be replaced.
Continue to operate on BOTH, or if extreme roughness dictates selection of the L
or R position, select the L or R magneto and continue to the nearest suitable
airfield.
Abnormal Oil Pressure or Temperature

Low oil pressure, which is not accompanied by high oil temperature, may
indicate a failure of the gauge or the relief valve. This is not necessarily cause
for an immediate precautionary landing, but a landing at the nearest suitable
airfield should be planned for inspection. The situation should be closely
monitored for any changes.
Complete loss of oil pressure, accompanied by a rise in oil temperature is good

reason to suspect an engine failure is imminent. Select a suitable field for a
precautionary or forced landing. Reduce engine power as far as possible and
plan to use minimum power for the approach, preferably plan a glide approach
to allow for continuation in the event of a complete engine failure.
A small reduction in oil pressure with a rise in temperature is normal, since the
viscosity of the oil will change as the temperature increases.
Any increase in oil temperature and reduction in oil pressure without a clear
cause, is a sign of an impending engine problem. Attempts must be made to
reduce the oil temperature and demands on the engine. Provisions should be
made for the situation getting worse, adjust track towards areas more suitable
for a forced landing, and consider suitable airfields for diversion or to complete
a precautionary landing.
High engine temperatures which result from operations, for example during an
extended climb, or prolonged operations at high power in high ambient
temperatures, must also be monitored, and attempts to increase cooling or
reduce power should be made, for example level off at an intermediate altitude,
richen mixture, ensure cowl flaps (if installed) fully open.
Carburettor Ice
Carburettor ice can be experienced during low rpm operation, but may also be
experienced at normal cruise in the right conditions of humidity and
temperature.

Carburettor ice will form more readily at humidities above 50% and
temperatures from -10 to +25 degrees Celsius. In these conditions it is
recommended to regularly apply carb. heat for several seconds to prevent ice
build up before the effects of loss of performance are felt. This action can be
included with the cruise checks, every 15 minutes.
At temperatures approaching -10 and below, use of carb. heat can increase the
temperature into the freezing range, and should be only used if icing is
suspected. Carb. heat should not be used above 75% power, since it is
extremely unlikely to experience carburettor ice at these power settings, and
the loss of power and additional heat are detrimental to the high engine
demands.
The symptoms of carburettor ice build up are rough running and/or a drop in
rpm, severe icing may cause a complete power loss. Carburettor ice can be
removed through immediate application of carburettor heat, by pulling the carb.
heat knob out. If there is icing, application of carb. heat may initially make the
situation worse, as the ice breaks away and is ingested. Avoid the temptation to
close the carb. heat again, as this is normally a sign the ice is clearing.
Since the heated air causes a richer air/fuel mixture, the mixture setting may
need to be readjusted if the carburettor heat is required to be used for any
prolonged period, for example in a long low power descent. Remember to
richen the mixture again prior to closing the Carb. heat.
Stalling and Spinning

The stall characteristics are conventional for flaps retracted and extended. The
stall warning is indicated by a steady audible signal 10kts before the actual stall
is reached and remains on until the flight attitude is changed.
The aerodynamic stall warning (buffet) is not pronounced, only a slight elevator
buffeting may occur just before the stall, combined with sink, and a forward
pitching moment, as the lift reduces and the centre of pressure moves aft. The
stall characteristics and the tendency to drop a wing will be far more pronounced
with flap down and power on.
A positive wing drop may occur if the aircraft is unbalanced prior to a stall, or can
be induced by the use of power/flap and/or unbalanced flight on the entry to the
stall.
Spin characteristics are conventional. To enter the spin, full rudder should be
applied about 10kts before stall and stick held fully back. The throttle should be
closed on spin entry. Recovery is standard – ensure throttle is closed, ailerons
neutral, simultaneously apply rudder to stop the spin, and pitch forward to break
the stall, then ease out of the resulting dive, apply power to assist in regaining
height loss once speed begins decreasing.

Spinning is only permitted in the utility category, with a lower takeoff weight and
restricted Centre of Gravity locations.
Intentional spins with flaps extended are prohibited, this is mainly because the
high speed which may occur during recovery is potentially damaging to the
flaps/wing structure.
Fuel Injection Faults

The following faults apply to fuel injected engines only.
Engine Driven Fuel Pump Failure (Fuel Injected Models)
An engine driven pump failure can be identified by a sudden drop in fuel pressure,
followed by a loss of power, while operating from a fuel tank with adequate fuel
supply. (Note – a similar indication will occur with fuel starvation). However at
cruise power setting it may not be noticeable as gravity flow will sustain engine
operation.
Following any power loss, immediately select the auxiliary fuel pump on, to
reestablish fuel flow. If either engine pump failure or vaporisation is the cause
this will usually alleviate the problem.
For split rocker fuel pumps, the auxiliary fuel pump is held in the spring loaded
'HI' position to re-establish flow at high power settings, select the 'LO' position
for cruise and approach. Where the auxiliary fuel pump has only one position,
select the fuel pump on when required (by engine failure or fluctuations).
During cruise and low power operation, the gravity flow should be sufficient to
maintain engine operation, however at high power, or any time there is engine
or fuel pressure fluctuations, the fuel pump should be selected on.
Plan to land at the nearest suitable airfield.
Excessive Fuel Vapour (Fuel Injection Models)
Significant problems have occurred on Cessna single engine series with fuel
surges caused by fuel vaporisation, often leading to engine failures and forced
landings. This problem is worst with high ambient and high engine operating
temperatures.
The Cessna POH recommends, under the title “Excessive Fuel Vapor”, a fuel
stabilisation procedure to use when fuel flow fluctuations of “1Gal/hr or more or
power surges” occur. Initial actions require turning on the fuel pump, resetting
the mixture, and changing tanks if problems continue.

Selecting the fuel pump on should solve the problem, however in some models,
due to the excess fuel return routing, changing tanks may be required before the
problem is solved. Models C172K and earlier require a change of tank, from both
onto left or right, when operating above 5000ft in the cruise, to prevent fuel
vaporisation problems. Although more prevalent in these models, the same
situation can occur in any model, due to the system design, or due to a nonreturn
valve fault in the excess fuel return line. Which is why selecting an alternative
tank is part of the recommended procedure for fuel vaporisation faults. See more
under Fuel Selector, in the Fuel System Section.
Landing Gear Emergencies (RG model)

The following section applies to retractable models only.
Landing gear malfunctions, in most cases, are a non-normal situation where

time is not critical. Therefore, landing gear emergencies should not be
addresses in the circuit, but rather somewhere away from conflicting traffic and
while maintaining a safe altitude.
The manual gear extension procedure should be completed with reference to

the checklist from the Pilots Operating Handbook, as it is an abnormal
procedure, to ensure all steps are completed correctly. An example of the POH
procedure is provided below.
Normal landing gear extension time is approximately 5 seconds. If the landing

gear will not extend normally, the general checks of circuit breakers and master
switch shall be performed and the normal extension procedures at a reduced
airspeed of 100KIAS repeated.
The landing gear lever must be in the down position with the detent engaged. If
efforts to extend and lock the gear through the normal landing gear system fail,
providing there is still hydraulic system fluid in the system, the gear can be
manually extended by use of the emergency hand pump. The hand pump is
located between the front seats.
If gear motor operation is audible after a period of one minute following gear lever
extension actuation, the GEAR PUMP circuit breaker must be pulled out to prevent
the electric motor from overheating. In this event, remember to reengage the
circuit breaker just prior to landing.

Landing Gear Fails to Retract
1. Master Switch -- ON.

2. Landing Gear Lever -- CHECK (lever full up).
3. Landing Gear and Gear Pump Circuit Breakers -- IN.
4. Gear Up Light -- CHECK.
5. Landing Gear Lever -- RECYCLE.
6. Gear Motor -- CHECK operation (ammeter and noise).
Landing Gear Fails to Extend
1. Master Switch .-- ON.

2. Landing Gear Lever -- DOWN.
4. Emergency Hand Pump--EXTEND HANDLE, and PUMP (perpendicular tohandle
until resistance becomes heavy -- about 35 cycles).
5. Gear Down Light -- ON. 6. Pump Handle - - STOW.
Gear Up Landing
1. Landing Gear Lever -- UP.

3. Runway -- SELECT longest hard surface or smooth sod runway available.
4. Wing Flaps -- FULL once on final approach (for minimum touchdown speed).
5. Airspeed – MINIMUM SAFE APPROACH SPEED.
6. Doors -- UNLATCH PRIOR TO TOUCHDOWN.
7. Avionics Power and Master Switches -- OFF when landing is assured.
8. Touchdown -- SLIGHTLY TAIL LOW.
9. Mixture -- IDLE CUT-OFF.
10. Ignition Switch -- OFF.
11. Fuel Selector Valve -- OFF.
12. Aircraft -- EVACUATE.
Landing Without Positive Indication of Gear Locking
1. Before Landing Check -- COMPLETE.

2. Approach -- NORMAL (full flap).
4. Landing -- TAIL LOW as smoothly as possible.
Where landing is safe:

5. Braking -- MINIMUM necessary.
6. Taxi -- SLOWLY.
7. Engine -- SHUTDOWN before inspecting gear.

In the event of a collapse or partial collapse on landing:

8. Mixture -- IDLE CUT-OFF.
9. Ignition Switch -- OFF.
10. Fuel Selector Valve -- OFF.
11. Aircraft -- EVACUATE.

PERFORMANCE
The following figures are given as an overview of the Cessna 172 performance.
The figures provided are an average and will not match every model of C172.
Some variations have been noted.
 It is important to refer to the approved flight manual for the aircraft you are
flying for the correct performance information before and during flight.
Specifications and Limitations

Performance figures given at 2300lbs (MAUW) and speeds in KIAS unless specified
otherwise.
Structural Limitations
Gross weight (take-off and landing)
C172, C172A, C172B 2200lbs
C172D through C172N 2250lbs normal, 1950lbs utility
C172P 2300lbs normal, 2000lbs utility
C172Q 2400lbs normal, 2100lbs utility
C172R, C172S 2550lbs normal, 1950lbs utility
C172RG 2650lbs
R172K 2550lbs
Seaplane models (All) 2220lbs
Baggage allowance (forward area) 120 lbs (54kgs)

Baggage allowance (aft area if applicable) 50 lbs (23kgs)
Baggage allowance (max. area 1 and 2) 120 lbs (54kgs)
Flight load factor (flaps up) -1.52g to +3.8g
Flight load factor (flaps down) 0 to +3.0g
Speeds
Never Exceed Speed (Vne) 151 to 160kts (red line)
Maximum structural speed (Vno) 122 to 128kts (top of green arc)
Maximum flap speed (Vfe) 85 kts (top of white arc)
Maximum flap speed 0 to 10 degrees 110 kts (-1979 and later)
Stall speed clean/cruise configuration (Vs) 47 kts (bottom of green arc)
Stall speed in landing configuration (Vso) 41 kts
Maximum demonstrated crosswind component15 kts
Maximum maneouvering speed (Va) 2300lbs 97 kts
1950lbs 89 kts
1600lbs 80 kts
Speeds for normal operation

Normal take-off climb out speed 60-70 kts

Short field take off lift off 50ft, 50ft 60kts
Short field takeoff (after 19xx
Best angle of climb speed (Vx) 60kts flaps up (1980 and earlier)
56kts flap 10 (1981 and later)
Best rate of climb speed (Vy) 73-67 kts, sea level to 10,000ft
Normal approach flaps 30° 55-65 kts
Normal approach flaps up 60-70 kts
Short field landing (Vref) 60 kts
Speeds for emergency operation

Engine Failure after take-off 65 kts flap up, 60 flap down
Forced landing 70 kts flap up, 65 flap down
Precautionary landing 60 kts full flap
Cruise Performance*
Cruise at 2000ft pressure altitude 2300 rpm 105 KTAS, 6.3 gph
Cruise at 10,000ft pressure altitude 2300 rpm 101 KTAS, 5.6 gph
*Cruise figures provided from the pilots operating handbook should be used with
a contingency factor, a block cruises speed and fuel flow that allows for
contingency and climb and descent are normally applied.
Ground Planning
Provided below is an example for completion of your ground planning. Blank forms
can be obtained from C172 POH and a flying school.
In this example, the aeroplane needs to carry two pilots, 20 pounds of baggage,
and sufficient fuel to fly 1.5 hours en route at 8000ft on a private flight under
visual flight rules.
Route Planning
The first step in any flight planning is to determine the route, this is normally
carried out on a Nav. Worksheet, then transferred to the Flight Log for use in
flight.
An example of a Nav. Worksheet is shown below.
FM TO Alt Temp W/V IAS TAS Trk T V Trk M G/S Dist EET

TOTALS
Fuel Planning
The next step in ground planning after completion of the navigation log or after
determination of the flight time, is to calculate the fuel required. How much load
you can carry is dependent, first, on the minimum required fuel.
On the following page page you will find example of CRUISE PERFORMANCE table
from C172 POH (Figure 5-7). The table in this book should be not used for flight
planing, use the same table in the POH of the aircraft you are flying.
For the flight we will use an outside temperature of 20ºC above standard
temperature, or -1 degrees Celsius at 8000ft. At 55% of power we should obtain
a TAS of 108 kts and a fuel consumption of 6.2 gallons per hour. Using the
conversion factors given in the beginning of this manual 1USG = 3.785Lt we
will in theory achieve 24 litres per hour fuel consumption. This figure is however
in ideal conditions with the engine and airframe producing exactly the
performance it achieved during testing.
To allow for power variations in climb and provide a more conservative approach
a “block“ figure of 30 litres per hour may be used for planning purposes. Multiply
this figure by the flight time, and for a 1.5 hour flight we will require 45 litres of
fuel.
Fill in the fuel planning sheet as follows:

• On the first line enter this amount in the Fuel planning table as en route fuel;
• On the second line enter 10% of this amount as contingency fuel; • Enter 45
minutes, at the block consumption of 30 lt/hr, for VFR reserve.
Adding together all of the above, we find the minimum fuel required for the flight
is 83 litres.
This is minimum usable fuel, the fuel in the tanks has unusable as well.
• Add the unusable fuel to obtain the total fuel required in the tanks.
Note, the unusable fuel differs throughout the series, consult your POH for the
correct figure, and convert as required to litres in this case.

The fuel in the tanks should be checked against that required. If more, the actual
dipped fuel must be used, or the aircraft de-fuelled. If less the aircraft must be
fuelled to the minimum required, or to the maximum permitted by the weight and
balance. The actual fuel in the tanks (“dipped fuel”) is then entered in the fuel
planning worksheet.
The unusable fuel is already in the empty weight, so we must again subtract the
unusable fuel from the dipped fuel, to calculate the mass of the fuel for the mass
and balance calculation.
To use fuel quantity in the mass and balance calculation, we need to convert fuel
volume into weight. Using the formula in the table, we will find 113 litres usable
fuel is equivalent to 180 pounds of usable fuel (unusable fuel is allowed for in the
aircraft empty weight).
Fuel Planning Worksheet
Date: 01/ 01/ 2000 Reg. V5-ATN
Cessna 172
LITRES
FLIGHT TIME @ 30 LITRES* / HOUR 45

10 % CONTINGENCY FUEL 5
RESERVE (45 MINS) @ 30 LITRES* / HOUR 23
ALTERNATE FUEL (as applicable) -
ADDITIONAL FUEL (PIC's required conditions fuel) 10
MINIMUM TAKEOFF FUEL 83
TAXI (8lbs) 5
MIN RAMP FUEL 88
UNUSABLE FUEL 11
MIN DIPPED FUEL 99lt
Extra 12lt TOTAL FUEL DIPPED 124lt
LESS UNUSABLE FUEL(Included in aircraft empty weight) -11
TOTAL FUEL LOAD 113lt
LITRES TO POUNDS At SG 0.72 x 1.584
TOTAL FUEL WEIGHT TO WEIGHT AND BALANCE 180lbs
Fuel Planning Considerations

When filling in the fuel figure, always round up, and never use units smaller than
a litre, or a quarter gallon.
The BLOCK fuel figure of 30 litres an hour provides a safe margin for contingency
for most models, the 180hp models will require a block of 35 litres. Early models
of C172 with smaller engines will burn less. The block figure allows for takeoff
and climb. On shorter flights it is sometimes easier and more accurate to use a
block figure, typically around 20% higher than the POH leaned cruise figures.
On longer flights, when the aircraft is properly leaned at altitude, fuel consumption
in the cruise will be much lower, and POH fuel figures may be consulted, along
with the climb graph for climb fuel. When using climb and descent profiles,
remember to use the temperature and winds at two thirds of the change in
altitude for climb, and half the change in altitude for descent.
The 10% CONTINGENCY, where not legally required is absolutely essential for
good airmanship. If the aircraft you are flying has a fuel monitoring program, fuel
consumption will be known more accurately. Generally, where this is not in place,
the figures in the POH are optimistic and there can be a wide variation in fuel burn
in piston engine aircraft.
If ALTERNATE FUEL is required the same calculations for trip fuel are required.
Even if not legally required, it's a good airmanship to have an alternate airport,
especially if there is only one runway at your destination.
ADDITIONAL FUEL is fuel that is required by the PIC for expected circumstances
which will result in additional flight time, for example ATC routing, traffic,
weather. Additional fuel is legally required in most countries, if it is not legally
required, again it is good airmanship to carry it.
TAXI FUEL is always applied as the difference between maximum ramp weight
and maximum takeoff weight. Where no ramp weight is available taxi fuel is best
included in the trip fuel calculations.
Weight and Balance

The maximum takeoff and landing weight is 2300 pounds (1045kg) on most
models of C172. The unladen weight is approximately 1400 lbs (636 kg) and
includes full oil and usable fuel.
The actual weight of the aircraft you are flying should always be used for weight
and balance calculations. Refer to the relevant weight and balance certificate
(which should be not older then 5 years) carried on board the aircraft for exact
weight for each aircraft.

It is the pilot in command's responsibility to ensure that the aircraft is properly
loaded and within limits prior to departure. It is vital for safety and performance
considerations to know your operating weight and centre of gravity condition in
flight.
Aeroplane balance is maintained by controlling the position of the Centre of

Gravity. Overloading, or mis-loading, may not result in obvious structural
damage, but can cause fatigue on internal structural components or produce
hazardous aeroplane handling characteristics.
An overweight aircraft will have increased takeoff distance, climb rates, cruise
speeds and landing distance.
An aeroplane loaded past the rear limit of its permissible Centre of Gravity range
will have an increased tendency for over-rotation, loss of elevator control on
landing and, although a lower stall speed, a more unstable stall spin tendency.
Aircraft loaded past the forward limit will result in a higher stall speed, and wheel-
barrowing on takeoff or landing.
If spinning or other approved semi-aerobatic maneouvres are planned, the mass

and balance must be inside the Utility Category limits.
Weight and Balance Calculations

Once the weight of the minimum fuel required is known, the weight and balance
requirements may be calculated.
Begin with entering the Aircraft Empty Weight. This may be obtained from the
aircraft flight manual or documents folder and is different for every aeroplane. In
the example we used the Basic Empty Weight 1400 and Centre of Gravity of 39
inches, giving a moment of 54600inch-pounds.
Enter the actual weights or standard weights for the crew and passenger. If
weights are not known standard weights must be used for all occupants. Then
enter the fuel and baggage.
Add all the figures together to obtain the total takeoff weight. This must be less
than the maximum allowable take off weight, 2300lbs, in our example for a
standard C172N. Should it be higher, weight must be removed until it is below
the maximum. Baggage or passengers may be offloaded, or a shorter flight
planned with a lower fuel requirement.
Moments may then be calculated by multiplying the weight (mass in lbs) by the
moment arm (inches from the datum), to obtain the moment in lbs/inches.

Weight & Balance Worksheet

ITEM WEIGHT ARM MOMENT / 1000
Aircraft Empty Weight 1 4 0 0 39 5 4 6 0 0 . 0 0

(From in-flight documents)
Pilot 1 5 0 37 5 5 5 0 . 0 0
Passenger FRONT SEAT 1 8 0 37 6 6 6 0 . 0 0
REAR SEAT PASSENGERS 3 4 0 73 2 4 8 2 0 . 0 0
Baggage Area 1 (Max 4 0 95 3 8 0 0 . 0 0

120lbs)
Baggage Area 2 (Max 0 123 . 0 0
50lbs)
Fuel Weight (Max 1 8 0 47.9 8 6 2 2 . 0 0
240lbs)
Takeoff Weight (Max 2 2 6 0 45.55 1 0 2 9 4 2 . 0 0
2300lbs)
Adjustment ( Fuel ) 4 0 47.9 1 9 2 6 . 0 0
Takeoff Weight (Max 2 3 0 0 45.59 1 0 4 8 6 8 . 0 0

2300lbs)
Less Fuel Burn 7 0 47.9 3 4 2 0 . 0 0
Landing Weight (Max 2 2 3 0 45.52 1 0 1 4 4 8 . 0 0

2300lbs)
Weight x Arm = Moment; Final C of G = Total moments / Total weights
NOTE: All weights and arms used in weight and balance calculation should be in
the same units. Moments are divided by 1000 for more easily workable numbers,
and this is also the format used in the Pilot's Operating Handbook.
The centre of gravity (C of G) of the aeroplane in its takeoff condition can be

determined by dividing Takeoff Moment by Takeoff Weight. In our case the centre
of gravity for takeoff will be 45.59 inches for takeoff.
To determine that the C of G is within the approved envelope, enter takeoff weight
and moment (or C of G depending on the graph) in Centre of Gravity Limits graph
from the POH. Use a ruler to confirm the position as shown in the example below.
If Centre of Gravity is located outside the envelope, the baggage should be shifted

or removed and the Weight and Balance must be computed again to insure the
aircraft centre of gravity located within the limit. Once the aircraft is loaded within
limits for takeoff, the landing condition may then be determined in similar manner
with a C of G of 45.52 inches aft of the datum.

Note, it sometimes may be necessary to calculate how far we can fly with the load
on board then plan fuel stops in the required distance, in this case the calculation
must be reversed. In this example we had 180lbs of fuel on board, but we were
40lbs below maximum weight. If the airfield we are operating is more than
adequate for takeoff and landing performance (see below), we can add additional
fuel to the maximum allowable, allowing extra 'thinking time', in case of a
diversion or unexpected situation.
When performing spins the aircraft must be within the utility category centre of
gravity limits.
Performance Planning
Once we know what the actual weight will be for takeoff and landing, the takeoff
and landing performance can be checked to ensure the field length is adequate.
For this the tables TAKEOFF DISTANCE and LANDING DISTANCE from the
performance section of the C172 POH must be used.
For demonstration of the process we've included sample graphs from a C172
POH, and worksheets for assisting in the calculations. The takeoff and landing
graphs and worksheets referred to in the example can be seen on the pages
following. Blank copies of the worksheets are included at the end of the book,
and may also be obtained from http://www.redskyventures.org as a free
download.
AVIASOFT_INDO
Page 162
With takeoff and landing calculations, normally no wind is considered, as an into
wind runway should normally be chosen, increasing the performance and
providing a safety factor over the distance calculated. If you are operating into a
one-way airfield, any prevailing tailwind must be considered, up to the limit of
10kts.
The pressure altitude was calculated using the standard formulas provided in
the front of this manual. Performance graphs vary between different manuals,
and some may also require calculation of density altitude, confirm that the
altitude and temperature have been applied correctly, as density and pressure
altitude can be significantly different, as shown in the example below.
Runway Factors (UKCAA recommendations)
CONDITION Takeoff Distance Factor Landing Distance Factor
(increase in distance from initiating the (increase in distance from 50ft t the end of
takeoff roll up to a height of 50ft) the landing roll)
Dry Grass* up to 20cm/8in 1.2 20%* 1.1 10%+

(on firm soil)
Wet Grass* up to 20cm/8in 1.1 10%* 1.3 30% **
(on firm soil)
Soft Ground or Snow ** + 1.25 25%** 1.25 25%+
Rules of Thumb To be used when it is impractical to refer to the flight
manual, for example in a time critical diversion
An increase of 10% in weight 1.2 20% 1.1 10%
An increase of 10 deg 1.1 10% 1.05 5%
ambient temperature
A 2% slope* 1.1 10%* 1.1 10%*
A tailwind component of 10% 1.2 20% 1.2 20%
of lift off speed
An increase in 1000ft of field 1.1 10% 1.05 5%
elevation
Additional safety factor 1.33 33% 1.43 43%
Factors used together MUST be multiplied, e.g. wet grass with a 2% slope : 1.1x1.1=1.21
Any deviation from normal operating techniques will result in a decrease in performance
* Effect on ground roll will be greater
+ Dry grass and soft fields may reduce ground roll, but it is safer to apply a factor until the
performance is established without doubt
** In theses cases, depending on the surface condition, the factor may be more, as high as
60% increase in ground roll, particularly for rough fields and for hard surfaced short wet
grass.
The surface conditions provided for in performance tables by Cessna, in most POHs
do not cover all the wonderful ways we put our Cessna aircraft to use today, but

nor does it preclude them, as where there is a specific operating limitation, it must
be stated. The table on the above, from the UKCAA LASORS, is a recommendation
for application of performance degradation factors when no factor is specified by
the manufacturer.
Remember all figures should be rounded up for an additional built in safety

margin and make sure that all factors, such as runway slope and surface have
been considered and applied correctly in the distances calculation.
If the manual provides a figure, this figure or a higher figure must be used. For
example in the sample landing distance tables on the following pages, the factor
for dry grass from the POH is 45% of the ground roll. The table provided here
gives a figure of 1.20% of the total distance. The increase for 45% of ground roll
is 257ft, whereas the increase using a factor of 1.2 x the total distance 1335 =
267ft, so this higher figure can be used instead.
Departure Performance Example

DEPARTURE AIRFIELD: FYWE, Eros DATE: 01-Jan-2000
PIC: A Safepilot AIRCRAFT: C172N REG: V5.ATN
NOTE: ALL Calculations require correct integer (+ or – sign) to be carried through
(1) Pressure altitude (PA) = Altitude AMSL + 30 x (1013-QNH)
PRESSURE ALTITUDE
Standard QNH Minus Airfield Equals (+/-) ft per mb Equals (+/-) +ELEVATION
QNH
1013 -1005 8 x30 240 5570 5810ft

(2) Standard Temperature ST=15–2xPA/1000 ie. 2 degrees cooler per 1000ft altitude
(Use only if not allowed for on Graphs)
STANDARD TEMP
Pressure ALT Divide by Equals Multiply by (-2) Equals (-) Add 15
1000
5810 /1000 5.81 x-2 -11.62 15 +3.38 ≅ 3 deg C

(3) Density altitude (DA)DA = PA +(-) 120ft/deg above (below) ST
DENSITY ALTITUDE
+ACTUAL TEMP STD TEMP Equals (+/-) Multiplied by ft per Equals +Press Alt
degree
30 3 27 x120 3240 5810 9050

Approx. HWC/XWC
Wind degrees True Deviation Wind Mag Runway Magnetic Multiply by Closest Wind in
+W/-E Heading Difference Factor Knots
295 +/-14 310 10 X-60 30=x0.5 15 XWC =13.5

H-30 45=x0.7 HWC =7.5 x 0.5 ≅ 3 kts
T-full 60=x0.9 TWC - nil
T = full
Surface Dry/Wet/Paved/Grass/Gravel/Other______ Slope: Nil Sig.
TAKE OFF ROLL REQUIRED 1585

FACTORS FOR GROUND ROLL________
BASIC TAKEOFF DISTANCE 2895

FACTORS: WIND____ SLOPE____ SURFACE___ TOTAL FACTOR 1.33

SAFETY_1.33__ OTHER________________
TOTAL RUNWAY LENGTH REQUIRED 3850ft
TAKEOFF DISTANCE AVAILABLE 6000ft
Rounding up when runway length permits can also be done to alleviate some of
the arduous calculations. When the temperature is below standard, or the QNH
above standard, the density and pressure altitude are below actual. In this case
distances will be lower, and therefore the actual elevation can may be used, saving
time in calculations and adding a small safety margin.
When reviewing the runway distance available, ensure length is considered in the
correct units, if needed convert from feet to meters. In many cases a conversion
factor must be applied. Always check your answers by reasoning, for example as
a quick cross check of unit conversions figures in pound are at least double
kilograms, and feet three times metres.
It is good practice to apply an additional safety margin to calculated distances for

actual aircraft and pilot performance, however the runway length available should
be at least equal to or greater than the takeoff or landing distance required,
whichever is higher. The UKCAA recommend applying the safety factor above, the
runway should be 1.33 time greater for takeoff and 1.43 for landing than that
required, in all situations to allow for differences from manufacturers figures
(obtained with a new aeroplane), variations in the effects of surface and wind,
and to compensate for pilot performance.

SAMPLE – NOT FOR OPERATIONAL USE
Arrival Performance Example

ARRIVAL AIRFIELD: FYGB, Gobabis DATE: 01-Jan-2000
PIC: A Safepilot AIRCRAFT: C172N REG: V5.ATN
PRESSURE ALTITUDE
QNH
1013 -1020 -7 x30 -210 4730 4520

(2) Standard Temperature ST=15–2xPA/1000 ie. 2 degrees cooler per 1000ft altitude
STANDARD TEMP
Pressure ALT Divide by Equals Multiply by Negative Two Equals (-) Add 15
1000 (-2)
4520 /1000 4.52 x-2 -9.04 15 +4.96 ≅ 5

DENSITY ALTITUDE
ACTUAL TEMP -STD TEMP Equals (+/-) Multiplied by ft per Equals +Press Alt
degree
-3 5 -8 x120 -720 4520 3800ft

(4) Estimated HWC/XWC (Use only if strong winds)
Approx. HWC/XWC
Wind degrees True Deviation Wind Mag Runway Magnetic Multiply by Closest Wind in
+W/-E Heading Difference Factor Knots
325 +15W 340 290 X-40 30=x0.5 10 XWC – x0.7 ≅ 7 kts

H-50 45=x0.7 HWC – x 0.7 ≅ 7 kts

60=x0.9
T-full TWC – 10 (full)

Surface Dry/Wet/Paved/Grass/Gravel/Other______ Slope: 2%DN
LANDING GROUND ROLL REQUIRED 570

FACTORS FOR GROUND ROLL___0.45_____257
TOTAL LANDING DISTANCE REQUIRED1335+257 = 1592
FACTORS: WIND_ 1.5 _ SLOPE_ 1.1 __TOTAL FACTOR 2.36
SURFACE____
SAFETY_ 1.43_ _ OTHER___________________
TOTAL RUNWAY LENGTH REQUIRED 3757 ≅ 3800ft
LANDING DISTANCE AVAILABLE 1600mx3.28=5248ft
SAMPLE – NOT FOR OPERATIONAL USE

REVIEW QUESTIONS
1) If the magneto selector is turned to OFF:
a) there will be a drop in engine rpm
b) the rpm will stay the same
c) the engine will stop
2) Two complete separate ignition systems provide:

a) more safety only
b) more efficient burning only
c) more safety and more efficient burning
d) dual position key switching
3) Switching the ignition OFF connects the magneto system to ground:

a) true
b) false
4) If a magneto ground wire comes loose in flight, the engine:

a) will stop
b) will continue running with lower rpm
c) will continue running
5) The spark plugs are provided with electrical supply from:

a) battery at all times
b) the magnetos
c) the battery at start-up and then the magnetos
6) The most probable reason an engine continues to run after ignition switch has
been turned off is:
a) carbon deposit glowing on the spark plugs;
b) a magneto ground wire is in contact with the engine casing;
c) a broken magneto ground wire.
7) Cessna 172 engine has:

a) fuel injection system;
b) carburettor located on the bottom of the engine;
c) carburettor located on the top of the engine.
8) Cessna 172 engines are:

a) sensitive to carburettor ice;
b) not affected by carburettor ice;
c) it depends on the model;
9) Carb Heat is used to:
a) prevent carburettor ice;
b) provide better fuel mixing in the carburettor as it evaporates quickly;
c) to heat the air/fuel mixture, to improve burning in the engine.
10) The pilot controls the fuel/air ratio with the:

a) throttle;
b) carb. heat;
c) mixture.
11) For takeoff at a sea level airport, the mixture control should be:
a) in the leaned position for maximum rpm;
b) in the full rich position;
c) the engine is not affected by mixture setting below 3000ft.
12) What will occur if the mixture control remains full rich, as the flight altitude
increases:
a) the volume of air entering the carburettor decreases and the amount of
fuel decreases, resulting in a rich mixture;
b) the density of air entering the carburettor decreases and the amount of
fuel increases, resulting in a rich mixture;
c) the density of air entering the carburettor decreases and the amount of
fuel remains constant, resulting in a rich mixture.
13) The correct procedure to achieve the best fuel/air mixture when cruising at
altitude is:
a) to move the mixture control toward LEAN until engine rpm starts to
drop;
b) to move the mixture control toward LEAN until engine rpm reaches a
peak value;
c) to move the mixture control toward RICH until engine rpm starts to
drop;
d) to move the mixture control toward LEAN until engine rpm reaches a
peak EGT and then toward RICH to get EGT 50-100 degrees below the
peak.
14) Extra fuel in a rich mixture causes:

a) engine heating;
b) engine cooling;
c) does not affect the heating or cooling of the engine.
15) If after the mixture is properly adjusted while cruising at the altitude and pilot
forgets to enrich the mixture during descent:
a) the engine may cut-out due to too rich mixture;
b) the engine may cut-out due to too lean mixture;
c) a too rich mixture will create high cylinder head temperatures;
d) a to lean mixture will create high cylinder head temperatures.
16) The remedy for suspected carburettor ice is to:
a) en-richen the mixture;
b) lean the mixture;

c) apply carb heat;
d) increase power by advancing the throttle.
17) If carb heat is applied:

a) rpm will increase due to the leaner mixture;
b) rpm will decrease due to the leaner mixture;
c) rpm will decrease due to the richer mixture.
18) When the engine is primed for start-up, the fuel priming pump delivers fuel:
a) through the carburettor to the induction manifold;
b) through the carburettor to each cylinder;
c) directly to the cylinders bypassing the carburettor.
19) Water tends to collect at the:

a) lowest point in the fuel system;
b) highest point in the fuel system.
20) The engine oil system is provided to:

a) reduce friction between moving parts and ensure high engine
temperatures;
b) reduce friction between moving parts and prevent high engine
temperatures;
c) increase friction between moving parts and prevent high engine
temperatures.
21) Oil grades:

a) should not be mixed;
b) may be mixed.
22) With too little oil, you may observe:

a) high oil temperature and high oil pressure;
b) high oil temperature and low oil pressure;
c) low oil temperature and low oil pressure.
23) What action can a pilot take to aid in cooling an engine that is overheating
during a climb:
a) lean the mixture and increase airspeed;
b) en-richen the mixture and increase airspeed;
c) increase airspeed and reduce engine rpm.
24) Normal in-flight electrical power is provided by an:

a) alternator;
b) battery;
c) generator.
25) A distribution point for electrical power to various services is:
a) circuit breaker;
b) distributor;
c) bus bar.
26) The battery master switch should be turned to OFF after the engine is stopped
to avoid the battery discharging through:
a) the magnetos;
b) the generator;
c) electrical services connected to it.
27) The suction (or vacuum gauge) shows the pressure:

a) below atmospheric pressure;
b) above atmospheric pressure.
28) The vacuum pump is:

a) electrically-driven;
b) engine-driven;
c) hydraulically-driven.
29) The following instrument will be affected by a vacuum pump failure:

a) artificial horizon and the direction indicator;
b) turn and bank indicator;
c) airspeed indicator.
30) The aircraft is equipped with:

a) a fixed pitch propeller;
b) a variable pitch propeller;
c) may have a fixed pitch or variable pitch propeller depending on model.
31) The pilot should shut-down an engine after start if the oil pressure does not
rise within:
a) 30 seconds;
b) 1 minutes;
c) 10 seconds.
32 Engine power is monitored by the:

a) manifold pressure gauge;
b) engine rpm gauge.
33) The usual method of shutting an engine down is to:

a) switch the magnetos off;
b) move the mixture to idle cut-off;
c) switch the master switch off.
34) Fuel tanks is are located:
a) in the aft cabin;
b) beneath the pilot seats;
c) in the wings.
35) The aircraft is equipped with:

a) electrically operated elevator trim tab;
b) manually-operated elevator trim;
c) manually-operated elevator and rudder trim;
36) Frise type ailerons are used to:

a) reduce airflow over the control surface to make the control lighter;
b) reduce the adverse aileron yaw during bank;
c) this aircraft does not have Frise type of ailerons;
37) The flaps are:

a) hydraulically-operated;
b) electrically-operated;
c) manually-operated;
38) Fill in the following from the aircraft you are flying:
Aircraft model _________, year______;
a) The best glide speed at maximum weight is _____________.
b) The best rate of climb speed at sea level is_______, at 10'000ft_______.
c) The recommended normal climb speed at sea level is___________.
d) The recommended takeoff speed at sea level, and maximum weight for a short
field is___________, for a normal landing is________________.
e) The recommended landing speed at sea level and maximum weight for a short
field is___________, for a normal landing is________________.
NAVIGATION AND PERFORMANCE WORKSHEETS
Navigation Calculation Work Sheet

Date: / / REG: PIC:
FM TO FL Temp W/V IAS TAS DRIF Hdg VAR. Hdg G/S Dist EET
T T M

TOTALS
Fuel Planning Worksheet

LITRES
ENROUTE TIME @ ______ LITRES / HOUR
10 % CONTINGENCY FUEL
____
RESERVE (45 MINS) @ ______ LITRES / HOUR
litres
TAXI / TAKEOFF
UNUSABLE FUEL
MIN FUEL REQUIRED
TOTAL FUEL DIPPED
LESS UNUSABLE FUEL (Included in aircraft empty weight) -
LITRES TO POUNDS (AVGAS 100LL) x 1.584

TOTAL FUEL WEIGHT (TO WEIGHT AND BALANCE
SHEET)

WEIGHT AND BALANCE WORKSHEET
ITEM WEIGHT ARM MOMENT / 1000

Aircraft Empty Weight (Flt.
Man/DOCUMENTS FOLDER)
Pilot
Passenger FRONT SEAT
REAR SEAT PASSENGERS
Baggage Area 1
(Max ______lbs)
Baggage Area 2
(Max ______lbs)
Fuel Weight
(Max ______lbs)
Takeoff Weight
(Max _______lbs)
Adjustment
Takeoff Weight
(Max _______lbs)
Less Fuel Burn
Landing Weight
(Max _______lbs)
Weight x Arm = Moment.

Total Moment = Sum of all Moments (+ or -) Total Weight =
Sum of all Weights (+ or -)
Final C. of G. = Total moment / Total weight
DEPARTURE AND ARRIVAL PERFORMANCE: DEPARTURE AIRFIELD
DEPARTURE AIRFIELD: DATE: (dd-mmm-yy)
PIC: AIRCRAFT: REG:
PRESSURE ALTITUDE
QNH
1013 - x30
(2) Standard Temperature ST=15–2xPA/1000 ie. 2 degrees Celsius cooler per 1000ft
altitude (Use only if not allowed for on Graphs)
STANDARD TEMP
Pressure ALT Divide by Equals Multiply by (-2) deg per Equals (-) Add 15
1000 deg Celsius
/1000 x-2 +15C


DENSITY ALTITUDE
+/-ACTUAL TEMP minus +/STD Equals (+/-) Multiplied by ft per Equals (+/-) +Press Alt
TEMP degree
x120
Approx. HWC/XWC
Wind degrees True Deviation Wind Mag Runway Magnetic Multiply by Wind in Knots
+W/-E Heading Difference Closest Factor
X- 30=x0.5 XWC-
45=x0.7
H- HWC- x0.5
60=x0.9
T-full TWC -
T = 1.0
Surface Dry/Wet/Paved/Grass/Gravel/Other______ Slope: UP
TAKE OFF ROLL REQUIRED
FACTORS FOR GROUND ROLL________
BASIC TAKEOFF DISTANCE
FACTORS: WIND____ SLOPE____ SURFACE___ TOTAL FACTOR ______

SAFETY_1.33__ OTHER________________
TOTAL RUNWAY LENGTH REQUIRED
TAKEOFF DISTANCE AVAILABLE
DEPARTURE AND ARRIVAL PERFORMANCE: ARRIVAL AIRFIELD
ARRIVAL AIRFIELD: DATE: (dd-mmm-yy)
PIC: AIRCRAFT: REG:
PRESSURE ALTITUDE
QNH
1013 - x30
(2) Standard Temperature ST=15–2xPA/1000 ie. 2 degrees Celsius cooler per 1000ft
altitude (Use only if not allowed for on Graphs)
STANDARD TEMP
Pressure ALT Divide by Equals Multiply by (-2) deg per Equals (-) Add 15
1000 deg Celsius
/1000 x-2 +15C

DENSITY ALTITUDE
+/-ACTUAL TEMP minus +/STD Equals (+/-) Multiplied by ft per Equals (+/-) +Press Alt
TEMP degree
x120
Approx. HWC/XWC
Wind degrees True Deviation Wind Mag Runway Magnetic Multiply by Wind in Knots
+W/-E Heading Difference Closest Factor
X- 30=x0.5 XWC-
45=x0.7
H- 60=x0.9 HWC- x0.5
T-full T = 1.0 TWC – (full)
Surface Dry/Wet/Paved/Grass/Gravel/Other______ Slope: DN

LANDING GROUND ROLL REQUIRED
FACTORS FOR GROUND ROLL___0.45_____
TOTAL LANDING DISTANCE REQUIRED
FACTORS: WIND_ _ SLOPE_ __ SURFACE____ TOTAL FACTOR _______

SAFETY_1.43__ OTHER_________ __________
TOTAL RUNWAY LENGTH REQUIRED
LANDING DISTANCE AVAILABLE
IN-FLIGHT LOG
FM TO Alt/FL TRK W/V HDG HDG Dist G/S EET ETA1 ETA2 ETA3 ATA
True True Mag
TOTALS
FUEL LOG
LEFT TANK RIGHT TANK
TIME ON FUEL USED REMAINING TIME ON FUEL USED REMAINING
CLEARANCES/ATIS
________________________________________________________________
________________________________________________________________
________________________________________________________________
________________________________________________________________
________________________________________________________________
________________________________________________________________
________________________________________________________________
________________________________________________________________
________________________________________________________________
________________________________________________________________
________________________________________________________________
________________________________________________________________
________________________________________________________________
________________________________________________________________
____________________________

G1000 CESSNA 172 VERSION
ANALOGUE CESSNA 172 VERSION
PHOTOS
Integrated Flight Deck
Cockpit Reference Guide
Cessna
Nav III
SYSTEM OVERVIEW
FLIGHT INSTRUMENTS
ENGINE INDICATION SYSTEM
NAV/COM/TRANSPONDER
AUDIO PANEL
AUTOMATIC FLIGHT CONTROL
NAVIGATION
FLIGHT PLANNING
PROCEDURES
HAZARD AVOIDANCE
ADDITIONAL FEATURES
ABNORMAL OPERATIONS
ANNUNCIATIONS & ALERTS
INDEX
COPYRIGHT
Copyright © 2004-2011 Garmin Ltd. or its subsidiaries. All rights reserved.

This manual reflects the operation of System Software version 0563.25 or later for Cessna 172R, 172S, 182T, T182T, 206H, and T206H
aircraft. 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.
Tel: 913/397.8200 Fax: 913/397.8282
Garmin AT, Inc., 2345 Turner Road SE, Salem, OR 97302, U.S.A.
Tel: 503/391.3411 Fax 503/364.2138
Garmin (Europe) Ltd, Liberty House, Bulls Copse Road, Hounsdown Business Park, Southampton, SO40 9RB, U.K.
Tel: 44/0870.8501241 Fax: 44/0870.8501251
Garmin Corporation, No. 68, Jangshu 2nd Road, Shijr, Taipei County, Taiwan
Tel: 886/02.2642.9199 Fax: 886/02.2642.9099
For after-hours emergency, aircraft on ground (AOG) technical support for Garmin panel mount and integrated avionics systems,
please contact Garmin’s AOG Hotline at 913.397.0836.
Web Site Address: www.garmin.com
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 written permission of Garmin. Garmin hereby grants permission
to download a single copy of this manual and of any revision to this manual onto a hard drive or other electronic storage medium to
be viewed for personal use, provided that such electronic or printed copy of this manual or revision must contain the complete text
of this copyright notice and provided further that any unauthorized commercial distribution of this manual or any revision hereto is
strictly prohibited.
Garmin® and G1000® are registered trademarks of Garmin Ltd. or its subsidiaries. FliteCharts®, and SafeTaxi® are trademarks of
Garmin Ltd. or its subsidiaries. These trademarks may not be used without the express permission of Garmin.
NavData® is a registered trademark of Jeppesen, Inc.; Stormscope® is a registered trademark of L-3 Communications; and SiriusXM®
is a registered trademark of SiriusXM Satellite Radio, Inc.; Honeywell® and Bendix/King® are registered trademarks of Honeywell
International, Inc.; CO Guardian is a trademark of CO Guardian, Inc.
190-00384-12 Rev. A Garmin G1000 Cockpit Reference Guide for the Cessna Nav III i
COPYRIGHT
AOPA Membership Publications, Inc. and its related organizations (hereinafter collectively “AOPA”) expressly disclaim all warranties,
with respect to the AOPA information included in this data, express or implied, including, but not limited to, the implied warranties
of merchantability and fitness for a particular purpose. The information is provided “as is” and AOPA does not warrant or make any
representations regarding its accuracy, reliability, or otherwise. Under no circumstances including negligence, shall AOPA be liable for
any incidental, special or consequential damages that result from the use or inability to use the software or related documentation,
even if AOPA or an AOPA authorized representative has been advised of the possibility of such damages. User agrees not to sue AOPA
and, to the maximum extent allowed by law, to release and hold harmless AOPA from any causes of action, claims or losses related to
any actual or alleged inaccuracies in the information. Some jurisdictions do not allow the limitation or exclusion of implied warranties
or liability for incidental or consequential damages so the above limitations or exclusions may not apply to you.
October 2011 190-00384-12 Rev. A Printed in the U.S.A.
ii Garmin G1000 Cockpit Reference Guide for the Cessna Nav III 190-00384-12 Rev. A
WARNINGS,
CAUTIONS, & NOTES
WARNING: Navigation and terrain separation must NOT be predicated upon the use of the terrain avoidance
feature. The terrain avoidance feature is NOT intended to be used as a primary reference for terrain avoidance
and does not relieve the pilot from the responsibility of being aware of surroundings during flight. The terrain
avoidance feature is only to be used as an aid for terrain avoidance. Terrain data is obtained from third party
sources. Garmin is not able to independently verify the accuracy of the terrain data.
WARNING: The displayed minimum safe altitudes (MSAs) are only advisory in nature and should not be relied
upon as the sole source of obstacle and terrain avoidance information. Always refer to current aeronautical charts
for appropriate minimum clearance altitudes.
WARNING: The altitude calculated by G1000 GPS receivers is geometric height above Mean Sea Level and could
vary significantly from the altitude displayed by pressure altimeters, such as the GDC 74A Air Data Computer, or
other altimeters in the aircraft. GPS altitude should never be used for vertical navigation. Always use pressure
altitude displayed by the G1000 PFD or other pressure altimeters in aircraft.
WARNING: Do not use outdated database information. Databases used in the G1000 system must be updated
regularly in order to ensure that the information remains current. Pilots using any outdated database do so entirely
at their own risk.
WARNING: Do not use basemap (land and water data) information for primary navigation. Basemap data is
intended only to supplement other approved navigation data sources and should be considered as an aid to
enhance situational awareness.
WARNING: Traffic information shown on system displays is provided as an aid in visually acquiring traffic. Pilots
must maneuver the aircraft based only upon ATC guidance or positive visual acquisition of conflicting traffic.
WARNING: Use of the Stormscope is not intended for hazardous weather penetration (thunderstorm penetration).
Stormscope information, as displayed on the G1000 MFD, is to be used only for weather avoidance, not penetration.
WARNING: Do not use datalink weather products (e.g., XM WX Satellite Weather, GFDS World Wide Weather,
or FIS-B) for hazardous weather penetration. Weather information provided by these products is aged by up
to several minutes and may not depict actual weather conditions as they currently appear.
WARNING: NEXRAD weather data is to be used for long-range planning purposes only. Due to inherent delays
in data transmission and the relative age of the data, NEXRAD weather data should not be used for short-range
weather avoidance.
190-00384-12 Rev. A Garmin G1000 Cockpit Reference Guide for the Cessna Nav III
WARNINGS,
CAUTIONS, & NOTES
WARNING: The Garmin G1000, as installed in Cessna Nav III aircraft, has a very high degree of functional integrity.
However, the pilot must recognize that providing monitoring and/or self-test capability for all conceivable system
failures is not practical. Although unlikely, it may be possible for erroneous operation to occur without a fault
indication shown by the G1000. It is thus the responsibility of the pilot to detect such an occurrence by means
of cross-checking with all redundant or correlated information available in the cockpit.
WARNING: For safety reasons, G1000 operational procedures must be learned on the ground.
WARNING: The United States government operates the Global Positioning System and is solely responsible for its
accuracy and maintenance. The GPS system is subject to changes which could affect the accuracy and performance
of all GPS equipment. Portions of the Garmin G1000 utilize GPS as a precision electronic NAVigation AID (NAVAID).
Therefore, as with all NAVAIDs, information presented by the G1000 can be misused or misinterpreted and,
therefore, become unsafe.
WARNING: To reduce the risk of unsafe operation, carefully review and understand all aspects of the G1000 Pilot’s
Guide documentation. Thoroughly practice basic operation prior to actual use. During flight operations, carefully
compare indications from the G1000 to all available navigation sources, including the information from other NAVAIDs,
visual sightings, charts, etc. For safety purposes, always resolve any discrepancies before continuing navigation.
WARNING: The illustrations in this guide are only examples. Never use the G1000 to attempt to penetrate a
thunderstorm. Both the FAA Advisory Circular, Subject: Thunderstorms, and the Aeronautical Information Manual (AIM)
recommend avoiding “by at least 20 miles any thunderstorm identified as severe or giving an intense radar echo.”
WARNING: Lamp(s) inside this product may contain mercury (HG) and must be recycled or disposed of according
to local, state, or federal laws. For more information, refer to our website at www.garmin.com/aboutGarmin/
environment/disposal.jsp.
WARNING: Because of variation in the earth’s magnetic field, operating the system within the following areas
could result in loss of reliable attitude and heading indications. North of 72° North latitude at all longitudes.
South of 70° South latitude at all longitudes. North of 65° North latitude between longitude 75° W and 120°
W. (Northern Canada). North of 70° North latitude between longitude 70° W and 128° W. (Northern Canada).
North of 70° North latitude between longitude 85° E and 114° E. (Northern Russia). South of 55° South latitude
between longitude 120° E and 165° E. (Region south of Australia and New Zealand).
WARNING: Do not use GPS to navigate to any active waypoint identified as a ‘NON WGS84 WPT’ by a system
message. ‘NON WGS84 WPT’ waypoints are derived from an unknown map reference datum that may be
incompatible with the map reference datum used by GPS (known as WGS84) and may be positioned in error
as displayed.
Garmin G1000 Cockpit Reference Guide for the Cessna Nav III 190-00384-12 Rev. A
WARNINGS,
CAUTIONS, & NOTES
CAUTION: The PFD and MFD displays use a lens coated with a special anti-reflective coating that is very sensitive
to skin oils, waxes, and abrasive cleaners. CLEANERS CONTAINING AMMONIA WILL HARM THE ANTI-REFLECTIVE
COATING. It is very important to clean the lens using a clean, lint-free cloth and an eyeglass lens cleaner that is
specified as safe for anti-reflective coatings.
CAUTION: The Garmin G1000 does not contain any user-serviceable parts. Repairs should only be made by an
authorized Garmin service center. Unauthorized repairs or modifications could void both the warranty and the
pilot’s authority to operate this device under FAA/FCC regulations.
NOTE: When using Stormscope, there are several atmospheric phenomena in addition to nearby thunderstorms
that can cause isolated discharge points in the strike display mode. However, clusters of two or more discharge
points in the strike display mode do indicate thunderstorm activity if these points reappear after the screen has
been cleared.
NOTE: All visual depictions contained within this document, including screen images of the G1000 panel and
displays, are subject to change and may not reflect the most current G1000 system and aviation databases.
Depictions of equipment may differ slightly from the actual equipment.
NOTE: This device complies with part 15 of the FCC Rules. Operation is subject to the following two conditions:
(1) this device may not cause harmful interference, and (2) this device must accept any interference received,
including interference that may cause undesired operation.
NOTE: The GDU 1040 and GDU 1044B PFD/MFD may require a warm-up time of up to 30 minutes when exposed
to -40˚C for an extended period. A warm-up time of up to 15 minutes may be required when exposed to -30˚C
for an extended period.
NOTE: This product, its packaging, and its components contain chemicals known to the State of California to
cause cancer, birth defects, or reproductive harm. This notice is being provided in accordance with California’s
Proposition 65. If you have any questions or would like additional information, please refer to our web site at
www.garmin.com/prop65.
NOTE: Interference from GPS repeaters operating inside nearby hangars can cause an intermittent loss of attitude
and heading displays while the aircraft is on the ground. Moving the aircraft more than 100 yards away from the
source of the interference should alleviate the condition.
NOTE: The purpose of this Cockpit Reference Guide is to provide the pilot a resource with which to find operating
instructions on the major features of the G1000 system more easily. It is not intended to be a comprehensive operat-
ing guide. Complete operating procedures for the system are found in the G1000 Pilot’s Guide for this aircraft.
NOTE: Use of polarized eyewear may cause the flight displays to appear dim or blank.
190-00384-12 Rev. A Garmin G1000 Cockpit Reference Guide for the Cessna Nav III
WARNINGS,
CAUTIONS, & NOTES
Blank Page
Garmin G1000 Cockpit Reference Guide for the Cessna Nav III 190-00384-12 Rev. A
RECORD OF REVISIONS
Part Number Change Summary

190-00384-03
(Rev. A) Added XM Radio and XM Weather
Added ADF capability
Added DME capability
Added BRG1/BRG2 pointers
Added dual audio panel operation
Added C172 parameters
Changed Airspeed Trend Vector
Changed Altitude Trend Vector
Added Checklist capability
Added Flight ID capability
(Rev. B) Updated system software numbers

190-00384-04
(Rev. A) Reformatted manual to new format
Added TAS capability
(Rev. B) Added DONE Softkey, XM-INFORMATION Page, and XM-RADIO Page operation.
190-00384-05
(Rev. A) Added explanation of EIS display behavior upon exceedances
Added better explanation of Intercom System Isolation
Added Stormscope operation upon loss of heading input
Added TAWS-B
Added CO Guardian
Added new Fuel Totalizer
Updated G1000 System Messages
190-00384-06
(Rev A) Added GDU 7.00 (WAAS, VNAV & Charts) software parameters.
Added AFCS for the 182 and 206
Added database loading instructions
Updated G1000 System Messages
Combined previous system software numbers into 0563.00
190-00384-12 Rev. A Garmin G1000 Cockpit Reference Guide for the Cessna Nav III RR-1
RECORD OF REVISIONS
Part Number Change Summary

190-00384-07
(Rev. A) Added GDU 8.02 parameters, Airways, and ADS-B
190-00384-08
(Rev. A) Added GDU 8.20 parameters, including gradient background on the PFD and GFC
700 for the C172.
190-00384-09
(Rev. A) Added GDU 9.03 parameters. Removed gradient background. Added Additional
Features section
Changed tab structure
190-00384-10 Added GDU 9.15
Added new page navigation
Added flight plan import/export
Added new EIS displays
Added CDI use in Dead Reckoning Mode
Various clerical changes
190-00384-11 Added GDU 10.01
Added Auxiliary Video
Added AOPA Airport Directory
Added Flight Data Logging
190-00384-12 Added GDU 12.02 parameters
Added FIS-B Weather
Added GTS 800
Added GFDS Weather (GSR 56)
Added Arrival Alerts
Revision Date of Revision Affected Pages Description

A October, 2011 All Production Release
RR-2 Garmin G1000 Cockpit Reference Guide for the Cessna Nav III 190-00384-12 Rev. A
TABLE OF CONTENTS
SECTION 1: SYSTEM OVERVIEW..................................... 1-1 SECTION 3: ENGINE INDICATION SYSTEM (EIS)..... 3-1
1.1 PFD/MFD Controls.................................................... 1-2 3.1 Engine Display.......................................................... 3-1
1.2 PFD Softkeys............................................................. 1-5 3.2 Lean Display............................................................. 3-4
1.3 MFD Softkeys........................................................... 1-9 Normally-aspirated Aircraft........................................... 3-7
1.4 MFD Page Groups.................................................. 1-10 Turbocharged Aircraft................................................... 3-7
1.5 Vertical Navigation............................................... 1-11 3.3 System Display......................................................... 3-7
1.6 Arrival Alerts.......................................................... 1-13
1.7 Backlighting............................................................ 1-13 SECTION 4: NAV/COM AND TRANSPONDER........... 4-1
1.8 Loading Updated Databases............................... 1-14 4.1 Radio Status Indications........................................ 4-3
Loading Garmin Database Updates............................. 1-14 4.2 Volume....................................................................... 4-3
Loading the Jeppesen Navigation 4.3 Automatic Squelch.................................................. 4-3
Database as the Active Navigation Database.............. 1-15 4.4 Quickly Activating 121.500 MHz........................... 4-3
Loading the Jeppesen Navigation Database 4.5 Optional NAV Radios.............................................. 4-3
as the Standby Navigation Database.......................... 1-15 DME Radio (optional)................................................... 4-3
Magnetic Field Variation Database Update.................. 1-16 ADF Radio (optional).................................................... 4-4
4.6 Frequency Auto-tuning.......................................... 4-4
SECTION 2: FLIGHT INSTRUMENTS............................... 2-1 Auto-tuning on the PFD............................................... 4-4
2.1 Airspeed Indicator................................................... 2-3 Auto-tuning on the MFD.............................................. 4-4
Speed Indication.......................................................... 2-3 4.7 Transponder.............................................................. 4-4
Speed Ranges.............................................................. 2-3 Mode Selection............................................................ 4-4
Airspeed Trend Vector .................................................. 2-3 Reply Status................................................................. 4-5
Vspeed References....................................................... 2-3 Code Selection............................................................. 4-5
2.2 Attitude Indicator................................................... 2-3
2.3 Altimeter................................................................... 2-4 SECTION 5: AUDIO PANEL................................................. 5-1
Selected Altitude Bug................................................... 2-4 5.1 COM Radio Selection.............................................. 5-2
Altitude Trend Vector.................................................... 2-4 5.2 Cabin Speaker.......................................................... 5-2
Barometric Setting Box................................................. 2-4 5.3 Passenger Address (PA) System (T)182T
Altitude Alerting (GFC700 only).................................... 2-4 .and (T)206H Only.....................................................5-2
Metric Display.............................................................. 2-5 5.4 Marker Beacon Receiver........................................ 5-2
Low Altitude Annunciation............................................ 2-5 Marker Beacon Signal Sensitivity.................................. 5-2
2.4 Vertical Deviation/Glidepath/Glideslope 5.5 Nav Radio Audio Selection.................................... 5-3
Indicator.................................................................... 2-6 5.6 Intercom System (ICS) Isolation........................... 5-3
2.5 Marker Beacon Annunciations............................. 2-7 5.7 Intercom Squelch Control...................................... 5-4
2.6 Vertical Speed Indicator........................................ 2-7 5.8 Digital Clearance Recorder and Player.............. 5-4
2.7 Barometric Altitude Minimums............................ 2-7
2.8 Horizontal Situation Indicator (HSI).................... 2-8
SECTION 6: AUTOMATIC FLIGHT CONTROL.............. 6-1
6.1 AFCS Controls........................................................... 6-1
Course Pointer............................................................. 2-9
6.2 Flight Director Operation...................................... 6-2
Course Deviation Indicator (CDI)................................... 2-9
Activating the Flight Director........................................ 6-2
Bearing Pointers and Information Windows................. 2-11
Command Bars............................................................ 6-2
DME (optional)........................................................... 2-11
AFCS Status Box.......................................................... 6-3
Navigation Source...................................................... 2-11
6.3 Flight Director Modes............................................. 6-3
2.9 Wind Data................................................................ 2-12
Pitch Modes................................................................. 6-3
2.10 Generic Timer......................................................... 2-13
Roll Modes................................................................. 6-17
190-00384-12 Rev. A Garmin G1000 Cockpit Reference Guide for the Cessna Nav III TOC-1
TABLE OF CONTENTS
6.4 Autopilot Operation............................................. 6-22 Select the Nearest NDB Page...................................... 7-31
Flight Control............................................................. 6-22 7.12 Nearest VOR............................................................ 7-31
Engaging the Autopilot............................................... 6-22 Select the Nearest VOR Page...................................... 7-31
Control Wheel Steering............................................... 6-23 7.13 Nearest User Waypoint......................................... 7-32
Disengaging the Autopilot.......................................... 6-23 Select the Nearest User Waypoint Page....................... 7-32
6.5 Example Procedures............................................. 6-24 7.14 Nearest Frequencies............................................. 7-32
Departure.................................................................. 6-24 Select the Nearest Frequencies Page........................... 7-32
Intercepting a VOR Radial........................................... 6-26 7.15 Nearest Airspaces.................................................. 7-33
Flying a Flight Plan/GPS Course.................................. 6-27 Select the Nearest Airspaces Page............................... 7-33
Descent..................................................................... 6-28
Approach................................................................... 6-31 SECTION 8: FLIGHT PLANNING....................................... 8-1
Go Around/Missed Approach...................................... 6-33 8.1 User Defined Waypoints......................................... 8-1
6.6 AFCS Annunciations and Alerts.......................... 6-34 Select the User WPT Information Page.......................... 8-1
AFCS Status Alerts...................................................... 6-34 8.2 Viewing the Active Flight Plan............................. 8-4
Overspeed Protection................................................. 6-35 8.3 Activate a Stored Flight Plan................................ 8-4
8.4 Activate a Flight Plan Leg..................................... 8-5
SECTION 7: NAVIGATION................................................... 7-1 8.5 Stop Navigating a Flight Plan............................... 8-5
7.1 Navigation Map Page............................................. 7-1 8.6 Invert Active Flight Plan........................................ 8-5
Select the MAP Page Group.......................................... 7-1 8.7 Create a Flight Plan................................................ 8-5
7.2 Direct-to Navigation............................................... 7-1 Create a Flight Plan Using the MFD.............................. 8-5
Direct-to Navigation from the MFD............................... 7-1 Create a Flight Plan Using the PFD............................... 8-6
Direct-to Navigation from the PFD................................ 7-3 8.8 Import a Flight Plan from an SD Card................. 8-6
7.3 Navigating an Example Flight Plan..................... 7-5 8.9 Enter an Airway in a Flight Plan.......................... 8-7
7.4 Airport Information.............................................. 7-25 8.10 Load a Departure.................................................... 8-9
Select the Airport Information Page............................ 7-25 8.11 Load an Arrival......................................................... 8-9
Display AOPA Airport Directory Information................. 7-26 8.12 Load an Approach................................................... 8-9
Select an Airport from the Database........................... 7-26 8.13 Remove a Departure, Arrival, Approach,
Select an Airport from the Active Flight Plan................ 7-26 . or Airway from a Flight Plan...............................8-9
Select a Nearest Airport.............................................. 7-26 8.14 Store a Flight Plan................................................... 8-9
Select a Recently Entered Airport Identifier.................. 7-27 8.15 Edit a Stored Flight Plan........................................ 8-9
Select an Airport by Facility Name or City Location...... 7-27 8.16 Delete a Waypoint from the Flight Plan............. 8-9
7.5 Intersection Information..................................... 7-27 8.17 Invert and Activate a Stored Flight Plan......... 8-10
Select the Intersection Information Page..................... 7-27 8.18 Copy a Flight Plan................................................. 8-10
7.6 NDB Information.................................................... 7-28 8.19 Delete a Flight Plan.............................................. 8-10
Select the NDB Information Page................................ 7-28 8.20 Graphical Flight Plan Creation........................... 8-10
7.7 VOR Information.................................................... 7-28 8.21 Trip Planning........................................................... 8-11
Select the VOR Information Page................................ 7-28 8.22 Export a Flight Plan to an SD Card.................... 8-12
7.8 User Waypoint Information Page...................... 7-29
7.9 Nearest Airports.................................................... 7-29 SECTION 9: PROCEDURES................................................. 9-1
Nearest Airport Information on the MFD..................... 7-29 9.1 Arrivals and Departures......................................... 9-1
Nearest Airports Information on the PFD..................... 7-30 Load and Activate a Departure Procedure..................... 9-1
7.10 Nearest Intersections........................................... 7-30 Load and Activate An Arrival Procedure......................... 9-1
Select the Nearest Intersections Page.......................... 7-30 9.2 Approaches............................................................... 9-2
7.11 Nearest NDB........................................................... 7-31 Load and/or Activate an Approach Procedure................ 9-3
TOC-2 Garmin G1000 Cockpit Reference Guide for the Cessna Nav III 190-00384-12 Rev. A
TABLE OF CONTENTS
Activate An Approach in the Active Flight Plan.............. 9-4 Setting Up and Customizing
Activate A Missed Approach in the Active Flight Plan..... 9-4 Weather Data for the Navigation Map Page.............. 10-15
GFDS Weather Data Requests................................... 10-16
SECTION 10: HAZARD AVOIDANCE............................ 10-1 Worldwide Weather Products................................... 10-19
10.1 Customizing the Hazard Displays 10.6 Traffic Systems..................................................... 10-23
on the Navigation Map........................................ 10-1 Traffic Information Service (TIS)................................. 10-23
10.2 STORMSCOPE® (Optional)................................... 10-1 Traffic Advisory Systems (Optional)............................ 10-24
Displaying Stormscope Lightning Data on the ADS-B Traffic GDL 90 (Optional)............................... 10-27
Navigation Map Page................................................. 10-1 10.7 Terrain and Obstacle Proximity........................ 10-28
Stormscope Page........................................................ 10-2 Displaying Terrain and Obstacles on the
10.3 XM Weather (Service Optional).......................... 10-3 Terrain Proximity Page............................................. 10-28
Displaying METAR and TAF information on the Airport Displaying Terrain and Obstacles on the
Information Page....................................................... 10-3 Navigation Map....................................................... 10-28
Displaying Weather on the Weather Data Link Page.... 10-4 10.8 TERRAIN-SVS Display (Optional)...................... 10-29
Map Panning Information – Weather Data Link Page.. 10-5 Displaying Terrain on the TERRAIN-SVS Page............. 10-29
Displaying TFR Data:................................................... 10-5 Enable/Disable Aviation Data.................................... 10-30
Enabling/disabling winds aloft data display in TERRAIN-SVS Alerts................................................. 10-30
Profile View:............................................................... 10-6 Terrain Inhibit........................................................... 10-33
Weather Products & Symbols...................................... 10-6 Forward Looking Terrain Avoidance (FLTA)................. 10-33
Weather Product Age................................................. 10-7 Displaying Terrain and Obstacles on the
10.4 FIS-B Weather (Optional)..................................... 10-7 Navigation Map....................................................... 10-34
Accessing FIS-B Weather Products.............................. 10-7 10.9 Terrain Awareness & Warning System (TAWS).......
Setting Up and Customizing the FIS-B Display (Optional)...............................................10-34
Weather Data Link Page............................................ 10-8 Displaying Terrain on the TAWS-B Page..................... 10-34
Restoring Default FIS-B Weather Enable/Disable Aviation Data.................................... 10-35
Data Link Page Settings.............................................. 10-9 TAWS Inhibit............................................................ 10-35
Switching Between FIS-B, GFDS and XM WX Sources.. 10-9 Manual System Test.................................................. 10-35
Viewing Legends for Displayed FIS-B Forward Looking Terrain Avoidance (FLTA)................. 10-36
Weather Products....................................................... 10-9 Premature Descent Alert (PDA)................................. 10-36
Setting Up and Customizing Weather Excessive Descent Rate Alert (EDR)........................... 10-36
Data for the Navigation Map Page.............................. 10-9 Negative Climb Rate After Takeoff Alert (NCR)........... 10-36
FIS-B Weather Products............................................ 10-10 “Five-Hundred” Aural Alert....................................... 10-37
Displaying Precipitation Weather Information............ 10-11 Displaying Terrain and Obstacles on the
10.5 Worldwide Weather (Optional)........................ 10-12 Navigation Map....................................................... 10-37
Registering with Garmin Flight Data Services............ 10-12 Pop-up Alerts........................................................... 10-37
Switching Between GFDS, FIS-B and XM WX Sources.10-13 TAWS Alerts Summary.............................................. 10-38
Accessing GFDS Worldwide Weather Products........... 10-13 Alert Annunciations.................................................. 10-39
Setting Up and Customizing the
GFDS Weather Data Link Page.................................. 10-14 SECTION 11: ADDITIONAL FEATURES....................... 11-1
Restoring Default GFDS 11.1 Synthetic Vision System (SVS) (Optional)........ 11-1
Weather Data Link Page Settings.............................. 10-14 SVS Operation............................................................ 11-1
Viewing Legends for Displayed GFDS SVS Features.............................................................. 11-2
Weather Products..................................................... 10-15 Field of View.............................................................. 11-9
11.2 SafeTaxi................................................................. 11-10
190-00384-12 Rev. A Garmin G1000 Cockpit Reference Guide for the Cessna Nav III TOC-3
TABLE OF CONTENTS
11.3 ChartView (Optional).......................................... 11-11 13.7 Other G1000 Aural Alerts..................................... 13-8
Chart Options.......................................................... 11-12 13.8 G1000 System Annunciations............................. 13-9
Day/Night View........................................................ 11-13 13.9 G1000 System Message Advisories................. 13-12
11.4 FliteCharts............................................................. 11-14 MFD & PFD Message Advisories................................ 13-12
Chart Options.......................................................... 11-15 Database Message Advisories................................... 13-13
Day/Night View........................................................ 11-15 GMA 1347 Message Advisories................................ 13-16
11.5 AOPA Airport Directory...................................... 11-15 GIA 63 Message Advisories...................................... 13-16
11.6 XM Radio Entertainment (Service Optional).11-16 GIA 63W Message Advisories................................... 13-19
Using XM Radio....................................................... 11-16 GEA 71 Message Advisories..................................... 13-22
Automatic Audio Muting.......................................... 11-18 GSR 56 Message Advisories...................................... 13-22
11.7 Scheduler............................................................... 11-18 GDC 74A Message Advisories................................... 13-22
11.8 Electronic Checklists........................................... 11-20 GTX 33 Message Advisories...................................... 13-23
11.9 Flight Data Logging............................................ 11-23 GRS 77 Message Advisories...................................... 13-23
11.10 Auxiliary Video (Optional)............................... 11-24 GMU 44 Message Advisories.................................... 13-24
Video Setup............................................................. 11-25 GDL 69/69A Message Advisories.............................. 13-24
Display Selection...................................................... 11-25 Miscellaneous Message Advisories............................ 13-24
Input Selection......................................................... 11-25 13.10 Flight Plan Import/Export Messages............. 13-27
Zoom/Range............................................................ 11-26
INDEX....................................................................................Index-1
SECTION 12: ABNORMAL OPERATION...................... 12-1
12.1 Reversionary Mode............................................... 12-1
12.2 Abnormal COM Operation................................... 12-2
12.3 Unusual Attitudes.................................................. 12-2
12.4 Stormscope Operation with
loss of Heading Input........................................... 12-2
12.5 Hazard Displays with Loss of GPS Position..... 12-2
12.6 Dead Reckoning..................................................... 12-3
SECTION 13: ANNUNCIATIONS & ALERTS............... 13-1

13.1 Alert Level Definitions......................................... 13-2
13.2 NAV III Aircraft Alerts........................................... 13-3
WARNING Alerts
(172R, 172S, 182T, T182T, 206H, and T206H)............ 13-3
CAUTION Alerts
(172R, 172S, 182T, T182T, 206H, and T206H)............. 13-3
CAUTION Alerts
(T182, T206, and 206 with Prop De-Ice Only).............. 13-3
Safe Operating Annunciation
(T182, T206, and 206 with Prop De-Ice Only).............. 13-3
13.3 CO Guardian Messages........................................ 13-3
13.4 AFCS Alerts.............................................................. 13-4
System Status Annunciation........................................ 13-4
13.5 Terrain-SVS Alerts................................................. 13-5
13.6 TAWS Alerts............................................................. 13-6
TOC-4 Garmin G1000 Cockpit Reference Guide for the Cessna Nav III 190-00384-12 Rev. A
SECTION 1
SYSTEM OVERVIEW
SECTION 1: SYSTEM OVERVIEW This guide gives the pilot abbreviated operating
instructions for the Primary Flight Display (PFD), Multi
The purpose of this Cockpit Reference Guide is Function Display (MFD), and the GMA 1347 Audio Panel
to provide the pilot a resource with which to find System.
operating instructions on the major features of the
G1000 system more easily. It is not intended to be a NOTE: The pilot should read and thoroughly
comprehensive operating guide. Complete operating understand the Cessna Pilot’s Operating
Handbook (POH) for limitations, procedures and
procedures for the complete system are found in the
operational information not contained in this
Garmin G1000 Pilot’s Guide for the Cessna Nav III (190-
Cockpit Reference Guide. The Cessna POH always
00498-07). takes precedence over the information found in
this guide.
190-00384-12 Rev. A Garmin G1000 Cockpit Reference Guide for the Cessna Nav III 1-1
SECTION 1
SYSTEM OVERVIEW
1.1 PFD/MFD CONTROLS

1 2 3 4 5 6 7 8 9
17
18 24
10 14
19 25
11 15
20 26
12 16
21 27
22 28 13
23 29
GFC 700 AFCS Only Figure 1-1 PFD/MFD Controls
1-2 Garmin G1000 Cockpit Reference Guide for the Cessna Nav III 190-00384-12 Rev. A
SECTION 1
SYSTEM OVERVIEW
PFD and MFD controls function the same.

8 COM Frequency Transfer Key – Transfers the
1 NAV VOL/ID Knob – Controls the NAV audio standby and active COM frequencies. Pressing
level. Press to turn the Morse code identifier ON and holding this key for two seconds automatically
and OFF. Volume level is shown in the field as a tunes the emergency frequency (121.5 MHz) in
percentage. the active frequency field.
2 NAV Frequency Transfer Key – Transfers the 9 COM VOL/SQ Knob – Controls COM audio level.
standby and active NAV frequencies. Pressing this knob turns the COM automatic
squelch ON and OFF. Audio volume level is
3 Dual NAV Knob – Tunes the MHz (large knob) shown in the field as a percentage.
and kHz (small knob) standby frequencies for
the NAV receiver. Press to switch the tuning box 10 Direct-to Key – Allows the user to enter a
(light blue box) between the NAV1 and NAV2 destination waypoint and establish a direct course
fields. to the selected destination (specified by the
identifier, chosen from the active route, or taken
4 Heading Knob – Turn to manually select a heading
from the map pointer position).
on the HSI. When pressed, it synchronizes
the heading bug with the compass lubber line. 11 FPL Key – Displays the active Flight Plan Page for
Selected Heading provides the heading reference creating and editing the active flight plan, or for
to the Flight Director while operating in Heading accessing stored flight plans.
Select Mode.
12 CLR Key (DFLT MAP) – Erases information,
5 Joystick – Changes the map range (distance top to cancels an entry, or removes page menus. To
bottom of map display) when rotated. Activates display the Navigation Map Page immediately,
the map pointer when pressed. press and hold CLR (MFD only).
6 CRS/BARO Knob – The large knob sets the
13 Dual FMS Knob – Used to select the page to be
altimeter barometric pressure and the small knob
adjusts the course. The course is only adjustable viewed (only on the MFD). The large knob selects
when the HSI is in VOR1, VOR2, or OBS/SUSP a page group (MAP, WPT, AUX, FPL, NRST),
Mode. Pressing this knob centers the CDI on the while the small knob selects a specific page within
currently selected VOR. Selected Course provides the page group. Pressing the small knob turns the
course reference to the Flight Director when selection cursor ON and OFF. When the cursor
operating in Navigation and Approach Modes. is ON, data may be entered in the different fields
using the small and large knobs. The large knob
7 Dual COM Knob – Tunes the MHz (large knob) is used to move the cursor on the page, while the
and kHz (small knob) standby frequencies for the small knob is used to select individual characters
COM transceiver. Pressing this knob switches the for the highlighted cursor location. When the
tuning box (light blue box) between the COM1 G1000 displays a list that is too long for the
and COM2 fields. display screen, a scroll bar appears along the right
SECTION 1
SYSTEM OVERVIEW
side of the display, indicating the availability of The following are only available with the GFC 700
additional items within the selected category. AFCS.
Press the small FMS Knob to activate the cursor 18 AP Key – Engages/disengages the Autopilot and
and turn the large FMS Knob to scroll through the
Flight Director. Pressing the AP Key activates the
list.
Flight Director and engages the Autopilot in the
14 MENU Key – Displays a context-sensitive list default pitch axis and roll axis modes. Pressing
of options. This list allows the user to access the AP Key again disengages the autopilot and
additional features, or to make setting changes deactivates the Flight Director.
that relate to certain pages. 19 HDG Key – Selects/deselects the Heading Select
Mode.
15 PROC Key – Selects approaches, departures and
arrivals from the flight plan. If a flight plan is 20 NAV Key – Selects/deselects the Navigation
used, available procedures for the departure and/ Mode.
or arrival airport are automatically suggested. If 21 APR Key – Selects/deselects the Approach Mode.
a flight plan is not used, the desired airport and
the desired procedure may be selected. This key 22 VS Key – Selects/deselects the Vertical Speed
selects IFR departure procedures (DPs), arrival Mode.
procedures (STARs) and approaches (IAPs) from
23 FLC Key – Selects/deselects the Flight Level
the database and loads them into the active flight
Change Mode.
plan.
24 FD Key – Activates/deactivates the Flight Director
16 ENT Key – Accepts a menu selection or data only. Pressing the FD Key turns on the Flight
entry. This key is used to approve an operation Director in the default pitch axis and roll axis
or complete data entry. It is also used to confirm modes. Pressing the FD Key again deactivates the
selections and information entries. Flight Director and removes the command bars,
17 Dual ALT Knob – Sets the selected altitude in the unless the Autopilot is engaged. If the Autopilot
box located above the Altimeter. The large knob is engaged, the FD Key is disabled.
selects the thousands (500m for metric), while the 25 ALT Key – Selects/deselects the Altitude Hold
small knob selects the hundreds (50m for metric). Mode.
Altitude Select is used by the Automatic Flight
26 VNV Key – Selects/deselects Vertical Navigation
Control System in certain modes, in addition to
the standard G1000 Altitude Alerter function. Mode.
27 BC Key – Selects/deselects Back Course Mode.
28 29 NOSE UP/NOSE DN Keys – Controls the
active pitch reference for the Pitch Hold,
Vertical Speed, and Flight Level Change
Modes.
SECTION 1
SYSTEM OVERVIEW
1.2 PFD SOFTKEYS
Softkey ON Softkey OFF
Figure 1-2 PFD Top Level Softkeys
DME ALERTS
PRECIP DL LTNG
or or
WX LGND STRMSCP METAR ALERTS
TRFC-1
Press the BACK Softkey to return to
the top-level softkeys.
TRFC-2
Figure 1-2 INSET Softkeys
INSET – Press to display the Inset Map in the lower WX LGND – Displays icon and age on the Inset
left corner of the PFD. Map for the selected weather products
OFF – Press to remove the Inset Map. (optional)
DCLTR (3) – Press momentarily to select the desired
amount of map detail. The declutter level appears TRAFFIC – Cycles through traffic display options:
adjacent to the DCLTR Softkey. - TRFC-1: Traffic displayed on inset map
- TRFC-2: Traffic Map Page is displayed in the
- No declutter: All map features are visible. inset map window
- Declutter – 1: Declutters land data.
- Declutter – 2: Declutters land and SUA data. TOPO – Press to display topographical data (i.e.,
- Declutter – 3: Declutters large NAV data coastlines, terrain, rivers, lakes, etc.) and
remaining (removes everything except the elevation scale on the Inset Map.
active flight plan). TERRAIN – Press to display terrain information on
the Inset Map.
SECTION 1
SYSTEM OVERVIEW
STRMSCP (optional) – Press to display the disabling Synthetic Vision features.

Stormscope lightning data on the Inset Map PATHWAY – Displays rectangular boxes
(within a 200 nm radius of the aircraft). representing the horizontal and vertical flight
NEXRAD/PRECIP(optional) – Press to display path of the active flight plan.
NEXRAD weather and coverage information on SYN TERR – Enables synthetic terrain
the Inset Map or FIS-B/GFDS precipitation depiction.
on the Inset Map HRZN HDG – Displays compass heading along
XM LTNG/DL LTNG (optional) – Press to display the Zero-Pitch line.
XM/DL lightning information on the Inset Map. APTSIGNS – Displays position markers for
METAR (optional) – Press to display METAR flags airports within approximately 15 nm of the
for the airport symbols on the Inset Map
current aircraft position. Airport identifiers
BACK – Press to return to the previous level softkey are displayed when the airport is within
configuration. approximately 9 nm.
DME ALERTS
SYN VIS DME HSI FRMT ALT UNIT ALERTS
BRG1 (NAV1) BRG2 (NAV2)

Press the BACK Softkey
BRG1 (GPS) BRG2 (GPS) to return to the top-level softkeys
BRG1 (ADF) BRG2 (ADF)
BRG1 (OFF) BRG2 (OFF)
360 HSI ARC HSI ALERTS
ALERTS
METERS IN HPA ALERTS
PATHWAY SYN TERR HRZN HDG APTSIGNS ALERTS
Figure 1-3 PFD Configuration Softkeys

WIND – Displays softkeys to select wind data
PFD – Press to display the additional softkeys for parameters.
additional configuration of the PFD.
OPTN 1 – Wind direction arrows with headwind
DFLTS – Press to reset default settings on the PFD.
and crosswind components.
SYN VIS – Displays the softkeys for enabling or
OPTN 2 – Wind direction arrow and speed.
SECTION 1
SYSTEM OVERVIEW
OPTN 3 – Wind direction arrow with direction OFF – Removes the BRG2 Information Window.
and speed. ALT UNIT – Displays softkeys for setting the
OFF – Information not displayed. altimeter and BARO settings to metric units:
DME (optional) – Press to display the DME METERS – When enabled, displays altimeter in
Information Window. meters.
BRG1 (bearing) – Press to cycle through the IN – Press to display the BARO setting as inches
following Nav sources, making the pointer the of mercury.
indicator for the corresponding source and HPA – Press to display the BARO setting as
displaying the appropriate information. hectopascals.
NAV1 – Displays NAV1 waypoint frequency or STD BARO – Press to set the barometric pressure
identifier and DME information in the BRG1 to standard pressure.
Information Window. BACK – Press to return to the previous level softkeys.
GPS – Displays GPS waypoint identifier and GPS ALERTS – Press to display the Alerts Window.
distance information in the BRG1 Information OBS – Press to select OBS Mode on the CDI when
Window. navigating by GPS (only available with active leg).
ADF – Displays ADF in the BRG1 Information CDI – Press to change navigation mode on the CDI
Window when an optional ADF is installed. between GPS, VOR1, and VOR2.
OFF – Removes the BRG1 Information DME (optional) – Press to display the DME Tuning
Window. Window.
HSI FRMT – Press to display the HSI formatting
softkeys.
360 HSI – Press to display the HSI in a 360
degree format.
ARC HSI – Press to display the HSI in an arc
format.
BRG2 (bearing) – Press to cycle through the
following Nav sources, making the pointer the
indicator for the corresponding source and
displaying the appropriate information.
NAV2 – Displays NAV2 waypoint frequency or
identifier and DME information in the BRG2
Information Window.
GPS – Displays GPS waypoint identifier and GPS
distance information in the BRG2 Information
Window.
ADF – Displays ADF in the BRG2 Information
Window when an optional ADF is installed.

SECTION 1
SYSTEM OVERVIEW
XPDR – Press to display the transponder mode BKSP – Press to remove numbers entered one
selection softkeys. at a time.
STBY – Press to select Standby Mode. BACK – Press to return to the previous level
ON – Press to select Mode A. softkeys
ALT – Press to select Altitude Reporting Mode. IDENT – Press to provide special aircraft position
GND – Press to select Ground Mode. identification to Air Traffic Control (ATC).
VFR – Press to automatically squawk 1200 (only BACK – Press to return to the previous level
in the U.S.A., refer to ICAO standards for VFR softkeys.
codes in other countries). ALERTS – Press to display the Alerts Window.
CODE – Press to display transponder code selection IDENT – Press to provide special aircraft position
softkeys 0-7. identification to Air Traffic Control (ATC).
0 through 7 – Press numbers to enter code or TMR/REF – Press to display the Timer/References
use the small FMS knob to enter the first two Window.
NRST – Press to display the Nearest Airports
digits then turn the large FMS knob to move the
Window.
curser. Again using the small FMS knob enter
ALERTS/ADVISORY – Press to display the Alerts/
the second two digits.
IDENT – Press to provide special aircraft Advisory Window.
position identification to Air Traffic Control
(ATC).
.
DME ALERTS
ALERTS
Press the BACK Softkey to return

to the top-level softkeys.
ALERTS

to the previous softkey level.
Figure 1-4 XPDR (Transponder) Softkeys
SECTION 1
SYSTEM OVERVIEW
1.3 MFD SOFTKEYS

ENGINE MAP DCLTR SHW CHRT CHKLIST
(optional) (optional)
DCLTR-1
ENGINE LEAN SYSTEM BACK
DCLTR-2
(Default softkey DCLTR-3

ENGINE LEAN SYSTEM RST FUEL GAL REM BACK
is dependant on Press the BACK Softkey on this
the selection made
(optional) (optional) level to return to the top softkey level.
in the map setup
options) PRECIP DL LTNG
(optional) or or
TRAFFIC PROFILE TOPO TERRAIN AIRWAYS STRMSCP NEXRAD XM LTNG METAR LEGEND BACK
AIRWY ON
Press the ENGINE or BACK Softkey to
return to the default Engine Page level. AIRWY LO
ENGINE LEAN SYSTEM CYL SLCT ASSIST BACK AIRWAY HI

The CHECK Softkey changes to UNCHECK when the checklist
item is already checked.
ENGINE CHECK EXIT EMERGCY

Press the ENGINE Softkey to to the previous softkey level.
the default Engine Page level.
ENGINE LEAN SYSTEM -10 GAL -1 GAL +1 GAL +10 GAL XX GAL XX GAL BACK
X = airframe specific values
Figure 1-5 MFD Softkeys
ENGINE – Pressing this softkey makes available the LEAN AIRWAYS – Pressing this softkey displays/removes airways
and SYSTEM Softkeys which in turn access the Lean information. The default is dependent on map setup
Page and the System Page, respectively. option selected. Pressing cycles through all airways
MAP – Pressing this softkey enables the following displayed (AIRWY ON), low altitude airways only
softkeys: (AIRWY LO), and high altitude airways only (AIRWY HI).
TRAFFIC – Pressing this softkey displays/removes STRMSCP (optional) – Pressing this softkey displays/
Traffic on the Navigation Map. removes Stormscope lightning data on the Navigation
PROFILE – Pressing this softkey displays/removes Map.
Profile view on the Navigation Map. NEXRAD/PRECIP (optional) – Pressing this softkey
TOPO – Pressing this softkey displays or removes displays/removes precipitation data on the Navigation
topographic information on the Navigation Map. Map.
TERRAIN – Pressing this softkey displays/removes XM LTNG/DL LTNG (optional) – Pressing this softkey
terrain and obstacle data on the Navigation Map. displays/removes XM/DL lightning data on the
Navigation Map.
SECTION 1
SYSTEM OVERVIEW
METAR – Pressing this softkey displays METAR flags 1.4 MFD PAGE GROUPS
on airport symbols on the Navigation flag.
LEGEND – Pressing this softkey displays the Legend 1) Turn the large FMS Knob until the desired page
BACK – Pressing this softkey displays the ENGINE and group is selected.
MAP top level softkeys. 2) Turn the small FMS Knob to select pages within the
DCLTR (declutter) – Pressing this softkey removes map group. See Figure 1-7.
information in three levels.
SHW CHRT (Show Chart)(optional) – Pressing this softkey
displays optional FliteCharts or ChartView charts.
CHKLIST (checklist)(optional) – Pressing the CHKLIST
Softkey displays the Checklist Page.
ENGINE – Displays engine softkeys.
CHECK – Pressing this softkey checks off a checklist
item. If an item is already checked, an UNCHECK
Softkey is displayed.
EXIT – Press to exit the checklist.
EMERGCY – Pressing this softkey displays the
emergency checklist.
Pages Within Turn Large FMS Knob to Select Page Group

Selected Page Group
(Map Pages Selected) Turn Small FMS Knob to Select Pages
Map Page Group Nearest Page Group

Waypoint Page Group
Auxiliary Page Group Flight Plan Page Group
Figure 1-6 Page Groups
SECTION 1
SYSTEM OVERVIEW
1.5 VERTICAL NAVIGATION altitude is now displayed as light blue text, indicating that
the altitude is now designated to give vertical speed and
One of two altitude sources is used by the G1000 when deviation guidance.
giving vertical navigation guidance. SBAS GPS altitude is Approach waypoint altitude constraints are automatically
used when giving guidance for an SBAS approach after designated when the approach is loaded. These altitudes
the Final Approach Fix. Baro corrected altitude is used are also displayed as light blue text. Waypoint altitude
when vertical guidance is given in all other situations and constraints are designated up to, but not including the FAF.
in non-SBAS systems. The FAF is always a “reference only” altitude and cannot be
The G1000 system can use altitude constraints designated, unless the selected approach does not provide
associated with lateral waypoints to give guidance for vertical guidance. In this case, the FAF altitude can be
vertical navigation. These altitudes are, depending on the designated manually.
specific instance, entered by the pilot or retrieved from the Altitudes that have been designated for use in vertical
published altitudes in the navigation database. guidance may also be made “non-designated” by placing the
The navigation database only contains altitudes cursor over the desired altitude and pressing the CLR Key.
for procedures that call for “Cross at” altitudes. If the Other displayed altitudes may change due to re-calculations
procedure states “Expect to cross at,” then the altitude or rendered invalid as a result of manually changing an
is not in the database. In this case the altitude may be altitude to a non-designated altitude.
entered manually. To help interpret the meanings of how the altitudes are
presented, keep the following points in mind:
NOTE: All arrival procedure altitudes contained in
the navigation database are for turbojet aircraft only. • When the altitude is displayed in light blue,
Alter or enter altitudes as desired to comply with the the system is using that altitude (designated) to
ATC clearance. determine vertical speed and deviation guidance.
• When the altitude is displayed in white, it is not being
When activating or loading an arrival or approach used by the system (non-designated) to determine
procedure into an active flight plan, the VNV ‘ALT’ fields the vertical speed and deviation guidance.
are populated with any altitudes that can be retrieved • An altitude displayed as small text is an altitude that
from the navigation database. is published in the navigation database.
Since altitudes loaded with an arrival procedure are • Altitudes displayed as a light blue subdued text
published only for turbojet aircraft, the altitudes are cannot be used in the current vertical navigation
displayed as white text indicating that the altitudes are calculations.
displayed for reference only. An arrival waypoint altitude Refer to Figure 1-8 and Table 1-1 for more detail
may be used (or “designated”) as is, or changed to a regarding the significance of text size and color.
different altitude. An altitude is designated by pressing the
FMS Knob and turning the large FMS Knob to place the
cursor on the desired altitude and pressing the ENT Key or
entering a different value and pressing the ENT Key. The
SECTION 1
SYSTEM OVERVIEW
White Text Light Blue Text Light Blue Subdued Text

Large Text Altitude calculated by the system Altitude has been entered by the The system cannot use this altitude
estimating the altitude of the pilot. Altitude is designated for in determining vertical speed and
aircraft as it passes over the use in giving vertical speed and deviation guidance.
navigation point. This altitude deviation guidance.  Altitude does
is provided as a reference and not match the published altitude
is not designated to be used in in navigation database or no
determining vertical speed and published altitude exists.
deviation guidance.
Small Text Altitude is not designated to Altitude is designated for use in The system cannot use this altitude
be used in determining vertical giving vertical speed and deviation in determining vertical speed and
speed and deviation guidance.  guidance.  Altitude has been deviation guidance.
Altitude has been retrieved from retrieved from the navigation
the navigation database and is database or has been entered by
provided as a reference. the pilot and matches a published
altitude in the navigation database.
Table 1-1 VNV Altitude Text Size and Color
Some altitudes retrieved from the database have

associated restrictions indicating to stay ‘At’, ‘At or Above’,
or ‘At or Below’ a specific altitude. These restrictions are
indicated using a ‘bar’ above and/or below the appropriate
Large White altitude as shown in Figure 1-9.
Text
Large Light
Blue Text Cross AT or ABOVE 5,000 ft
Small Light
Blue Text Cross AT 2,300 ft
Small Light
Blue Subdued Cross AT or BELOW 3,000 ft
Text
Figure 1-9 Altitude Restrictions
Small White
Text with
Altitude
Restriction See Section 7 - Navigation, for a sample flight plan
Figure 1-7 VNAV Altitudes Bar
which further illustrates vertical navigation in more
detail.
SECTION 1
SYSTEM OVERVIEW
1.6 ARRIVAL ALERTS 1.7 BACKLIGHTING

The Arrival Alert Box on the System Setup Page allows
Manually adjust the backlight for the PFD
the Alerts Window arrival alert to be turned ON/OFF. The
and MFD:
alert trigger distance (up to 99.9 units) may also be set
for alerts in the Alerts Window and the PFD Navigation 1) Press the MENU Key on the PFD to display the PFD
Status Box. An arrival alert can be set to notify the pilot Setup Menu window.
with a message upon reaching a user-specified distance 2) Press the small FMS Knob to activate the cursor.
from the final destination (the direct-to waypoint or the ‘PFD DSPL > AUTO’ is now highlighted.
last waypoint in a flight plan). When an Arrival Alert is 3) Turn the small FMS Knob to display the
set to ON, and the set distance is reached, an “Arrival at selection window.
waypoint” message is displayed in the PFD Navigation
4) Turn the small FMS Knob to select ‘MANUAL’, then
Status Box, and a “WPT ARRIVAL - Arriving at waypoint press the ENT Key.
- [xxxx]” is displayed in the Alerts Window. When
Arrival Alert is set to OFF, only the PFD Navigation Status 5) With the intensity value now highlighted, turn
Box message “Arriving at waypoint” is displayed, and the small FMS Knob to select the desired
backlighting.
it is displayed when the time to the final destination is
approximately ten seconds. 6) Turn the large FMS Knob to highlight ‘MFD DSPL
> AUTO’ and repeat steps 3 through 5.
Figure 1-9 PFD Setup Menu Window
Figure 1-8 Arrival Alert Settings

(System Setup Page)
SECTION 1
SYSTEM OVERVIEW
1.8 LOADING UPDATED DATABASES Error Message Description

Err Displayed for all other errors that
CAUTION: Never disconnect power to the system may cause the synchronization
when loading a database. Power interruption process to be halted
during the database loading process could result
Timeout System timed-out prior to the
in maintenance being required to reboot the
system.
database transfer completing
Table 1-2 Database Error Messages
NOTE: When loading database updates, the

‘DB Mismatch’ message will be displayed until
Loading Garmin Database Updates
database synchronization is complete, followed 1) With system power OFF, remove the MFD database
by turning system power off, then on. Synchro- card from the bottom card slot of the MFD.
nization can be monitored on the AUX-SYSTEM 2) Update the Garmin databases on the MFD card.
STATUS Page.
3) Insert the MFD database card into the bottom card
In some cases it may be necessary to obtain an unlock slot of the MFD.
code from Garmin in order to make the database product 4) Apply power to the system, check that the
functional. It may also be necessary to have the system databases are initialized and displayed on the
configured by a Garmin authorized service facility in power-up screen. When updating the terrain and
order to use some database features. FliteCharts databases, a ‘Verifying’ message may
If an error occurs during synchronization, an error be seen. If this message is present, wait for the
message will be displayed, followed by the affected display system to finish loading before proceeding to step
in the Sync Status section of the Database Window. If 5.
synchronization completes on one display, but an error 5) Acknowledge the Power-up Page agreement by
occurs on another, the error message will be displayed pressing the ENT Key or the right most softkey.
with the affected displays listed after it. When an error
6) Turn the large FMS Knob to select the AUX Page
message is displayed, the problem must be corrected group on the MFD.
before synchronization can be completed. A power cycle
is required to restart synchronization when ‘Card Full’ or 7) Turn the small FMS Knob to select the System
‘Err’ is shown. Status Page.
8) Monitor the Sync Status in the Database Window.
Error Message Description Wait for all databases to complete synching,
Canceled Database synchronization has been indicated by ‘Complete’ being displayed.
canceled by removing the bottom SD 9) Remove and reapply power to the system.
card in display being updated 10) Turn the large FMS Knob to select the AUX Page
Card Full SD card does not contain sufficient group on the MFD.
memory 11) Turn the small FMS Knob to select the System
Status Page.
SECTION 1
SYSTEM OVERVIEW
12) Press the Display Database Selection Softkey to 9) Turn the large FMS Knob to select the AUX Page group
show database information for each display (MFD1 on the MFD.
DB, PFD1 DB). Verify the correct database cycle 10) Turn the small FMS Knob to select the System Status
information is shown for each database for each Page.
display.
11) Press the Display Database Selection Softkey to show
Loading the Jeppesen Navigation Database as active navigation database information for each
the Active Navigation Database display (MFD1 DB, PFD1 DB). Verify the correct
active navigation database cycle information is shown
NOTE: Loading the Jeppesen navigation data- for each display.
base as the active database prior to its effective
date will result in the expiration date on the
Loading the Jeppesen Navigation Database as
power-up screen and the effective date on the the Standby Navigation Database
AUX-System Status Page being displayed in
yellow. NOTE: After the navigation database is loaded
or copied, the top SD card may be removed.
NOTE: After the navigation database is loaded
or copied, the top SD card may be removed. 1) With the system OFF, insert the SD card containing
the new navigation database version into the top
1) With the system OFF, insert the SD card containing the card slot of the MFD.
new navigation database version into the top card slot 2) Verify that an SD card is inserted in the bottom slot
of the display (PFD or MFD) to be updated (label of of each PFD and the MFD.
SD card facing left).
3) Turn the system ON. A prompt is displayed.
2) Turn the system ON. A prompt is displayed in the upper
left corner of the display: 4) Press the YES Softkey. The navigation database
is copied to the SD card in the bottom card slot of
3) Press the NO Softkey to proceed to loading the active the MFD.
database.
5) After the navigation database files are copied to
4) A prompt similar to the following is displayed. Press
the bottom SD card, press any key to continue, as
the YES Softkey to update the active navigation
instructed.
database.
5) After the update completes, the display starts in normal 6) Again, press any key to continue as instructed on
mode. the display.
6) Turn the system OFF and remove the SD card from the 7) Press the NO Softkey. The display now starts in
top card slot. normal mode. Since the database effective date is
not yet valid, it should not be loaded as the active
7) Repeat steps 1 through 6 for the other displays (PFD database. The display now starts in normal mode.
or MFD). Do not remove power while the display is starting.
8) Apply power to the system and press the ENT Key to 8) Press the ENT Key to acknowledge the startup
acknowledge the startup screen. screen.
SECTION 1
SYSTEM OVERVIEW
9) Turn the large FMS Knob to select the AUX Page Magnetic Field Variation Database Update
group on the MFD.
At startup, the system compares this version of the MV
10) Turn the small FMS Knob to select the System Status DB with that presently being used by the AHRS (GRS). If
Page. the system determines the MV DB needs to be updated, a
11) The new database is copied to the SD card in the prompt is displayed on the Navigation Map Page, as shown
bottom card slot of each PFD. Progress can be in Figure 1-10.
monitored in the SYNC STATUS field. When copying
is finished, ‘Complete’ is displayed.
NOTE: During the synchronization process,

version differences between standby navigation
databases will exist. This will result in the system
displaying a ‘DB Mismatch’ alert for the standby
navigation databases. This alert will remain until Figure 1-10 GRS Magnetic Field Variation Database
the next power cycle. Update Prompt
12) Turn system power OFF.

13) Remove the SD card from the top card slot of the Loading the magnetic field variation data-
MFD. base update:
14) Turn system power ON. With ‘OK’ highlighted, as shown in the previous
15) Press the ENT Key to acknowledge the startup figure, press the ENT Key on the MFD. A progress
screen. monitor is displayed as shown in Figure 1-11.
16) Turn the large FMS Knob to select the AUX Page
group on the MFD.
17) Turn the small FMS Knob to select the System Status
Page.
18) Press the Display Database Selection Softkey to show
standby navigation database information for each
display (MFD1 DB, PFD1 DB). Verify the correct
standby navigation database cycle information is shown
for each display.
Figure 1-11 Uploading Database to GRS
When the upload is complete, the system is ready

for use.
SECTION 2
FLIGHT INSTRUMENTS
SECTION 2: FLIGHT INSTRUMENTS

The following discussions pertain to the Primary Flight
Display, unless otherwise indicated.
1 18 17 16 15
14
2 13
12
3 11
4 10
5 9
6
7 8
1 NAV Frequency Box 10 Turn Rate Indicator

2 Airspeed Indicator 11 Barometric Setting Box
3 True Airspeed Box 12 Vertical Speed Indicator
4 Heading Box 13 Altimeter
5 Current Track Indicator 14 Selected Altitude Box
6 Horizontal Situation Indicator 15 COM Frequency Box
7 Outside Air Temperature Box 16 Navigation Status Box
8 System Time Box 17 Slip/Skid Indicator
9 Transponder Status Box 18 Attitude Indicator
Figure 2-1 Default PFD Information
SECTION 2
FLIGHT INSTRUMENTS
15
1
14
2
13
3 12
11
4 10
5 9
6 7 8
8 BRG2 Information Window
1 Traffic Annunciation
9 Flight Plan Window
2 Vspeed References
10 Barometric Minimums Box
3 Selected Heading Box
11 Selected Altitude Bug
4 Wind Data Window
12 Selected Course Box
5 Inset Map
13 Barometric Minimums Bug
6 BRG1 Information Window
14Vertical Deviation/Glidepath (SBAS enabled
7 DME Information Window systems only)/Glideslope Indicator
15 Marker Beacon Annunciation
Figure 2-2 Additional PFD Information
Distance to Next
Active Flight Plan Leg Waypoint Bearing to Next
Waypoint
Figure 2-3 PFD Navigation Status Box
SECTION 2
FLIGHT INSTRUMENTS
2.1 AIRSPEED INDICATOR Vspeed References

Vspeed References are turned on or off in the
Timer/References Window. Press the TMR/REF Softkey
to display the widow. When active (ON), the Vspeeds are
Vspeed displayed at their respective locations to the right of the
References
Actual Airspeed airspeed scale. To activate the Vspeed References, display
the Timer/Reference Window and turn the large FMS
Speed Ranges
Knob to place the cursor in the ON/OFF field. Turn the
small FMS Knob to select ON or OFF.
Airspeed Trend
True Airspeed Vector
Box 2.2 ATTITUDE INDICATOR
Figure 2-4 Airspeed Indicator 10
Speed Indication 9
The indicated airspeed is displayed inside the black 1
pointer. The pointer becomes red upon reaching Vne. 8
2
7
3
6
4
Figure 2-5 Red Pointer at Vne
5
Speed Ranges
1 Roll Pointer 6 Aircraft Wing Tips
The color coded speed range strip denotes flaps
operating range, normal operating range, and never 2 Roll Scale 7 Pitch Scale
exceed speed (Vne). A red range is also present for low
speed awareness. Refer to the Pilot’s Operating Handbook 3 Horizon Line 8 Slip/Skid Indicator
(POH) for airspeed limitations and indicator markings. 4 Aircraft Symbol 9 Sky Representation
Airspeed Trend Vector 5 Land Representation 10 Roll Index Zero
The end of the trend vector displays approximately
what the airspeed will be in 6 seconds if the current rate Figure 2-6 Attitude Indicator
of acceleration/deceleration is maintained. The Slip/Skid Indicator is located under the roll pointer
and moves laterally away from the pointer to indicate
lateral acceleration. One Slip/Skid indicator displacement
is equal to one ball displacement when compared to a
traditional slip/skid indicator.
SECTION 2
FLIGHT INSTRUMENTS
2.3 ALTIMETER Altitude Trend Vector

Altitude The end of the trend vector displays approximately
Altitude Reference what the altitude will be in six seconds if the current rate
Reference Box
Bug of vertical speed is maintained.
Barometric Setting Box
Select barometric pressure:

Altitude
Trend Turn the BARO Knob to select the desired
Current
Vector Altitude setting.
Quickly enter standard pressure:
1) Press the PFD Softkey.
Barometric 2) Press the STD BARO Softkey. STD BARO will now
Altitude
Minimums Bug be displayed in the Barometric Setting Box.
Barometric
Setting Altitude Alerting (GFC700 only)
Box
Figure 2-7 Altimeter Within 1000 ft Within 200 ft Deviation of ±200 ft
Selected Altitude Bug

The Selected Altitude Bug is displayed at the Selected Figure 2-8 Altitude Alerting Visual Annunciations
Altitude or the edge of the tape (whichever is closer to the
current altitude) to provide increased altitude awareness Visual annunciations appear in the Altitude Reference
and to set the desired hold altitude for the autopilot. Box. Whenever the setting is changed, the Altitude
Alerter is reset. The Altitude Alerter is independent of the
Set the Selected Altitude Bug:
Automatic Flight Control System.
Turn the ALT Knobs to set the Selected Altitude
Bug. The small ALT Knob sets the hundreds (50m for
metric) and the large ALT Knob sets the thousands
(500m for metric). This altitude also appears in the
Selected Altitude Box above the Altimeter.
SECTION 2
FLIGHT INSTRUMENTS
Metric Display Low Altitude Annunciation
Display altitude in meters and barometric NOTE: The LOW ALT annunciation is only available
pressure in hectopascals: in G1000 systems configured with SBAS-capable
1) Press the PFD Softkey to display the second level GPS. Also, the LOW ALT annunciation is not
softkeys. available when the G1000 is configured with
TAWS (Terrain Awareness & Warning System),
2) Press the ALT UNIT Softkey. unless TAWS is inhibited.
3) Press the METERS Softkey to display altitude in
meters. When the Final Approach Fix (FAF) is the active
4) Press the HPA Softkey to display the barometric waypoint in a GPS SBAS approach using vertical guidance,
setting in hectopascals. Press the IN Softkey a LOW ALT (Low Altitude) annunciation may appear if
to display the barometric setting in inches of the current aircraft altitude is at least 164 feet below the
mercury. prescribed altitude at the FAF. The annunciation initially
5) Press the BACK Softkey to return to the previous flashes. After a few seconds the flashing stops and the
level softkeys. annunciation is displayed as shown in Figure 2-10.
Low Altitude
Annunciation
Figure 2-10 Low Altitude on GPS Approach

Figure 2-9 Altimeter (Metric)
SECTION 2
FLIGHT INSTRUMENTS
2.4 VERTICAL DEVIATION/GLIDEPATH/

GLIDESLOPE INDICATOR
The Vertical Deviation and Required Vertical Speed
Indicators appear when vertical guidance is being given
prior to executing an approach (see Figure 2-11). In
systems that are SBAS enabled, the Glidepath Indicator Glidepath
appears at a point prior to the FAF when executing an LPV, Indicator
LNAV/VNAV, or LNAV+V approach (see Figure 2-12).
VNAV
Target
Altitude
Figure 2-12 Glidepath Indicator

Vertical
Deviation The Glideslope Indicator appears when an ILS is tuned
Indicator
in the active NAV receiver field, selected for display on
Required the HSI, and the aircraft heading is within 105º of the
Vertical approach course (see Figure 2-13).
Speed
Marker Beacon
Annunciation
Figure 2-11 Vertical Deviation Indications
Glideslope
Indicator
Figure 2-13 Glideslope Indicator
SECTION 2
FLIGHT INSTRUMENTS
2.5 MARKER BEACON ANNUNCIATIONS 2.7 BAROMETRIC ALTITUDE MINIMUMS

The desired barometric altitude minimums can be set in
Outer Marker Middle Marker Inner Marker the Timer/References Window. The altitude ranges from 0
to 16,000 feet in 10-foot increments. The minimums are
reset anytime the power is cycled.
Figure 2-16 Barometric Minimum Descent Altitude Settings

Altimeter
The desired barometric minimum descent altitude
(MDA, DA, DH) can be set in the Timer/References
Figure 2-14 Marker Beacon Annunciations
Window.
Visual annunciations alert the pilot when approaching
2.6 VERTICAL SPEED INDICATOR the MDA:
• When the aircraft altitude descends to within 2500
Selected Vertical Speed feet of the MDA setting, the Barometric Minimum
Box appears with the altitude in light blue text.
The bug appears on the tape in light blue once in
range.
Vertical Speed Bug • When the aircraft passes through 100 feet of the
Vertical Speed Pointer
MDA, the bug and text turn white.
• Once the aircraft descends past the MDA, the bug
and text turn yellow and the aural alert, “Minimums
Minimums”, is generated.
Alerting is inhibited while the aircraft is on the ground.
If the aircraft climbs after having reached the MDA, once it
reaches 50 feet above the MDA, alerting is disabled.
Figure 2-15 Vertical Speed Indicator
The actual vertical speed is displayed inside the

pointer.
When the Flight Director is placed in Vertical Speed
Mode (by pressing the VS Key) the Vertical Speed Bug
is displayed. Press the NOSE UP or NOSE DN Key to
adjust.
SECTION 2
FLIGHT INSTRUMENTS
Within 2500 ft Within 100 ft HSI FRMT Softkey, followed by the 360 HSI or the ARC
HSI Softkey.
15 14
Barometric
Minimum Bug 1
13
Barometric 2
Minimum Box 12
3
Altitude Reached 4 11
5 10
9
6
8
7
Figure 2-17 Barometric Minimum Descent Altitude 1 Turn Rate Indicator

Alerting Visual Annunciations 2 Current Track Indicator
Set the barometric altitude minimums: 3 Lateral Deviation Scale
1) Press the TMR/REF Softkey. 4 Navigation Source
2) Turn the large FMS Knob to highlight the 5 Aircraft Symbol
‘Minimums’ field (Figure 2-16). 6 Course Deviation Indicator
3) Turn the small FMS Knob to select BARO. OFF is 7 Rotating Compass Rose
selected by default. Press the ENT Key or turn the
8 OBS Mode
large FMS Knob to highlight the next field.
9 TO/FROM Indicator
4) Use the small FMS Knob to enter the desired
altitude (from zero to 16,000 feet). 10 Heading Bug
5) To remove the window, press the CLR Key or the 11 Course Pointer
TMR/REF Softkey. 12 Flight Phase
13 Turn Rate and Heading Trend Vector
2.8 HORIZONTAL SITUATION INDICATOR
14
(HSI) Heading
15 Lubber Line
The HSI compass can be displayed as a 360° rose or
140° arc by pressing the PFD Softkey, followed by the
Figure 2-18 Horizontal Situation Indicator
SECTION 2
FLIGHT INSTRUMENTS
Turn Rate Indicator and Heading Trend Vector Course Deviation Indicator (CDI)
Tick marks to the left and right of the lubber line
The CDI scale automatically adjusts to the current
denote half-standard and standard turn rates. A magenta
phase of flight as seen in Figure 2-22. Scaling may be
turn rate trend vector shows the current turn rate. The
selected manually from the MFD System Setup Page.
end of the trend vector gives the heading predicted in six
seconds, based on the present turn rate. At rates greater Flight Phase Automatic CDI Full-scale
than 4 deg/sec, an arrowhead appears at the end of the Deflection
magenta trend vector and the prediction is no longer Departure (DRPT) 0.3 nm
valid.
Terminal (TERM) 1.0 nm
Half-Standard Turn Enroute (ENR) 2.0 nm
Rate Tick Mark Turn Rate
Standard Turn Trend Vector Oceanic (OCN) 2.0 nm
Rate Tick Mark (rate > 4
deg/sec) Approach (LNAV) 1.0 nm decreasing to 350 feet
Approach (LNAV+V) depending on variables (see
Figure 2-19 Turn Rate Indicator and Trend Vector (SBAS systems only) Figure 2-23)
Approach (LNAV/ 1.0 nm decreasing to a specified
Turn Rate VNAV)(SBAS only) course width, then 0.3 nm,
Trend Vector Approach (LPV) depending on variables (see
(standard rate)
(SBAS only) Figure 2-24)
Missed Approach 0.3 nm
Figure 2-20 Standard-Rate Turn Indication Table 2-1 CDI Scale
Course Pointer
The course pointer is a single line arrow (GPS, VOR1
and LOC1) or double line arrow (VOR2 and LOC2) which
points in the direction of the set course.
Figure 2-21 Course Pointer
SECTION 2
FLIGHT INSTRUMENTS
CDI Full-scale Deflection
2.0 nm
1.0 nm
1.0 nm
1.0 nm
0.3 nm
0.3 nm
Refer to accompanying
approach CDI scaling figures
Enroute Missed
Departure Terminal (Oceanic if >200 nm Terminal Approach
from nearest airport)
Approach
Drawing not to scale
Figure 2-22 Phases of Flight/CDI Scaling

CDI scale is set to the smaller of 0.3 nm
or an angle set by the system
1.0 nm
1.0 nm
0.3 nm
0.3 nm
course width
angle based
350 ft
angle set on database

by system information
2 nmFAF Landing
2 nmFAF
Threshold
CDI scale varies if Vectors-To-Final is activated CDI scale varies if Vectors-To-Final is activated
Figure 2-23 Typical LNAV and LNAV+V Approach CDI Scaling Figure 2-24 Typical LNAV/VNAV and LPV Approach CDI Scaling
(SBAS Systems Only)
SECTION 2
FLIGHT INSTRUMENTS
Bearing Pointers and Information Windows Distance to

Bearing Source
Pressing the PFD Softkey provides access to the BRG1
and BRG2 Softkeys. The BRG1 pointer is a single line Waypoint
pointer. The BRG2 pointer is a double line pointer. Press Identifier
the BRG1 or BRG2 Softkey to cycle through selecting
NAV1/2, GPS, or ADF for display using the corresponding Pointer Bearing
Icon Source
pointer. Figure 2-27 BRG2 Information Window
DME
Information Bearing 1 Bearing 2 DME (optional)
Window Pointer Pointer CDI
To display the DME Information Window, press the
PFD Softkey followed by the DME Softkey.
Figure 2-28 DME Information Window
Navigation Source
Change CDI navigation sources:
Bearing 1 Bearing 2
Information Information 1) Press the CDI Softkey to change from GPS to
Window Window
VOR1/LOC1.
Figure 2-25 HSI with Bearing Information
2) Press the CDI Softkey again to change from VOR1/
LOC1 to VOR2/LOC2.
Distance to
Bearing Source 3) Press the CDI Softkey a third time to return to
GPS.
Waypoint When using GPS as the navigation source, the following
Identifier
may appear:
Bearing Pointer • LOI - GPS position integrity is inadequate for the
Source Icon
current procedure being flown. If GPS is being
Figure 2-26 BRG1 Information Window used as primary navigation, and LOI is annunciated,
other means of primary navigation is required, such
as VHF. LOI is also displayed during GPS position
initialization.
• WARN – GPS detects a position error.
SECTION 2
FLIGHT INSTRUMENTS
• OBS – Displayed when operating in OBS Mode. 2.9 WIND DATA

• SUSP – Displayed when in OBS Mode indicating
GPS waypoint sequencing is suspended. When the window is selected for display, but wind
• DR – Navigating using Dead Reckoning due to an information is invalid or unavailable, the window shows
error in the GPS solution. “NO WIND DATA”. Wind data can be displayed in three
different ways:
• Wind direction arrows with headwind and crosswind
components (Option 1)
• Wind direction arrow and speed (Option 2)
• Wind direction arrow with direction and speed
(Option 3)
Option 1 Option 2
Option 3 No Data
Figure 2-30 Wind Data Window
Displaying wind data:

Figure 2-29 GPS LOI, GPS SUSP, LOC1 and VOR2 1) Press the PFD Softkey.
2) Press the WIND Softkey to display wind data below
Enable/disable OBS Mode while navigating the Selected Heading.
with GPS:
3) Press one of the OPTN softkeys to change how
1) Press the OBS Softkey to select OBS Mode. wind data is displayed.
2) Turn the CRS Knob to select the desired course 4) To remove the Wind Data Window, press the OFF
to/from the waypoint. Softkey.
3) Press the OBS Softkey again to disable OBS
Mode.
NOTE: The OBS Softkey is only displayed when

navigating an active leg using GPS.
SECTION 2
FLIGHT INSTRUMENTS
2.10 GENERIC TIMER
Figure 2-31 Timer Status Prompts
Change the Generic Timer:

1) Press the TMR/REF Softkey, then turn the large FMS
Knob to select the time field (hh/mm/ss). Turn the
FMS Knobs to set the desired time, then press the
ENT Key. The UP/DOWN field is now highlighted.
2) Turn the small FMS Knob to display the UP/DOWN
window. Turn the FMS Knob to select ‘UP’ or
‘DOWN’, then press the ENT Key. ‘START?’ is now
highlighted.
3) Press the ENT Key to START, STOP, or RESET the
timer (if the timer is counting DOWN, it must be
reset manually). Press the CLR Key or the TMR/REF
Softkey to remove the window.
SECTION 2
FLIGHT INSTRUMENTS
Blank Page
SECTION 3 – ENGINE
INDICATION SYSTEM (EIS)
SECTION 3: ENGINE INDICATION range. A white tick mark is displayed indicating

the cruise manifold pressure (Model T182T only).
SYSTEM (EIS)
2 Tachometer (RPM) – Shows propeller speeds
NOTE: Refer to the Pilot’s Operating Handbook in revolutions per minute (rpm). Red range
(POH) for limitations. indicates propeller overspeed warning; a white
high-rpm range indicates above normal operating
EIS information is presented in three displays, accessed
speeds (Models 172S, 206H, and T206H).
using the ENGINE Softkey on the MFD.
The 172R, 172S, 182T, 206H, T182T, and T206H dis- Model 172S – When ascending through 5300 ft,
play the following: the upper end of the green arc displays 2600 rpm
and ascending through 10,300 displays 2700 rpm.
• Engine Display – Default display, shows all critical
When descending below 9700 ft, the upper end of
engine, fuel, and electrical indicators
the green arc returns to 2600 rpm and descending
• Lean Display – Provides engine leaning
below 4700 ft returns to 2500 rpm.
information
• System Display – Shows numeric readouts of 3 Fuel Flow Indicator (FFLOW GPH) – Shows
critical engine, fuel, and electrical indicators the current fuel flow in gallons per hour (gph).
Green and white bands indicate normal ranges of For turbocharged aircraft, the indicator displays
operation; yellow and red bands indicate caution and a small stand-alone green band indicating
warning, respectively. If sensory data to an instrument maximum takeoff fuel flow. A white tick mark
becomes invalid or unavailable, a red “X” is shown across indicates the maximum cruise fuel flow (Model
the instrument. T182T only).
4 Oil Pressure Indicator (OIL PRES) – Displays
3.1 ENGINE DISPLAY pressure of the oil supplied to the engine in
The Engine Display is the default EIS display and can pounds per square inch (psi).
be displayed after viewing other EIS displays by pressing
5 Oil Temperature Indicator (OIL TEMP)
the ENGINE Softkey.
– Displays the engine oil temperature in degrees
The EIS automatically defaults back to the Engine
Fahrenheit (°F).
Display from the Lean or System Display when certain
parameters are exceeded. Fluctuations in engine speed 6 Cylinder Head Temperature Indicator (CHT)
and fuel quantity above certain levels, depending on the Models 182T, T182T, 206H, T206H – Shows
airframe, also cause reversion back to the Engine Display. the head temperature of the hottest cylinder
(number shown in triangular pointer) in degrees
1 Engine Manifold Pressure Gauge (MAN IN) Fahrenheit (°F).
Models 182T, T182T, 206H, T206H – Displays
engine power in inches of mercury (in Hg).
Turbocharged aircraft have a red portion of the
gauge indicating the maximum manifold pressure
2 2 1 1
3 3 2 2
4 4
3 3
5 5
4 4
7 7
5 5
9 9 6 6
7 7
10 10
10 10
11 11
12 12 12 12
13 13 13 13
Model 172R Model 172S Model 182T Model 206H
Figure 3-1 Engine Display (Normally-aspirated Aircraft)
7 Exhaust Gas Temperature Indicator (EGT)

9 Vacuum Pressure Indicator (VAC) Models
Normally-aspirated Aircraft – Displays the
exhaust gas temperature of the hottest cylinder 172R and 172S – Displays vacuum pressure.
(number shown in triangular pointer) in degrees 10 Fuel Quantity Indicator (FUEL QTY GAL)
Fahrenheit (°F). – Shows the quantity of fuel in the tanks, in
8 Turbine Inlet Temperature Indicator (TIT) gallons, ranging from zero to full (F) for each fuel
Turbocharged Aircraft – Displays the temperature tank (left–L and right–R). When full, the indicator
at the turbine inlet in degrees Fahrenheit (°F). displays to 35 gallons per side (26 gallons for the
Models 172R and 172S).
11 Engine Hours (Tach) (ENG HRS) Models 172R

and 172S – A numeric readout gives the time (in
hours) the engine has been in service.
12 Voltmeter (M, E BUS VOLTS) – Displays the
main and essential bus voltages.
13 Ammeter (M, S BATT AMPS) – Shows the
main and standby battery load in amperes.
Cruise
1 Manifold 1
Pressure
2 2
Maximum
Takeoff Fuel
3 3 Flow
Cruise
Fuel Flow
4 4
5 5
6 6
8 8
10 10
12 12
13 13
Model T182T Model T206H
Figure 3-2 Engine Display (Turbocharged Aircraft)
3.2 LEAN DISPLAY ASSIST Softkey causes the EGT deviation from
peak (DPEAK) for the selected cylinder to be
displayed below the indicator.
NOTE: The pilot should follow the engine manu-
facturer’s recommended leaning procedures in 6 Cylinder Head Temperature Indicator (CHT)
the Pilot’s Operating Handbook (POH). – Shows the head temperatures of all cylinders
in degrees Fahrenheit (°F); a readout for the
1 Engine Manifold Pressure Gauge (MAN IN) selected cylinder (by default, the hottest cylinder)
Models 182T, T182T, 206H, T206H – Displays is shown below the bar graph. The selected
engine power in inches of mercury (in Hg). cylinder is indicated by a light blue box around
Turbocharged aircraft have a red portion of the the cylinder number. Cylinders whose CHTs are
gauge indicating the maximum manifold pressure in the normal range appear in white. Cylinders
range. A white tick mark is displayed indicating whose CHTs enter the warning ranges appear in
the cruise manifold pressure (Model T182 only). red.
2 Tachometer (RPM) – Shows propeller speeds 7 Fuel Quantity Indicator (FUEL QTY GAL)
in revolutions per minute (rpm). Red range – Shows the quantity of fuel in the left and right
indicates propeller overspeed warning; a white fuel tanks (left–L and right–R). When full, the
high-rpm range indicates above normal operating indicator displays to 35 gallons per side (26
speeds (Models 172S, 206H and T206H). gallons for the Models 172R and 172S).
3 Fuel Flow (FFLOW GPH) – Shows the current
fuel flow in gallons per hour (gph).
4 Turbine Inlet Temperature Indicator
(TIT) Models T182T and T206H – Displays
the temperature at the turbine inlet in degrees
Fahrenheit (°F). When the ASSIST Softkey is
pressed, the TIT deviation from peak (DPEAK) is
displayed below the indicator.
5 Exhaust Gas Temperature Bar Graph (EGT
°F) – Displays the exhaust gas temperature of all
cylinders in degrees Fahrenheit (°F); a readout
for the selected cylinder (by default, the hottest
cylinder) is shown below the bar graph. The
selected cylinder is indicated by a light blue box
around the cylinder number. Cylinders whose
EGTs are in the normal range appear in white.
For normally aspirated models, pressing the
2 2 1 1
2
2
Blue Block
Represents
Peak
5 5
3 3
5
5
6 6
6 6
3 3
7 7
7
7
Figure 3-3 Lean Display (Normally-aspirated Aircraft)
1 Cruise 1
Manifold
Pressure
2 2
3 3
4 4
5 5
6 6
7 7
Figure 3-4 Lean Display (Turbocharged Aircraft)
The Lean Display is accessed by pressing the ENGINE From the Lean Display, the pilot can utilize the CYL
Softkey followed by the LEAN Softkey and provides SLCT and ASSIST softkeys to obtain information about
information for performing engine leaning. specific cylinders. Pressing the CYL SLCT (Cylinder
Select) Softkey cycles through the cylinders (i.e., places a
light blue box around the cylinder number). This softkey
is disabled when the ASSIST Softkey is pressed or when
a cylinder experiences a caution or warning condition; the
softkey remains disabled until the temperature returns to
normal.
The ASSIST Softkey aids in the leaning process by The System Display is accessed by pressing the
identifying the peak of the first cylinder whose temperature ENGINE Softkey followed by the SYSTEM Softkey and
falls. If the temperature of the peaked cylinder exceeds shows critical engine, fuel, and electrical parameters.
the peak value, the peak value is not updated. Press the Fuel calculations are based on the fuel flow totalizer
ASSIST Softkey to stop peak monitoring. and the displayed fuel remaining, adjusted by the pilot
using the following softkeys:
Normally-aspirated Aircraft
• RST FUEL – Resets totalizer-based fuel remaining
For normally-aspirated aircraft, when a cylinder peaks, (GAL REM) to zero and the fuel used (GAL USED)
its peak is represented by a hollow block on the EGT Bar to zero
Graph. The EGT readout for the peaked cylinder, indicat- • GAL REM – Gives access to softkeys for adjusting
ed on the bar graph in light blue, appears directly beneath the amount of fuel remaining for purposes of fuel
the bar graph. The system automatically switches to the calculations
first peak obtained and displays the temperature deviation
from peak (DPEAK) in degrees Fahrenheit (°F) below the Fuel remaining can be adjusted in one or ten-gallon
EGT readout. increments using the appropriate softkeys. Softkeys also
allow entering the full tank quantity for the aircraft or the
Turbocharged Aircraft tab quantity, which is 35 gallons (Models 172R and 172S)
Leaning for turbocharged aircraft is done with refer- or 64 gallons (Models 182T, T182T, 206H, and T206H).
ence to the Turbine Inlet Temperature (TIT). When the 1 Engine Manifold Pressure Gauge (MAN IN)
temperature peaks, the numeric readout (DPEAK) appears Models 182, T182, 206, T206 – Displays engine
below the TIT Indicator and displays the difference be- power in inches of mercury (in Hg). Turbocharged
tween peak and current TITs, in degrees Fahrenheit (°F). aircraft have a red portion of the gauge indicating
If a peak is not displayed, underscores are shown until the maximum manifold pressure range. A white
one is established. tick mark is displayed indicating the cruise
manifold pressure (Model T182 only).
3.3 SYSTEM DISPLAY
2 Tachometer (RPM) – Shows propeller speeds
in revolutions per minute (rpm). Red range
NOTE: Fuel calculations do not use the aircraft
fuel quantity indicators and are calculated from
indicates propeller overspeed warning; a white
the last time the fuel was reset. high-rpm range indicates above normal operating
speeds (Models 172S, 206 and T206).
NOTE: The pilot should refer to the Pilot’s 3 Oil Pressure (OIL PSI) – Displays pressure
Operating Handbook (POH) for fuel values and of the oil supplied to the engine in pounds per
limitations. The displayed fuel remaining can be square inch (psi).
adjusted up to 53 gal (Models 172R, 172S) or 87
gal (Models 182T, T182T, 206H, T206H).
2 2 1 1
2 2
3 3
4 4 3 3
4 4
5 5
7 7
6 6
8 8
7 7
9 9 8
8
9 9
10 10
10 10
11 11 11 11
12 12 12 12
Figure 3-5 System Display (Normally-aspirated Aircraft)
4 Oil Temperature (OIL °F) – Displays the engine 7 Fuel Flow (FFLOW GPH) – Shows the current
oil temperature in degrees Fahrenheit (°F). fuel flow in gallons per hour (gph).
5 Engine Hours (Tach) (ENG HRS) Models 182, 8 Calculated Fuel Used (GAL USED) – Shows
T182, 206, T206 – A numeric readout gives the quantity of fuel used in gallons based on fuel flow
time (in hours) the engine has been in service. since last reset.
6 Vacuum Pressure Indicator (VAC) Models 182,
T182, 206, T206 – Displays vacuum pressure.
Cruise
1 Manifold 1
Pressure
2 2
3 3
4 4
5 5
6 6
7 7
8 8
9 9
10 10
11 11
12 12
Figure 3-6 System Display (Turbocharged Aircraft)
9 Set Fuel Remaining (GAL REM) – Shows 11 Voltmeter (M, E BUS VOLTS) – Displays the
current fuel remaining in gallons as set by the main and essential bus voltages.
pilot and adjusted for fuel burn since last set.
12 Ammeter (M, S BATT AMPS) – Shows the
10 Fuel Quantity Indicator (FUEL QTY GAL) main and standby battery load in amperes.
– Shows the quantity of fuel in the tanks, in
gallons, ranging from zero to full (F) for each fuel
tank (left–L and right–R). When full, the indicator
displays to 35 gallons per side (24 gallons for the
Models 172R and 172S).
Blank Page
SECTION 4 – NAV/COM &
TRANSPONDER
SECTION 4: NAV/COM AND

TRANSPONDER
The NAV/COM controls and frequency boxes share the
same locations on the on the Primary Flight Display and
the Multi-Function Display.
NAV COM
Controls NAV Frequency Box COM Frequency Box Controls
Figure 4-1 G1000 VHF NAV/COM Interface (PFD shown) DME Tuning Window
TRANSPONDER
Standby NAV Selected NAV Selected COM Standby COM

Frequency Field Frequency Frequency Frequency Field
Figure 4-2 Frequency Fields

Tuning Box Active NAV Active COM Tuning Box
Frequency Field Frequency Field
Frequency Transfer Arrow Tuning Box
Figure 4-3 Frequency Transfer Arrow and Tuning Box
NAV Controls COM Controls
VOL/PUSH VOL/PUSH
ID Knob SQ Knob
Frequency Transfer Key
Dual NAV Dual COM

Knob Knob
• Turn to tune in desired

frequencies.
• Press to change tuning box
positions.
Figure 4-4 NAV/COM Controls
TRANSPONDER
4.1 RADIO STATUS INDICATIONS Squelch

Indication
• RX – When a COM signal is received, a white ‘RX’
appears by the active COM frequency during signal
reception. Figure 4-7 Squelch Indication
• TX – When a COM radio is transmitting, a white ‘TX’
indication appears to the right of the corresponding 4.4 QUICKLY ACTIVATING 121.500 MHZ
COM frequency.
Pressing and holding the COM Frequency Transfer
• ID – When the Morse code identifier is ON for a Key for approximately two (2) seconds automatically tunes
NAV radio, a white ‘ID’ indication appears to the the selected COM radio to the emergency frequency.
left of the corresponding active NAV frequency.
The Morse code identifier can be heard if the 4.5 OPTIONAL NAV RADIOS
corresponding NAV radio is selected on the audio
panel. DME Radio (optional)
The DME Tuning Window is displayed by pressing the
DME Softkey.
Figure 4-5 Radio Status Indications
4.2 VOLUME
‘VOLUME’ is displayed in place of the associated radio
name (i.e., ‘COM1’ or ‘NAV2’) for two seconds after the
volume level is last changed. The percentage of maximum
volume is displayed in place of the standby frequency Figure 4-8 Radio Tuning Window
selected by the tuning box.
Changing the DME tuning source:
1) From the tuning window, turn the large FMS Knob
Figure 4-6 COM Volume Level to highlight the DME source field.
2) Turn the small FMS Knob to display the selection
4.3 AUTOMATIC SQUELCH window. Turn the FMS Knob to select the desired
Automatic squelch can be disabled for a COM radio by mode and press the ENT Key.
pressing the COM Knob to place the tuning box on the
desired COM’s standby frequency, then by pressing the
VOL/PUSH SQ Knob.
When Automatic Squelch is disabled, a white ‘SQ’
appears next to the COM frequency. Figure 4-9 DME Selection Window
TRANSPONDER
ADF Radio (optional) 4.7 TRANSPONDER

The G1000 does not support tuning of the ADF in Mode Selection
Nav III aircraft. ADF tuning is accomplished through the
Bendix/King KR 87 ADF Radio. ADF volume must also be The STBY, ON, ALT, GND, VFR, CODE, and IDENT
adjusted through the KR 87. Softkeys can be accessed by pressing the XPDR Softkey.
Ground Mode (Automatic or Manual)
4.6 FREQUENCY AUTO-TUNING
GND is displayed when the aircraft is on the ground or
Auto-tuning on the PFD when the GND Softkey is pressed. The transponder does
not allow Mode A and Mode C replies, but it does permit
acquisition squitter and replies to discretely address
Mode S interrogations.
Figure 4-11 Ground Mode
Figure 4-10 Nearest Airports Window (PFD) Standby Mode (Manual)

1) Press the NRST Softkey to display the Nearest Press the STBY Softkey. In Standby Mode, the tran-
Airports Window. sponder does not reply to interrogations, but new codes
2) Turn either FMS Knob to highlight the desired can be entered.
frequency. STBY Mode (White
Code Number and
3) Press the ENT Key to place the frequency in the Mode)
standby field of the active COM.
4) Press the Frequency Transfer Key to place the
frequency in the active field. Figure 4-12 Standby Mode
NAV frequencies are entered automatically in the

NAV frequency active or standby field (depending in CDI Manual ON Mode
selection) upon approach loading or approach activation. Press the ON Softkey. ON Mode generates Mode A
and Mode S replies, but Mode C altitude reporting is in-
Auto-tuning on the MFD hibited.
ON Mode
Auto-tuning on the MFD is done in much the same way (No Altitude
as on the PFD. Use the FMS Knobs to select the desired Reporting)
frequency on any of the information pages. Pressing the
ENT Key then loads the selected frequency in the tuning
box as a standby frequency. Figure 4-13 ON Mode
TRANSPONDER
Altitude Mode (Automatic or Manual) Enter Code Using Softkeys

Altitude Mode is automatically selected when the 1) Press the XPDR Softkey to display the transponder
aircraft becomes airborne. Altitude Mode may also be Mode Selection softkeys.
selected manually by pressing the ALT Softkey.
2) Press the CODE Softkey to display the transponder
All transponder replies requesting altitude information
Code Selection softkeys, which includes the digit
are provided with pressure altitude information. softkeys.
ALT Mode (Mode C 3) Press the appropriate digit softkeys to enter the
Altitude Reporting)
code in the four-digit code field of the Transponder
Status Box. When the last digit is entered, the
transponder code becomes active.
Figure 4-14 Altitude Mode
When entering a code, press the BKSP Softkey as
Reply Status needed to back up and change code digits.
When the transponder sends replies to interrogations, Enter Code Using the FMS Knob
an “R” indication appears momentarily in the reply status 1) Press the XPDR Softkey to display the transponder
field. Mode Selection softkeys.
Reply 2) Press the CODE Softkey to display the transponder
Indication Code Selection softkeys, which includes the digit
softkeys.
3) Turn the small FMS Knob to enter the first two
Figure 4-15 Reply Indication digits.
4) Turn the large FMS Knob to place the cursor in
Code Selection
position to change the second two digits.
VFR Code Selection 5) Turn the small FMS Knob to enter the second two
digits.
1) Press the XPDR Softkey to display the transponder
Mode Selection softkeys. 6) Press the ENT Key to activate the code immediately,
or wait 10 seconds and the code will become
2) Press the VFR Softkey to enter the VFR code. active.
Pressing the VFR Softkey again restores the previous
identification code.
NOTE: The pre-programmed VFR Code is set at

the factory to 1200.
TRANSPONDER
Blank Page
SECTION 5 – AUDIO PANEL
SECTION 5: AUDIO PANEL
Transmitters Receiver Audio
Disabled
Passenger Address Cabin Speaker

(Disabled on 172R/S
Marker Beacon/Mute Marker Beacon Signal Sensitivity
Aircraft Navigation Radio Audio

(Optional, disabled if ADF and/or DME Aircraft Navigation Radio Audio
are not installed)
Disabled
Manual Squelch Digital Clearance Recorder Play Key
ICS Isolation
VOL/SQ
VOL Annunciation SQ Annunciation

Reversionary Mode
Figure 5-1 Front Panel Controls
5.1 COM RADIO SELECTION Talk (PTT) must be pressed to deliver PA announcements.
The PA Annunciator flashes about once per second while
Pressing the COM1 MIC or COM2 MIC Key selects the PTT is depressed.
the active transmitter (i.e., microphone). The associated
receiver audio (COM1 or COM2) also becomes selected 5.4 MARKER BEACON RECEIVER
when the COM MIC Key is pressed.
To prevent deselecting the desired received audio The marker beacon receiver is always on. Only the
when pressing another COM MIC Key, press the already marker beacon audio can be turned off. Figure 5-4 shows
selected COM1 or COM2 Key before pressing the other the marker beacon annunciators on the PFD.
COM MIC Key. When the MKR/MUTE Key is pressed, the key an-
nunciator is lit and the audio tone can be heard over the
speaker or headsets during marker beacon reception.
When the tone is active, pressing the MKR/MUTE Key
once mutes the audio but does not affect the marker an-
nunciator. The audio returns when the next marker signal
Figure 5-2 Transceivers is received.
To turn off the marker beacon audio, press the MKR/
5.2 CABIN SPEAKER MUTE Key once when there is no marker indication pres-
ent, or press twice when an indication is present. The key
Pressing the SPKR Key selects and deselects the cabin
annunciator extinguishes when the marker beacon audio
speaker. All of the radios can be heard over the cabin
is turned off.
speaker. Speaker audio is muted when the PTT is pressed.
Certain aural alerts and warnings (autopilot, traffic, Outer Marker Middle Marker Inner Marker
altitude) are always heard on the speaker, even when the
speaker is not selected.
Figure 5-3 Passenger Address and Speaker Keys Altimeter
5.3 PASSENGER ADDRESS (PA) SYSTEM

(T)182T AND (T)206H ONLY Figure 5-4 Marker Beacon Annunciators on the PFD
A passenger address system is available for delivering

voice messages over the cabin speaker. When the PA Key Marker Beacon Signal Sensitivity
is selected on the Audio Panel, the COM MIC Annunciator The HI SENS Key can be pressed for increased marker
is extinguished, and the active COM frequency changes to beacon signal sensitivity.
white, indicating that there is no COM selected. A Push-to-
5.6 INTERCOM SYSTEM (ICS) ISOLATION

Press the PILOT and/or COPLT Key to select who
is isolated from hearing the Nav/Com radios and music.
Figure 5-5 Marker Beacon
Selection scenarios are addressed in Table 5-1.
5.5 NAV RADIO AUDIO SELECTION

Pressing DME, ADF, NAV1, or NAV2 selects and
deselects the audio source and activates the annunciator. Figure 5-7 ICS Isolation
Selected audio can be heard over the headset and the
speakers. These four keys can be selected individually
or together.
Figure 5-6 Navigation Radios
PILOT KEY COPLT KEY

Pilot Hears Copilot Hears Passenger Hears
Annunciator Annunciator
Selected radios, aural Selected radios, aural Selected radios, aural alerts,
OFF OFF alerts, pilot, copilot, alerts, pilot, copilot, pilot, copilot, passengers,
passengers, music passengers, music music
Selected radios, aural Copilot, passengers,

ON OFF Copilot, passengers, music
alerts, pilot music
Selected radios,
Selected radios, aural alerts,
OFF ON aural alerts, pilot, Copilot
pilot, passengers, music
passengers, music
Selected radios, aural Selected radios, aural

ON ON Passengers, music
alerts, pilot, copilot alerts, pilot, copilot
Table 5-1 ICS Isolation Modes
5.7 INTERCOM SQUELCH CONTROL • Pressing the PLAY Key once plays the latest recorded
memory block, then returns to normal operation.
Select manual squelch for intercom audio by pressing
the MAN SQ Key to light the annunciator. • Pressing the MKR/MUTE Key while playing a
Pressing the small VOL/SQ Knob now switches be- memory block stops play.
tween volume and squelch adjustment by lighting VOL • Pressing the PLAY Key during play begins playing
or SQ respectively. the previously recorded memory block. Each
subsequent press of the PLAY Key begins playing
the next previously recorded block.
If a COM input signal is detected while playing, play
is halted and the new COM input signal is recorded as the
latest block.
Figure 5-8 Volume/Squelch Control
5.8 DIGITAL CLEARANCE RECORDER

AND PLAYER
Each reception of primary active COM audio is

automatically recorded in a memory block. When the next
transmission is received, it is recorded in the next memory
block, and so on. Once the 2.5 minutes of recording time
has been reached, the recorder begins recording over the
stored memory blocks, starting from the oldest block.
Powering off the unit automatically clears all recorded
blocks.
Figure 5-9 Clearance Recorder Play Key
SECTION 6 – AUTOMATIC
FLIGHT CONTROL
SECTION 6: AUTOMATIC FLIGHT acknowledge an autopilot disconnect and mute the

associated aural tone.
CONTROL • CWS Button (Control Wheel Steering)
NOTE: The Aircraft Flight Manual (AFM) always Momentarily disengages the autopilot and
supersedes the information in this guide. This synchronizes the flight director’s Command Bars
section only applies to the GFC 700 Automatic with the current aircraft pitch (if not in Glideslope
Flight Control System (AFCS). Mode) and roll (if in Roll Hold Mode). The CWS
Button is located on the top of the pilot’s control
6.1 AFCS CONTROLS wheel right grip. Upon release of the CWS
Button, the flight director may establish new
The following dedicated AFCS keys are located on the
reference points, depending on the current
bezels of the PFD and MFD:
pitch and roll modes.
• GA Switch (Go-Around)
Disengages the autopilot, selects flight director Go-
Around Mode, and activates the missed approach.
The GA Switch is located on the instrument
panel above the throttle.
• MET Switch (Manual Electric Trim)
The MET Switch is located on the pilot’s control
wheel left grip. This composite switch is split
into left and right sides. The left switch is the
ARM contact and the right switch controls the DN
(forward) and UP (rearward) contacts. The MET
ARM switch can be used to disengage the autopilot
and to acknowledge an autopilot disconnect alert
Figure 6-1 Dedicated AFCS Controls
and mute the associated aural tone. Manual trim
commands are generated only when both sides of
The following AFCS controls are located in the cockpit
the switch are operated simultaneously. If either
separately from the MFD:
side of the switch is active separately for more than
• AP DISC Switch (Autopilot Disconnect) three seconds, MET function is disabled and ‘PTRM’
is displayed as the AFCS Status Annunciation on the
Disengages the autopilot and interrupts pitch trim PFD. The function remains disabled until both sides
operation. The red AP DISC Switch is located of the switch are inactivated.
forward of the MET Switch on the pilot’s control
wheel left grip. This switch may be used to
FLIGHT CONTROL
6.2 FLIGHT DIRECTOR OPERATION The flight director may be turned off by pressing the
FD Key.
With the flight director activated, the aircraft can be
hand-flown to follow the path shown by the Command Command Bars
Bars. Maximum commanded pitch (+20°/-15°) and bank Upon activation of the flight director, Command Bars
(22°) angles, vertical acceleration, and roll rate are limited are displayed on the PFD as a single cue. If the attitude
to values established during AFCS certification. The flight information sent to the flight director becomes invalid or
director also provides commands to the autopilot. unavailable, the Command Bars are removed from the
Activating the Flight Director display. The Command Bars do not override the aircraft
symbol.
Pressing the FD or AP Key (when the flight director is Command Bars
not active) activates the flight director in default pitch/roll
modes. Pushing the GA Switch or any flight director mode
key activates the flight director in the respective mode(s). Aircraft Symbol
Figure 6-2 Command Bars
Autopilot
Roll Modes Status Pitch Modes
Armed Active Active Mode Armed

Reference
AFCS Status Box
Selected Altitude
Command Bars
Selected Heading Selected Course
GPS is Selected
Navigation Source
Figure 6-3 PFD AFCS Display

FLIGHT CONTROL
AFCS Status Box If the information required to compute a flight director

mode becomes invalid or unavailable, the flight director
Flight director roll modes are shown on the left and
automatically reverts to the default mode for that axis.
pitch on the right. Armed modes are annunciated in
The flight director is automatically disabled if the attitude
white and active in green. Autopilot status is displayed in
information required to compute the default flight director
the center of the AFCS Status Box.
modes becomes invalid or unavailable.
6.3 FLIGHT DIRECTOR MODES Pitch Modes
Flight director modes are normally selected • Pitch Hold (default mode)— Holds the current
independently for the pitch and roll axes. Unless aircraft pitch attitude; may be used to climb/descend
otherwise specified, all mode keys are alternate action to the Selected Altitude
(i.e., press on, press off). In the absence of specific mode • Selected Altitude Capture — Captures the
selection, the flight director reverts to the default pitch Selected Altitude
and/or roll mode(s). • Altitude Hold — Holds the current Altitude
Armed modes are annunciated in white and active in Reference
green in the AFCS Status Box. Under normal operation, • Vertical Speed — Maintains the current aircraft
when the control for the active flight director mode is vertical speed; may be used to climb/descend to the
pressed, the flight director reverts to the default mode(s) Selected Altitude
for the axis(es). Automatic transition from armed to active • Flight Level Change — Maintains the current
mode is indicated by the white armed mode annunciation aircraft airspeed while the aircraft is climbing/
moving to the green active mode field and flashing for ten descending to the Selected Altitude
seconds. • Vertical Path Tracking — Follows an active
A flashing yellow mode annunciation and annunciator vertical profile for enroute and terminal phases of
light indicate loss of sensor (AHRS, ADC, IAU) or flight
navigation data (VOR, LOC, GPS, VNAV, SBAS) required to • VNAV Target Altitude Capture — Captures the
compute commands. When such a loss occurs, the system VNAV Target Altitude
automatically begins to roll the wings level or maintain • Glidepath — Intercepts and tracks the SBAS
the pitch angle, depending on the affected axis. The glidepath on approach (only available in installations
flashing annunciation stops when the affected mode key with GIA 63W Integrated Avionics Units and when
is pressed or another mode for the axis is selected. If after SBAS is available)
ten seconds no action is taken, the flashing annunciation • Glideslope — Intercepts and tracks the ILS
stops and the flight director enters the default mode for glideslope on approach
the affected axis. • Go Around — Automatically disengages the
autopilot and commands a constant pitch angle and
Figure 6-4 Loss of VOR Signal wings level while in the air
FLIGHT CONTROL
Table 6-1 lists the pitch modes with their corresponding

controls and annunciations. The mode reference (shown
with default measurement units) is displayed next to the
active mode annunciation for Altitude Hold, Vertical
Speed, and Flight Level Change modes. The NOSE UP/
NOSE DN Keys can be used to change the pitch mode
reference while operating under Pitch Hold, Vertical
Speed, or Flight Level Change Mode.
Reference
Pitch Mode Control Annunciation Reference Range Change
Increment
Pitch Hold (default) PIT -20° to +15° 0.5°
Selected Altitude Capture * ALTS
Altitude Hold ALT Key ALT nnnnn ft
Vertical Speed VS Key VS nnnn fpm -3000 to +1500 fpm 100 fpm
Flight Level Change, IAS
FLC Key FLC nnn kt 70 to 165 kt 1 kt
Hold
Vertical Path Tracking VNV Key VPTH
VNAV Target Altitude
** ALTV
Capture
Glidepath GP
APR Key
Glideslope GS
Go Around (in air) GA Switch GA
* ALTS is armed automatically when PIT, VS, FLC, or GA is active, and under VPTH when the Selected
Altitude is to be captured instead of the VNAV Target Altitude.
** ALTV is armed automatically under VPTH when the VNAV Target Altitude is to be captured instead of
the Selected Altitude.
Table 6-1 Flight Director Pitch Modes
FLIGHT CONTROL
Pitch Hold Mode (PIT) Changing the Pitch Reference

When the flight director is activated (the FD Key is When operating in Pitch Hold Mode, the pitch
pressed), Pitch Hold Mode is selected by default. Pitch reference can be adjusted by:
Hold Mode is indicated as the active pitch mode by the • Using the NOSE UP/NOSE DN Keys
green annunciation ‘PIT’. This mode may be used for • Pressing the CWS Button, hand-flying the aircraft
climb or descent to the Selected Altitude (shown above to establish a new pitch reference, then releasing
the Altimeter), since Selected Altitude Capture Mode is the CWS Button
automatically armed when the mode is activated.
In Pitch Hold Mode, the flight director maintains a
constant pitch attitude, the pitch reference. The pitch
reference is set to the aircraft attitude at the moment
of mode selection. If the aircraft pitch attitude exceeds
the flight director pitch command limitations, the flight
director commands a pitch angle equal to the nose-up/
down limit.
Pitch Hold Selected Altitude
Mode Active Capture Mode Armed
Selected
Altitude
Command Bars Maintain

Desired Pitch Reference
Figure 6-5 Pitch Hold Mode
FLIGHT CONTROL
Selected Altitude Capture Mode (ALTS)

Selected Altitude Capture Mode arms automatically NOTE: Pressing the CWS Button while in Selected
Altitude Capture Mode does not cancel the
when the flight director is in Pitch Hold, Vertical Speed,
mode.
Flight Level Change, or Go Around Mode. This mode
is also armed automatically under Vertical Path Tracking
Use of the ALT Knob to change the Selected Altitude
Mode when the Selected Altitude is to be captured
while Selected Altitude Capture Mode is active causes the
instead of the VNAV Target Altitude. The white ‘ALTS’
flight director to revert to Pitch Hold Mode with Selected
annunciation indicates Selected Altitude Capture Mode is
Altitude Capture Mode armed for the new Selected
armed (see Figure 6-5 for example).
Altitude.
The ALT Knob is used to set the Selected Altitude,
shown above the Altimeter. Altitude Hold Mode (ALT)
As the aircraft nears the Selected Altitude, the flight Altitude Hold Mode can be activated by pressing the
director automatically transitions to Selected Altitude ALT Key; the flight director maintains the current aircraft
Capture Mode with Altitude Hold Mode armed (Figure altitude (to the nearest ten feet) as the Altitude Reference.
6-7). This automatic transition is indicated by the green The flight director’s Altitude Reference is shown in the
‘ALTS’ annunciation flashing for up to ten seconds and the AFCS Status Box and is independent of the Selected
appearance of the white ‘ALT’ annunciation. The Selected Altitude, displayed above the Altimeter. Altitude Hold
Altitude is shown as the Altitude Reference beside the Mode active is indicated by a green ‘ALT’ annunciation in
‘ALTS’ annunciation. the AFCS Status Box.
At 50 ft from the Selected Altitude, the flight director Altitude Hold Mode is automatically armed when
automatically transitions from Selected Altitude Capture the flight director is in Selected Altitude Capture Mode.
to Altitude Hold Mode and holds the Selected Altitude Selected Altitude Capture Mode automatically transitions
(shown as the Altitude Reference). As Altitude Hold Mode to Altitude Hold Mode when the altitude error is less than
becomes active, the white ‘ALT’ annunciation moves to the 50 ft. In this case, the Selected Altitude becomes the flight
active pitch mode field and flashes green for ten seconds director’s Altitude Reference.
to indicate the automatic transition.
Changing the Altitude Reference
Altitude Reference (in this
case, equal to Selected
Altitude) NOTE: Turning the ALT Knob while in Altitude
Hold Mode changes the Selected Altitude, but
not the flight director’s Altitude Reference and
does not cancel the mode.
Flash up to 10 sec, Indicating Automatic Transition
With the CWS Button depressed, the aircraft can be
hand-flown to a new Altitude Reference. When the CWS
Figure 6-6 Automatic Mode Transitions During Altitude Capture Button is released at the desired altitude, the new altitude
is established as the Altitude Reference.
Changing the Selected Altitude
FLIGHT CONTROL
If the Selected Altitude is reached during CWS

maneuvering, the Altitude Reference is not changed.
To adjust the Altitude Reference in this case, the CWS
Button must be pressed again after the Selected Altitude
is reached.
Altitude Hold Altitude
Mode Active Reference
Selected
Altitude
Selected
Altitude
Bug
Command Bars Hold Pitch Attitude

to Maintain Altitude Reference
Figure 6-7 Altitude Hold Mode
Vertical Speed Mode (VS)

In Vertical Speed Mode, the flight director acquires Vertical Speed Mode is activated by pressing the VS
and maintains a Vertical Speed Reference. Current aircraft Key; the ‘VS’ annunciation appears in the AFCS Status Box
vertical speed (to the nearest 100 fpm) becomes the to indicate the active pitch mode, along with the Vertical
Vertical Speed Reference at the moment of Vertical Speed Speed Reference to the right. The Vertical Speed Reference
Mode activation. Vertical Speed Mode does not consider is also displayed above the Vertical Speed Indicator. A
the relative position of the Selected Altitude in relation to Vertical Speed Reference Bug corresponding to the Vertical
the current aircraft altitude at the time of mode activation, Speed Reference is shown on the indicator.
so it is possible to use Vertical Speed Mode while not
climbing/descending to the Selected Altitude.
FLIGHT CONTROL
Selected Altitude
Vertical Speed Vertical Speed Capture Mode
Mode Active Reference Armed
Selected Vertical
Altitude Speed
Reference
Vertical
Speed
Reference
Bug
Command Bars Indicate Climb to Attain

Vertical Speed Reference
Figure 6-8 Vertical Speed Mode
Changing the Vertical Speed Reference

Flight Level Change Mode is selected by pressing the
The Vertical Speed Reference (shown both in the AFCS FLC Key. When Flight Level Change Mode is active, the
Status Box and above/below the Vertical Speed Indicator) flight director continuously monitors Selected Altitude,
may be changed by: airspeed, and altitude. This mode acquires and maintains
• Using the NOSE UP/NOSE DN Keys the Airspeed Reference while climbing or descending to
• By pressing the CWS Button, hand-flying the the Selected Altitude (shown above the Altimeter). The
aircraft to attain a new Vertical Speed Reference, Airspeed Reference is set to the current airspeed upon
then releasing the CWS Button mode activation. Flight Level Change Mode is indicated
by an ‘FLC’ annunciation beside the Airspeed Reference
Flight Level Change Mode (FLC) in the AFCS Status Box. The Airspeed Reference is also
displayed directly above the Airspeed Indicator, along
NOTE: The Selected Altitude should be set before with a bug corresponding to the Airspeed Reference along
selecting Flight Level Change Mode. the tape.
Engine power must be adjusted to allow the autopilot
to fly the aircraft at a pitch attitude corresponding to the
FLIGHT CONTROL
Airspeed Reference and the desired flight profile (climb or

descent). The flight director maintains the current altitude
until either engine power or the Airspeed Reference
are adjusted and does not allow the aircraft to climb or
descend away from the Selected Altitude.
Changing the Airspeed Reference
The Airspeed Reference (shown in both the AFCS
Status Box and above the Airspeed Indicator) may be
adjusted:
• Using the NOSE UP/NOSE DN Keys
• By pressing the CWS Button, hand-flying the aircraft
to a new airspeed, then releasing the CWS Button
to establish the new Airspeed Reference
Selected Altitude
Flight Level Change Airspeed Capture Mode
Mode Active Reference Armed
Airspeed Altitude
Reference Reference
Airspeed
Reference
Bug
Command Bars Indicate Climb

to Attain Selected Altitude
Figure 6-9 Flight Level Change Mode
FLIGHT CONTROL
Vertical Navigation Modes (VPTH, ALTV) When a vertical profile (VNAV flight plan) is active and
the VNV Key is pressed, Vertical Path Tracking Mode is
NOTE: Pressing the CWS Button while Vertical armed in preparation for descent path capture. ‘VPTH’ (or
Path Tracking Mode is active does not cancel ‘/V’ when Glidepath or Glideslope Mode is concurrently
the mode. The autopilot guides the aircraft back armed) is annunciated in white in addition to previously
to the descent path upon release of the CWS armed modes. If applicable, the appropriate altitude
Button. capture mode is armed for capture of the next VNAV
Target Altitude (ALTV) or the Selected Altitude (ALTS),
NOTE: VNAV flight director pitch modes are whichever is greater.
available only in conjunction with GPS roll
modes.
NOTE: The Selected Altitude takes precedence

over any other vertical constraints.
Figure 6-10 Vertical Path Tracking Armed Annunciations
Vertical Navigation (VNAV) flight control is available
Prior to descent path interception, the Selected Altitude
for enroute/terminal cruise and descent operations when
must be set below the current aircraft altitude by at least
VNAV has been enabled and a VNAV flight plan (with at
75 ft. For the flight director to transition from Altitude
least one vertical waypoint) or direct-to with a vertical
Hold to Vertical Path Tracking Mode, acknowledgment is
constraint has been activated. Refer to the Navigation
required within five minutes of descent path capture by:
section for more information on VNAV flight plans. The
flight director may be armed for VNAV at any time, but no • Pressing the VNV Key
target altitudes are captured during a climb. • Adjusting the Selected Altitude
The Command Bars provide vertical profile guidance If acknowledgment is not received within one minute of
based on specified altitudes (entered manually or loaded descent path interception, the white ‘VPTH’ annunciation
from the database) at waypoints in the active flight plan and the VNV Key annunciator light start to flash. Flashing
or vertical direct-to. The appropriate VNAV flight control continues until acknowledged or the descent path is
modes are sequenced by the flight director to follow the intercepted. If the descent is not confirmed by the time of
path defined by the vertical profile. Upon reaching the interception, Vertical Path Tracking Mode remains armed
last waypoint in the VNAV flight plan, the flight director and the descent is not captured.
transitions to Altitude Hold Mode and cancels any armed
VNAV modes.
Vertical Path Tracking Mode (VPTH)
NOTE: If another pitch mode key is pressed while

Vertical Path Tracking Mode is selected, Vertical
Path Tracking Mode reverts to armed.
FLIGHT CONTROL
In conjunction with the “TOD [top of descent] within 1

minute” annunciation in the Navigation Data Box, VNAV
indications (VNAV Target Altitude, vertical deviation, and
vertical speed required) appears on the PFD in magenta
(Figure 6-11).
Vertical Path Tracking Armed,

Altitude Hold (Flashing Indicates Acknowledg-
Mode Active ment Required)
Selected VNV Target

Altitude Below Altitude
VNV Target
Vertical
Deviation
Indicator
Required
Vertical
Speed Bug
GPS is Terminal
Selected Phase
Navigation of Flight
Source
Figure 6-11 Vertical Path Capture
FLIGHT CONTROL
When a descent leg is captured (Figure 6-12), Vertical • Cannot be computed for a leg type (such as a hold
Path Tracking becomes active and tracks the descent pro- or procedure turn)
file. An altitude capture mode (‘ALTS’ or ‘ALTV’) is armed
as appropriate.
Vertical Path VNV Target Altitude
Tracking Active Capture Armed
VNV Target
Altitude
Required
Vertical
Speed
Indication
GPS is Terminal Command Bars Indicate Descent to
Selected Phase of Maintain Required Vertical Speed
Navigation Flight
Source Vertical
Deviation
Indicator
Figure 6-12 Vertical Path Tracking Mode
Automatic Pitch Hold Reversion

Several situations can occur while Vertical Path The following circumstances cause mode reversion
Tracking Mode is active which cause the flight director to without arming Vertical Path Tracking Mode:
revert to Pitch Hold Mode. Vertical Path Tracking and the
appropriate altitude capture modes are armed for possible • Navigation source manually changed from GPS
descent profile recapture if the vertical deviation: • CNCL VNV Softkey selected on the Active Flight
Plan Page (MFD)
• Exceeds 200 ft during an overspeed condition • All remaining vertical waypoints deleted from the
• Experiences a discontinuity exceeding 200 ft due to flight plan
a flight plan change • Displays entering Reversionary Mode
• Becomes invalid due to excessive cross-track error,
track angle error
FLIGHT CONTROL
Non-Path Descents or loaded from a database (see the Navigation section for
Pitch Hold, Vertical Speed, and Flight Level Change details). At the same time as “TOD within 1 minute” is
modes can also be used to fly non-path descents while VNAV annunciated in the Navigation Data Box, the VNAV Target
flight control is selected. If the VS or FLC Key is pressed Altitude is displayed above the Vertical Speed Indicator (see
while Vertical Path Tracking Mode is selected, Vertical Path Figure 6-12). VNAV Target Altitudes can be modified until
Tracking Mode reverts to armed along with the appropriate VNAV Target Altitude Capture Mode becomes active.
altitude capture mode to allow profile re-capture. As the aircraft nears the VNAV Target Altitude, the
flight director automatically transitions to VNAV Target
Altitude Capture Mode with Altitude Hold Mode armed.
This automatic transition is indicated by the green ‘ALTV’
Figure 6-13 Flight Level Change VNV Non-Path Descent
annunciation flashing for up to ten seconds and the
To prevent immediate profile re-capture, the following appearance of the white ‘ALT” annunciation. The VNAV
must be satisfied: Target Altitude is shown as the Altitude Reference beside the
• At least ten seconds have passed since the non-path ‘ALTV’ annunciation.
transition was initiated At 50 ft from the VNAV Target Altitude, the flight director
• Vertical deviation from the profile has exceeded 250 automatically transitions from VNAV Target Altitude Capture
ft, but is now less than 200 ft to Altitude Hold Mode and tracks the level leg. As Altitude
Pressing the VNV Key twice re-arms Vertical Path Hold Mode becomes active, the white ‘ALT’ annunciation
Tracking for immediate profile re-capture. moves to the active pitch mode field and flashes green for
ten seconds to indicate the automatic transition. The flight
VNAV Target Altitude Capture Mode (ALTV) director automatically arms Vertical Path Tracking, allowing
upcoming descent legs to be captured and subsequently
NOTE: Armed VNAV Target Altitude and Selected tracked.
Altitude capture modes are mutually exclusive.
Altitude Reference (In This
However, Selected Altitude Capture Mode is Case, Equal To VNAV
armed implicitly (not annunciated) whenever Altitude Target)
VNAV Target Altitude Capture Mode is armed.
This ensures the Selected Altitude is not violated
during a change from VNAV Target Altitude Flash up to 10 sec, Indicating Automatic Transition
Capture to Selected Altitude Capture Mode close
to Selected Altitude interception.
Figure 6-14 VNAV Altitude Capture
VNAV Target Altitude Capture is analogous to Selected
Altitude Capture Mode and is armed automatically after the Changing the VNAV Target Altitude
VNV Key is pressed and the next VNAV Target Altitude is to
be intercepted before the Selected Altitude. The annunciation NOTE: Pressing the CWS Button while in VNAV
‘ALTV’ indicates that the VNAV Target Altitude is to be Target Altitude Capture Mode does not cancel
captured. VNAV Target Altitudes are shown in the active the mode.
flight plan or vertical direct-to, and can be entered manually
FLIGHT CONTROL
Changing the current VNAV Target Altitude while

VNAV Target Altitude Capture Mode is active causes the NOTE: Glidepath Mode is available only in
flight director to revert to Pitch Hold Mode. Vertical Path installations with GIA 63W Integrated Avionics
Tracking and the appropriate altitude capture mode are Units and SBAS currently available.
armed in preparation to capture the new VNAV Target
Glidepath mode is used to track the SBAS-based
Altitude or the Selected Altitude, depending on which
glidepath. Arming Glidepath Mode (annunciated in white
altitude is to be intercepted first.
as ‘GP’) requires:
VNAV target altitudes can be changed while editing the
• Approach supporting SBAS vertical guidance is
active flight plan (see the Navigation section for details).
loaded into the flight plan
Glidepath Mode (GP) • Expected availability of vertical guidance
• GPS Approach Mode is armed, after acquiring
NOTE: Pressing the CWS Button while Glidepath clearance for approach, prior to intercepting the
Mode is active does not cancel the mode. The SBAS glidepath (GPS is the selected navigation
autopilot guides the aircraft back to the glidepath source and the APR Key is pressed; see GPS
upon release of the CWS Button. Approach Mode)
GPS Approach Glidepath

Mode Active Mode Active
GPS is Selected LNAV Command Bars Indicate

Navigation Approach Descent on Glidepath
Source Active
Glidepath
Indicator
Figure 6-15 Glidepath Mode
FLIGHT CONTROL
Glideslope Mode is available for LOC/ILS approaches

to capture and track the glideslope. Glideslope Mode is
Figure 6-16 Glidepath Mode Armed
armed when:
If vertical guidance becomes or is expected to become • A valid localizer frequency is tuned
unavailable and the approach downgrades, Glidepath • LOC Approach Mode is armed (the APR Key is
Mode is disarmed. When vertical guidance becomes pressed and either LOC is the selected navigation
available again, Glidepath Mode is automatically re-armed source or a LOC/ILS approach is loaded into the
under GPS Approach Mode. flight plan; see LOC Approach Mode)
Glideslope Mode (GS)
Figure 6-18 Glideslope Mode Armed
NOTE: Pressing the CWS Button while Glideslope
Mode is active does not cancel the mode. Once the localizer has been set as the navigation
The autopilot guides the aircraft back to the source, the localizer and glideslope can be captured. Upon
glideslope upon release of the CWS Button. reaching the glideslope, the flight director transitions to
Glideslope Mode and begins to intercept and track the
glideslope.
Active ILS Approach Mode Glideslope

Frequency Tuned Active Mode Active
NAV2 (localizer) is Selected Command Bars Indicate Descent on

Navigation Source Localizer/Glideslope Path
Glideslope
Indicator
Figure 6-17 Glideslope Mode
FLIGHT CONTROL
Go Around (GA) Mode

Pushing the GA Switch engages the flight director in a
wings level, 7° pitch-up attitude, allowing the execution
of a missed approach or a go around. This mode is a
coupled pitch and roll mode and is annunciated as ‘GA’
in both the pitch and roll active mode fields. Go Around
Mode disengages the autopilot and arms Altitude Hold
Mode automatically. Subsequent autopilot engagement
is allowed. Attempts to modify the aircraft attitude (i.e.,
with the CWS Button or NOSE UP/NOSE DN keys)
result in reversion to Pitch and Roll Hold modes.
Go Around Mode Active
Autopilot Disconnect Annunciation Flashes

Yellow 5 sec
Command Bars Indicate Climb
Figure 6-19 Go Around Mode
FLIGHT CONTROL
Roll Modes The CWS Button does not change lateral references
for Heading Select, Navigation, Backcourse, or Approach
• Roll Hold (default mode) — Holds the current modes. The autopilot guides the aircraft back to the
aircraft roll attitude or rolls the wings level, Selected Heading/Course upon release of the CWS
depending on the commanded bank angle Button.
• Heading Select — Captures and tracks the Selected
Heading Roll Hold Mode (ROL)
• Navigation (GPS, VOR, LOC) — Captures and
tracks the selected navigation source NOTE: If Roll Hold Mode is activated as a result
• Backcourse — Captures and tracks a localizer of a mode reversion, the flight director rolls the
signal for backcourse approaches wings level.
• Approach (GPS, VAPP, LOC) — Captures and tracks
the selected navigation source with greater sensitivity When the flight director is activated (the FD or AP Key
for approach is pressed), Roll Hold Mode is selected by default. This
• Go Around — Commands a constant pitch angle mode is annunciated as ‘ROL’ in the AFCS Status Box. The
and wings level while in the air current aircraft bank angle is held, subject to the bank
angle conditions listed in Table 6-3.
The following table relates each roll mode to its
respective control and annunciation. Refer to the pitch
modes section for information regarding Go Around and
Takeoff Modes.
Roll Mode Control Annunciation
Roll Hold (default) ROL
Heading Select HDG Key HDG
Navigation, GPS Arm/Capture/Track GPS
Navigation, VOR Enroute Arm/Capture/Track VOR
NAV Key
Navigation, LOC Arm/Capture/Track
LOC
(No Glideslope)
Backcourse Arm/Capture/Track BC Key BC
Approach, GPS Arm/Capture/Track GPS
Approach, VOR Arm/Capture/Track VAPP
APR Key
Approach, ILS Arm/Capture/Track
LOC
(Glideslope Mode automatically armed)
Go Around (in air) GA Switch GA
Table 6-2 Roll Modes
FLIGHT CONTROL
Heading Select Mode (HDG)

Figure 6-20 Roll Hold Mode Annunciation Heading Select Mode is activated by pressing HDG
Key. Heading Select Mode acquires and maintains the
Bank Angle Flight Director Response Selected Heading. The Selected Heading is shown by a
< 6° Rolls wings level light blue bug on the HSI and in the box to the upper left
6° to 22° Maintains current aircraft roll attitude of the HSI.
> 22° Limits bank to 22° Changing the Selected Heading
Table 6-3 Roll Hold Mode Responses
NOTE: Pressing the HDG Knob synchronizes the
Changing the Roll Reference Selected Heading to the current heading.
The roll reference can be changed by pressing the CWS The Selected Heading is adjusted using the HDG Knob
Button, establishing the desired bank angle, then releasing on either display. Pressing the CWS Button and hand-
the CWS Button. flying the aircraft does not change the Selected Heading.
The autopilot guides the aircraft back to the Selected
Heading upon release of the CWS Button.
Heading Select Pitch Mode
Mode Active Active
Command Bars Track

Selected Selected Selected Heading
Heading Heading
Bug
Figure 6-21 Heading Select Mode
FLIGHT CONTROL
Turns are commanded in the same direction as Selected When the HSI is coupled to VOR or LOC, the flight
Heading Bug movement, even if the bug is turned more director creates roll steering commands from the Selected
than 180° from the present heading (e.g., a 270° turn to Course and deviation. Navigation Mode can also be used
the right). However, Selected Heading changes of more to fly non-precision GPS and LOC approaches where
than 330° at a time result in turn reversals. glideslope capture is not required.
If the Course Deviation Indicator (CDI) shows greater
Navigation Mode (GPS, VOR, LOC)
than one dot when the NAV Key is pressed, the selected
mode is armed. The armed annunciation appears in white
NOTE: The selected navigation receiver must have to the left of the active roll mode. For cases where the
a valid VOR or LOC signal or active GPS course for
projected course is offset a large distance from the present
the flight director to enter Navigation Mode.
course for turn anticipation, GPS Navigation Mode can
Pressing the NAV Key selects Navigation Mode. be activated with crosstrack error up to 10 nm when the
Navigation Mode acquires and tracks the selected NAV Key is pressed.
navigation source on the HSI (GPS, VOR, LOC). The
flight director follows GPS roll steering commands when
GPS is the selected navigation source. Figure 6-23 GPS Navigation Mode Armed
Selected Altitude
GPS Navigation Pitch Mode Capture Mode
Mode Active Active Armed
GPS is Selected Selected Command Bars Indicate Left

Navigation Course Turn to Track GPS Course and Climb
Source to Intercept Selected Altitude
Figure 6-22 Navigation Mode
FLIGHT CONTROL
When the CDI has automatically switched from GPS to in white to the left of the active roll mode). If the selected
LOC during a LOC/ILS approach, GPS Navigation Mode navigation receiver is GPS, pressing the APR Key arms
remains active, providing GPS steering guidance until GPS Approach Mode, provided that a GPS approach has
the localizer signal is captured. LOC Navigation Mode is been loaded into the flight plan. If the loaded approach
armed in anticipation of localizer signal capture if the APR provides SBAS-based vertical guidance, Glidepath Mode
Key is not pressed prior to the automatic source switch. is also armed (Figure 6-16). If GPS Approach Mode is
If Navigation Mode is active and either of the following selected while in GPS Navigation Mode, capture can occur
occur, the flight director reverts to Roll Hold Mode (wings with crosstrack error of up to 2 nm.
rolled level):
• Different VOR is tuned while in VOR Navigation
Figure 6-24 Navigation/Approach Mode Armed
Mode (VOR Navigation Mode reverts to armed)
• Navigation source is manually switched
LOC Approach Mode allows the autopilot to fly a LOC/
• Localizer signal is not captured by the final approach
ILS approach with a glideslope. LOC Approach Mode is
fix (FAF)
armed (along with Glideslope Mode; see Figure 6-17)
Changing the Selected Course when the APR Key is pressed and either of the following
The Selected Course on the PFD is controlled using the have been done:
CRS Knob. Pressing the CWS Button and hand-flying • Navigation source is set to LOC
the aircraft does not change the Selected Course while in • A LOC/ILS approach is loaded into the flight plan
Navigation Mode. The autopilot guides the aircraft back and the corresponding localizer frequency tuned
to the Selected Course (or GPS flight plan) when the CWS (even if the selected navigation source is GPS)
Button is released. Localizer capture is suppressed until the navigation
source is changed to LOC.
Approach Mode (GPS, VAPP, LOC)
If Approach Mode is active and either of the following
occur, the flight director reverts to Roll Hold Mode (wings
NOTE: The selected navigation receiver must have
rolled level):
a valid VOR or LOC signal or active GPS course
for the flight director to enter Approach Mode. • Vectors-to-Final is activated
• Navigation source is manually switched
Approach Mode is activated when the APR Key is • Localizer signal is not captured by the final approach
pressed. Approach Mode acquires and tracks the selected fix (FAF)
navigation receiver on the HSI (GPS, VOR, or LOC),
depending on the loaded approach. This mode uses the Changing the Selected Course
selected navigation receiver deviation and desired course The Selected Course on the PFD is controlled using the
inputs to fly the approach. Approach Mode provides CRS Knob. Pressing the CWS Button and hand-flying
greater sensitivity for signal tracking than Navigation the aircraft does not change the Selected Course while in
Mode. Approach Mode. The autopilot guides the aircraft back to
Pressing the APR Key when the CDI is greater than the Selected Course (or GPS flight plan) when the CWS
one dot arms the selected approach mode (annunciated Button is released.
FLIGHT CONTROL
Intercepting and Flying a DME Arc Backcourse Mode (BC)

The AFCS will intercept and track a DME arc that is part
of the active flight plan provided that GPS Navigation Mode NOTE: When making a backcourse approach,
is engaged, GPS is the active navigation source on the CDI, set the Selected Course to the localizer front
and the DME arc segment is the active flight plan leg. Since course.
navigation of DME arcs is based on GPS, when the APR Key Backcourse Mode captures and tracks a localizer
is pressed and LOC or VOR Approach Mode is armed prior signal. The mode may be selected by pressing the BC
to reaching the Initial Approach Fix (IAF), Approach Mode Key. Backcourse Mode is armed if the CDI is greater than
will not activate until the arc segment is completed. one dot when the mode is selected. The flight director
If the arc is intercepted at a location other than the creates steering commands from the Selected Course and
published IAF (i.e. ATC provides vectors to intercept the arc) deviation when in Backcourse Mode.
and subsequently Heading Mode or Roll Mode is selected,
the AFCS will not automatically intercept or track the arc Changing the Selected Course
unless the arc leg of the flight plan is activated GPS Navigation The Selected Course on the PFD is controlled using the
Mode is armed. The AFCS will not intercept and fly a DME CRS Knob. Pressing the CWS Button and hand-flying
arc before reaching an IAF that defines the beginning of the the aircraft does not change course while in Backcourse
arc segment. Likewise, if at any point while established on Mode. The autopilot guides the aircraft back to the
the DME arc GPS Navigation Mode is deselected, the AFCS Selected Course when the CWS Button is released.
will no longer track the arc.
Backcourse Pitch Hold
Mode Active Mode Active
Command Bars Hold Pitch Attitude

LOC2 is Selected Navigation Source
Figure 6-25 Backcourse Mode
FLIGHT CONTROL
6.4 AUTOPILOT OPERATION Roll Axis

The autopilot roll axis uses roll rate to stabilize aircraft
NOTE: Refer to the AFM for specific instructions roll attitude during upsets and flight director maneuvers.
regarding emergency procedures. The flight director roll commands are rate- and attitude-
limited, combined with roll damper control, and sent to
Cessna Nav III’s autopilot operates flight control
the roll servo motor.
surface servos to provide automatic flight control. The
autopilot controls the aircraft pitch and roll attitudes Engaging the Autopilot
following commands received from the flight director.
Pitch autotrim provides trim commands to the pitch trim NOTE: Autopilot engagement/disengagement is
adapter to relieve any sustained effort required by the not equivalent to servo engagement/disengage-
pitch servo. ment. Use the CWS Button to disengage the
pitch and roll servos while the autopilot remains
Flight Control active.
Pitch and roll commands are provided to the servos,
based on the active flight director modes. Servo motor When the AP Key is pressed, the autopilot and flight
control limits the maximum servo speed and torque. The director (if not already engaged) are activated. Engagement
servo gearboxes are equipped with slip-clutches set to is indicated by a green ‘AP’ annunciation in the center of
certain values. This allows the servos to be overridden in the AFCS Status Box. The flight director engages in Pitch
case of an emergency. and Roll Hold modes when initially activated.
Pitch Axis and Pitch Trim Autopilot Engaged
The autopilot pitch axis uses pitch rate to stabilize the
aircraft pitch attitude during upsets and flight director
maneuvers. Flight director pitch commands are rate- and Figure 6-26 Autopilot Engaged
attitude-limited, combined with pitch damper control, and
sent to the pitch servo motor. The pitch servo measures
the output effort (torque) and provides this signal to the
pitch trim servo. The pitch trim servo commands the
motor to reduce the average pitch servo effort.
When the autopilot is not engaged, the pitch trim servo
may be used to provide manual electric trim. This allows
the aircraft to be trimmed using a control stick switch
rather than the trim wheel. Manual trim commands are
generated with the MET Switch. Trim speeds are scheduled
with airspeed to provide more consistent response.
FLIGHT CONTROL
Control Wheel Steering The autopilot is manually disengaged by pushing the

AP DISC Switch, GA Switch, MET ARM Switch, or the
During autopilot operation, the aircraft may be hand-
AP Key on the MFD. Manual disengagement is indicated
flown without disengaging the autopilot. Pressing and
by a five-second flashing yellow ‘AP’ annunciation and a
holding the CWS Button disengages the pitch and roll
three-second autopilot disconnect aural alert. After man-
servos from the flight control surfaces and allows the
ual disengagement, the autopilot disconnect aural alert
aircraft to be hand-flown. At the same time, the flight
may be cancelled by pushing the MET ARM or AP DISC
director is synchronized to the aircraft attitude during the
Switch (AP DISC Switch also cancels the flashing ‘AP’ an-
maneuver. The ‘AP’ annunciation is temporarily replaced
nunciation).
by ‘CWS’ in white for the duration of CWS maneuvers.
In most scenarios, releasing the CWS Button reengages Autopilot Manually Disengaged
the autopilot with a new reference. Refer to the flight
director modes section for CWS behavior in each mode.
Figure 6-29 Manual Autopilot Disengagement
Control Wheel Steering
Figure 6-27 CWS Annunciation
Disengaging the Autopilot

Automatic disengagement occurs due to:
• System failure
• Inability to compute default flight director modes
(FD also disengages automatically)
• Invalid sensor data
Automatic autopilot disengagement is indicated by
a flashing red ‘AP’ annunciation and by the autopilot
disconnect aural alert, which continue until acknowledged
by pushing the AP DISC or MET Switch.
Autopilot Automatically Disengaged
Figure 6-28 Automatic Autopilot Disengagement
FLIGHT CONTROL
6.5 EXAMPLE PROCEDURES Departure
Climbing to the Selected Altitude and flying

NOTE: The following example flight plan and
diagrams (not to be used for navigation) in this an assigned heading:
section are for instructional purposes only and 1) Before takeoff, set the Selected Altitude to 12,000
should be considered not current. Numbered feet using the ALT Knob.
portions of accompanying diagrams correspond
2) After takeoff, hand-fly the aircraft to an altitude
to numbered procedure steps.
above the autopilot minimum engage height.
This scenario-based set of procedures (based on the 3) In this example, Vertical Speed Mode is used to
example flight plan found in the Flight Management capture the Selected Altitude (Pitch Hold, Vertical
Section) shows various GFC 700 AFCS modes used Speed, or Flight Level Change Mode may be
used).
during a flight. In this scenario, the aircraft departs
Charles B. Wheeler Downtown Airport (KMKC), enroute a) Press the VS Key to activate Vertical Speed
to Colorado Springs Airport (KCOS). After departure, the Mode.
aircraft climbs to 12,000 ft and airway V4 is intercepted,
following ATC vectors.
Airway V4 is flown to Salina VOR (SLN) using The Vertical Speed Reference may be adjusted
VOR navigation, then airway V244 is flown using GPS after Vertical Speed Mode is selected using the
Navigation. The ILS approach for runway 35L and LPV NOSE UP/NOSE DN keys or pushing the CWS
Button while hand-flying the aircraft to establish
(SBAS) approach for runway 35R are shown and a missed
a new Vertical Speed Reference.
approach is executed.
b) Press the AP Key to engage the autopilot in a
climb using Vertical Speed Mode.
0
33
3
0
33 30
3
33
0 KMKC
6
3
30
27
30
KCOS
6
V4
9
Topeka
27
6
33
0
V 244 VOR
27
24
Salina (TOP)
9
12
Hays VOR
30
V 244
9
24
VOR (SLN) 21
24
15
12
(HYS) 18
6
27
21
12
15
21 18
Lamar
15
18
9
VOR
24
(LAA)
12
21
15
18
Figure 6-30 Flight Plan Overview
FLIGHT CONTROL
4) Use the HDG Knob to set the Selected Heading, At 50 feet from the Selected Altitude, the green
complying with ATC vectors to intercept Airway ‘ALT’ annunciation flashes for up to 10 seconds;
V4. the autopilot transitions to Altitude Hold Mode and
Press the HDG Key to activate Heading Select Mode levels the aircraft.
while the autopilot is engaged in the climb. The
autopilot follows the Selected Heading Bug on the
HSI and turns the aircraft to the desired heading.
5) As the aircraft nears the Selected Altitude, the flight

director transitions to Selected Altitude Capture
Mode, indicated by the green ‘ALTS’ annunciation
flashing for up to 10 seconds.
HD
GM
od
e
Selected Altitude of 12,000 MSL

ALT Mode
4
KMKC e
Mod
VS
2
1
Figure 6-31 Departure
FLIGHT CONTROL
Intercepting a VOR Radial d) Press the NAV Key. This arms VOR Navigation
Mode and the white ‘VOR’ annunciation appears
During climb-out, the autopilot continues to fly the
to the left of the active lateral mode.
aircraft in Heading Select Mode. Airway V4 to Salina
VOR (SLN) should now be intercepted. Since the
enroute flight plan waypoints correspond to VORs, flight 2) As the aircraft nears the Selected Course, the
director Navigation Mode using either VOR or GPS as the flight director transitions from Heading Select to
navigation source may be used. In this scenario, VOR VOR Navigation Mode and the ‘VOR’ annunciation
Navigation Mode is used for navigation to the first VOR flashes green. The autopilot begins turning to
waypoint in the flight plan. intercept the Selected Course.
Intercepting a VOR radial:

1) Arm VOR Navigation Mode:
3) The autopilot continues the turn until the aircraft
a) Tune the VOR frequency.
is established on the Selected Course.
b) Press the CDI Softkey to set the navigation
source to VOR.
c) Use the CRS Knob to set the Selected Course to
255°. Note that at this point, the flight director
is still in Heading Select Mode and the autopilot
continues to fly 290°.
0
33
3
Hd
29 g
0o
30
V4
6
VO
3 R
27
NA
V
Mo
de
9
255 Salina
VOR 2
(SLN)
HD
24
G
M
od
12
e,
VO
R
21 Ar
m
15 ed
18
1
Figure 6-32 Intercepting a VOR Radial
FLIGHT CONTROL
Flying a Flight Plan/GPS Course
NOTE: Changing the navigation source cancels

Navigation Mode and causes the flight director
to revert back to Roll Hold Mode (wings rolled
level).
As the aircraft closes on Salina VOR, GPS is used

to navigate the next leg, airway V244. The aircraft is
currently tracking inbound on Airway V4.
Flying a GPS flight plan:
1) Transition from VOR to GPS Navigation Mode:
a) Press the CDI Softkey until GPS is the selected
navigation source.
b) Press the NAV Key to activate GPS Navigation
Mode. The autopilot guides the aircraft along
the active flight plan leg.
2) Following the flight plan, the autopilot continues

to steer the aircraft under GPS guidance. Note that
in GPS Navigation Mode, course changes defined
by the flight plan are automatically made without
pilot action required.
0
33
3
1
30
0
de
33 AV Mo
3 V4 VOR N
6
e
Mod
o
075
NAV
3 GPS 2
27
30
260
6
o
Salina
076 VOR
V 244 (SLN)
27
24
Hays
12
9
VOR
(HYS)
21
24
15
18
12
21
15
18
Figure 6-33 Transition to GPS Flight Plan
FLIGHT CONTROL
Descent b) Press the FLC Key to activate Flight Level Change

Mode. The annunciation ‘FLC’ appears next
While flying the arrival procedure, the aircraft is
to the Airspeed Reference, which defaults to
cleared for descent in preparation for the approach to
the current aircraft airspeed. Selected Altitude
KCOS. Three methods are presented for the descent from Capture Mode is armed automatically.
12,000 ft:
• Flight Level Change descent – Flight Level Change
Mode can be used to descend to the Selected Alti-
tude at a constant airspeed. This descent method 2) Use the NOSE UP/NOSE DN keys or push the CWS
does not account for flight plan waypoint altitude Button while hand-flying the aircraft to adjust the
constraints. commanded airspeed while maintaining the same
• Vertical Path Tracking descent – Vertical Path Track- power, or reduce power to allow descent in Flight
Level Change Mode while the autopilot maintains
ing Mode is used to follow the vertical descent path
the current airspeed.
defined in the GPS flight plan. Altitude constraints
correspond to waypoints in the flight plan. Before 3) As the aircraft nears the Selected Altitude, the flight
VNV flight control can provide vertical profile director transitions to Selected Altitude Capture
guidance, a VNV flight plan must be entered and Mode, indicated by the green ‘ALTS’ annunciation
enabled. flashing for up to 10 seconds.
• Non-path descent in a VNV scenario – While
the flight director is following VNV guidance for
descent, Pitch Hold, Vertical Speed, or Flight Level The green ‘ALT’ annunciation flashes for up to 10
Change Mode can be used to descend to the VNV seconds upon reaching 50 feet from the Selected
Target Altitude prior to reaching the planned TOD. Altitude; the autopilot transitions to Altitude Hold
Flight Level Change Mode is used in the example. Mode and levels the aircraft.
Flight Level Change descent:
1) Select Flight Level Change Mode:
a) Using the ALT Knob, set the Selected Altitude to
10,000 feet.
1 Cruise Altitude of 12,000 MSL
ALT Mode
2
FLC
Mod
e
3
Selected Altitude of 10,000 MSL
ALT Mode
Figure 6-34 FLC Descent
FLIGHT CONTROL
Vertical Path Tracking descent to VNV Target • Turn the ALT Knob to adjust the Selected
Altitude: Altitude
1) Select VNV flight control: • Press the VNV Key
a) Press the VNV Key to arm Vertical Path Tracking If the descent is not confirmed by the time of
Mode. The white annunciation ‘VPTH’ appears. interception, Vertical Path Tracking Mode remains
armed and the descent is not captured.
2) When the top of descent (TOD) is reached, the flight
director transitions to Vertical Path Tracking Mode
b) Using the ALT Knob, set the Selected Altitude and begins the descent to the VNV Target Altitude.
at least 75 feet below the flight plan’s VNV Intention to capture the VNV Target Altitude is
Target Altitude of 10,000 feet. indicated by the white ‘ALTV’ annunciation.
If the Selected Altitude is not adequately adjusted
below the VNV Target Altitude, the flight director
commands descent to the Selected Altitude rather
3) As the aircraft nears the VNV Target Altitude, the
than the VNV Target Altitude once Vertical Path
flight director transitions to VNV Target Altitude
Tracking Mode becomes active (ALTS is armed
Capture Mode, indicated by the green ‘ALTV’
rather than ALTV).
annunciation flashing for up to 10 seconds.
c) If Vertical Path Tracking Mode is armed more
than 5 minutes prior to descent path capture,
acknowledgment is required for the flight director
to transition from Altitude Hold to Vertical Path The green ‘ALT’ annunciation flashes for up to
Tracking Mode. To proceed with descent path 10 seconds upon reaching 50 feet from the VNV
capture if the white ‘VPTH’ annunciation begins Target Altitude; the autopilot transitions to Altitude
flashing, do one of the following: Hold Mode and levels the aircraft at the vertical
waypoint.
1 ALT Mode TOD

Cruise Altitude of 12,000 MSL
2
VPT
HM
ode
3
BOD
VNAV Target Altitude of 10,000 MSL ALT Mode
Selected Altitude (set below VNAV Target Altitude)
Along-track Offset, 3 nm before OPSHN

3 nm
Figure 6-35 VPTH Descent
FLIGHT CONTROL
Non-path descent using Flight Level Change

Mode:
The green ‘ALT’ annunciation flashes for up to 10
1) Command a non-path descent using Flight Level seconds upon reaching 50 feet from the Selected
Change Mode: Altitude; the autopilot transitions to Altitude Hold
a) Using the ALT Knob, set the Selected Altitude Mode and levels the aircraft.
below the current aircraft altitude to an altitude
(in this case, 9,400 feet) at which to level off
between VNV flight plan altitudes. 4) When the next TOD is reached, Vertical Path Tracking
b) Press the FLC Key before the planned TOD becomes active (may require acknowledgment to
during an altitude hold while VPTH is armed. allow descent path capture).
The Airspeed Reference defaults to the current
aircraft airspeed. Vertical Path Tracking and
Selected Altitude Capture Mode are armed 5) As the aircraft nears the VNV Target Altitude, the
automatically. flight director transitions to VNV Target Altitude
Capture Mode, indicated by the green ‘ALTV’
annunciation flashing for up to 10 seconds.
2) Reduce power to allow descent in Flight Level
Change Mode. The autopilot maintains the
Airspeed Reference. The green ‘ALT’ annunciation flashes for up to
3) As the aircraft nears the Selected Altitude, the flight 10 seconds upon reaching 50 feet from the VNV
director transitions to Selected Altitude Capture Target Altitude; the autopilot transitions to Altitude
Mode, indicated by the green ‘ALTS’ annunciation Hold Mode and levels the aircraft at the vertical
flashing for up to 10 seconds. waypoint.
VP
TH
M
od
e
Planned
BOD
2 TOD
VNAV Target Altitude of 10,000 MSL
ALT Mode
1 FL Pla
nn
C ed
M De
od sce
e nt
Pa
th
3 TOD
Selected Altitude of 9,400 MSL ALT Mode VP
TH
Mo
4 de
5 BOD
VNAV Target Altitude of 9,000 MSL ALT Mode
Selected Altitude
OPSHN HABUK
3 nm
Figure 6-36 Non-path Descent
FLIGHT CONTROL
Approach 3) There are two options available at this point, as the

autopilot flies the ILS approach:
NOTE: If an approach contains a DME arc, the arc • Push the AP DISC Switch at the decision
must be flown in Navigation Mode with the GFC height and land the aircraft.
700. When receiving vectors from ATC, Naviga- • Use the GA Switch to execute a missed
tion Mode must be selected prior to intercepting approach.
the ARC.
Flying an ILS approach: KCOS

1) Transition from GPS Navigation Mode to Heading
Select Mode.
a) Select the Runway 35L ILS approach for KCOS
GS Mode
LOC APR/
and select ‘VECTORS’ for the transition. Load 3
and activate the approach into the flight plan.
b) Use the HDG Knob to set the Selected Heading PETEY
after getting vectors from ATC. 2

c) Press the HDG Key. The autopilot turns the
aircraft to the desired heading.
HD
G
d) Use Heading Select Mode to comply with ATC
M
od
e
vectors as requested.
PYNON 1
2) Arm LOC Approach and Glideslope modes.
GPS NAV Mode

a) Ensure the appropriate localizer frequency is
tuned.
b) Press the APR Key when cleared for approach
to arm Approach and Glideslope modes. ‘LOC’
and ‘GS’ appear in white as armed mode
annunciations.
c) The navigation source automatically switches to LOC. Figure 6-37 ILS Approach to KCOS
After this switch occurs, the localizer signal can be
captured, and the flight directors determine when to
begin the turn to intercept the final approach course.
The flight director now provides guidance to the missed
approach point.
FLIGHT CONTROL
Flying a RNAV GPS approach with vertical KCOS

guidance:
1) Arm flight director modes for a RNAV GPS approach
4
with vertical guidance:
a) Make sure the navigation source is set to GPS
(use CDI Softkey to change navigation source).
CEGIX
b) Select the Runway 35R LPV approach for KCOS.
GP Mode
GPS APR/
Load and activate the approach into the flight 3
plan.
2) Press the APR Key once clearance for approach has
been received. GPS Approach Mode is activated 2
and Glidepath Mode is armed. FALUR HABUK
3) Once the glidepath is captured, Glidepath Mode

becomes active. The flight director now provides PYNON
guidance to the missed approach point. 1
GPS NAV Mode

4) There are two options available at this point, as the
autopilot flies the approach:
• Push the AP DISC Switch at the Decision
height and land the aircraft.
• Use the GA Switch to execute a missed
approach.
Figure 6-38 LPV Approach to KCOS
FLIGHT CONTROL
Go Around/Missed Approach As the aircraft nears the Selected Altitude, the

flight director transitions to Selected Altitude
NOTE: As a result of calculations performed by Capture Mode, indicated by the green ‘ALTS’
the system while flying the holding pattern, the annunciation flashing for up to 10 seconds.
display may re-size automatically and the aircraft
may not precisely track the holding pattern.
The green ‘ALT’ annunciation flashes for up to 10
Flying a missed approach: seconds upon reaching 50 feet from the Selected
Altitude; the autopilot transitions to Altitude Hold
1) Push the GA Switch at the Decision height and
Mode and levels the aircraft.
apply go around power to execute a missed
approach. The flight director Command Bars
establish a nose-up climb to follow. If flying an ILS 4) The autopilot flies the holding pattern after the
or LOC approach the CDI also switches to GPS as missed approach is activated. Annunciations are
the navigation source. displayed in the Navigation Status Box, above the
Note that when the GA Switch is pushed, the missed AFCS Status Box.
approach is activated and the autopilot disconnects,
indicated by the ‘AP’ annunciation flashing yellow
for 5 seconds and the autopilot disconnect aural
alert. 4
Flashes 5 sec
MOGAL
2) Start the climb to the prescribed altitude in the
published Missed Approach Procedure (in this case,
10,000 ft).
GPS NAV Mode

a) After climbing to altitude exceeding the autopilot
minimum engage height, press the AP Key to re-
engage the autopilot.
b) Press the NAV Key to have the autopilot fly to the 3
hold.
2
KCOS
GA Mode
3) Use the ALT Knob to set a Selected Altitude to

hold.
To hold the current airspeed during the climb, press 1
the FLC Key.
Figure 6-39 Go Around/Missed Approach
FLIGHT CONTROL
6.6 AFCS ANNUNCIATIONS AND ALERTS

AFCS Status Alerts
The following annunciations (listed in order of increasing priority) can appear on the PFD above the Airspeed and
Attitude indicators. Only one annunciation may occur at a time, and messages are prioritized by criticality.
AFCS Status
Annunciation
Figure 6-40 AFCS Status Annunciation
Alert Condition Annunciation Description

Aileron Mistrim Right
Roll servo providing sustained force in the indicated direction
Aileron Mistrim Left
Elevator Mistrim Down

Pitch servo providing sustained force in the indicated direction
Elevator Mistrim Up
Pitch Trim Failure If AP engaged, take control of the aircraft and disengage AP
(or stuck MET Switch) If AP disengaged, move MET switches separately to unstick
Roll Failure Roll axis control failure; AP inoperative
Pitch Failure Pitch axis control failure; AP inoperative
System Failure AP and MET are unavailable; FD may still be available

Performing preflight system test; aural alert sounds at completion
Do not press the AP DISC Switch during servo power-up and preflight
system tests as this may cause the preflight system test to fail or never
Preflight Test to start (if servos fail their power-up tests). Power must be cycled to
the servos to remedy the situation.
Preflight system test failed; aural alert sounds at failure
Table 6-4 AFCS Status Field Alerts
FLIGHT CONTROL
Overspeed Protection
Overspeed protection is provided in situations where
the flight director cannot acquire and maintain the vertical
Mode Reference for the selected vertical mode without
exceeding the certified maximum autopilot airspeed.
When an autopilot overspeed condition occurs, the
Airspeed Reference appears in a box above the Airspeed
Indicator, flashing a yellow ‘MAXSPD’ annunciation.
Engine power should be reduced and/or the pitch
reference adjusted to slow the aircraft. The annunciation
disappears when the overspeed condition is resolved.
Airspeed
Indicator
Figure 6-41 Overspeed Annunciation
FLIGHT CONTROL
Blank Page
SECTION 7 – NAVIGATION
SECTION 7: NAVIGATION 7.2 DIRECT-TO NAVIGATION

The majority of the following discussions pertain to Direct-to Navigation from the MFD
the Multi Function Display. In discussions pertaining to
Identifier Geographic
the PFD, the controls are located on the PFD.
Region
Facility Name
7.1 NAVIGATION MAP PAGE City VNAV Target Altitude
Offset Before Selected
VNAV Direct-to
WARNING: The map display should only be Target Altitude
used for situational awareness. Any map display Map Orientation
indication should be compared with approved Map of the
navigation sources. Selected
Waypoint
Select the MAP Page Group
Map Range
1) Turn the large FMS Knob until the ‘MAP’ page
group is selected. Bearing Distance
Direct-to
2) Turn the small FMS Knob to select NAVIGATION Course Activate Field
MAP in the selection list.
Figure 7-2 MFD Direct-to Window
Enter a Direct-to Destination

1) Press the Direct-to ( ) Key.
2) Enter the destination waypoint identifier.
3) Press the ENT Key to confirm the identifier. The
‘Activate?’ field is highlighted.
4) If no altitude constraint or course is desired, press
the ENT Key to activate. To enter an altitude
constraint, proceed to step 5.
5) Turn the large FMS Knob to place the cursor over
the ‘VNAV’ altitude field.
Figure 7-1 Navigation Map Page (Enroute) 6) Enter the desired altitude.
7) Press the ENT Key. The option to select ‘MSL’ or
‘AGL’ is now displayed.
8) Turn the small FMS Knob to select ‘MSL’ or ‘AGL’.
9) Press the ENT Key. The cursor is placed in the ‘VNV’ Select a Direct-to Destination to a Nearest
offset distance field. Airport
10) Enter the desired target altitude offset from the 1) Press the Direct-to ( ) Key.
selected Direct-to.
2) Turn the small FMS Knob to the left. Initially, a
11) Press the ENT Key to highlight ‘Activate?’ or turn the flight plan waypoint list is displayed as in Figure
large FMS Knob to highlight the ‘COURSE’ field. 7-3. The list is populated only when navigating a
12) Enter the desired course to the waypoint. flight plan.
13) Press the ENT Key to highlight ‘ACTIVATE?’.
14) Press the ENT Key again to activate the Direct-to.
Select a Direct-to Destination to a Flight Plan
Waypoint
1) While navigating an active flight plan, press the
Direct-to ( ) Key.
Figure 7-4 Nearest Airport List (MFD)
2) Turn the small FMS Knob to the left to display a list
of flight plan waypoints as shown in Figure 7-3. 3) Turn the small FMS Knob to the right to display the
‘NRST’ airports to the aircraft’s current position as
shown in Figure 7-4.
4) Turn the large FMS Knob to select the desired
airport.
5) Press the ENT Key. The cursor is now displayed on
‘ACTIVATE?’.
Figure 7-3 Flight Plan Waypoint List (MFD)

6) Press the ENT Key again to activate a Direct-to.
Select a Direct-to Destination to a Recently
3) Turn the large FMS Knob to select the desired Entered Identifier
waypoint.
4) Press the ENT Key. The cursor is now displayed on 1) Press the Direct-to ( ) Key.
‘ACTIVATE?’. 2) Turn the small FMS Knob to the left. Initially, a
5) Press the ENT Key again to activate a Direct-to. flight plan waypoint list is displayed as in Figure
7-3. The list is populated only when navigating a
flight plan.
9) Turn the large FMS Knob to place the cursor in the

‘COURSE’ field.
10) Enter the desired course.
11) Press the ENT Key. The cursor now highlights
‘ACTIVATE?’.
12) Press the ENT Key again to begin navigation using
Figure 7-5 Recently Entered Waypoints List (MFD) the selected destination, altitude constraint, and
course.
3) Turn the small FMS Knob to the right to display the
‘RECENT’ waypoints as shown in Figure 7-5. Canceling Direct-to Navigation
4) Turn the large FMS Knob to select the desired 1) Press the Direct-to ( ) Key.
airport.
2) Press the MENU Key to display the Direct-to options
5) Press the ENT Key. The cursor is now displayed on menu.
‘ACTIVATE?’.
3) With ‘Cancel Direct-To NAV’ highlighted, press the
6) Press ENT again to activate a Direct-to. ENT Key. If a flight plan is still active, the G1000
Re-center the CDI to the Destination resumes navigating the flight plan along the closest
Waypoint leg.
Press the Direct-to ( ) Key, followed by

pressing the ENT Key twice. If a missed approach
point (MAP) is the current destination, the approach
is canceled.
Figure 7-6 Canceling Direct-to Navigation
Manually Define the Active Direct-to
1) Press the Direct-to ( ) Key. Direct-to Navigation from the PFD
2) Turn the large FMS Knob to highlight the ‘VNAV’ WPT Symbol
altitude field.
Identifier WPT Location
3) Enter the desired altitude. Facility Name
VNAV Target Altitude Offset Distance
4) Press the ENT Key. The option to select ‘MSL’ or Bearing to WPT
‘AGL’ is now displayed. Course to Selected WPT
Distance from WPT
5) Turn the small FMS Knob to select ‘MSL’ or ‘AGL’.

6) Press the ENT Key. The cursor now highlights the
Figure 7-7 PFD Direct-to Window
VNAV offset field.
7) Enter the desired offset distance.
8) Press the ENT Key.
Enter a Direct-to Destination Select a Direct-to Destination to a Flight Plan

Waypoint
1) Press the Direct-to Key ( ).
2) Turn the large FMS Knob to place the cursor in the 1) While navigating an active flight plan, press the
desired selection field. Direct-to ( ) Key.
3) Turn the small FMS Knob to begin selecting the 2) Turn the small FMS Knob to the left to display a list
desired identifier, location, etc. of flight plan waypoints as shown in Figure 7-8.
5) The cursor is now flashing on ‘ACTIVATE?’. If no
altitude constraint or course is desired, press the
ENT Key to activate. To enter an altitude constraint,
proceed to step 6.
Figure 7-8 Flight Plan Waypoint List (PFD)
6) Turn the large FMS Knob to place the cursor over
the ‘VNAV’ altitude field. 3) Turn the large FMS Knob to select the desired
7) Turn the small FMS Knob to enter the desired VNAV waypoint.
altitude. 4) Press the ENT Key. The cursor is now displayed on
8) Press the ENT Key. The option to select ‘MSL’ or ‘ACTIVATE?’.
‘AGL’ is now displayed. 5) Press the ENT Key again to activate a Direct-to.
9) Turn the small FMS Knob to select ‘MSL’ or ‘AGL’. Select a Direct-to Destination to a Nearest
10) Press the ENT Key. The cursor is placed in the Airport
‘VNAV’ offset distance field. 1) Press the Direct-to ( ) Key.
11) Turn the small FMS Knob to enter the desired target 2) Turn the small FMS Knob to the left. Initially, a
altitude offset from the selected Direct-to. flight plan waypoint list is displayed as in Figure
12) Press the ENT Key to highlight ‘Activate?’ or turn the 7-8. The list is only populated when navigating a
large FMS Knob to highlight the ‘COURSE’ field. flight plan.
13) Turn the small FMS Knob to enter the desired course
to the waypoint.
14) Press the ENT Key to highlight ‘ACTIVATE?’.
15) Press the ENT Key again to activate the Direct-to.
Figure 7-9 Nearest Airport List (PFD)

4) Turn the large FMS Knob to select the desired 7.3 NAVIGATING AN EXAMPLE FLIGHT
airport. PLAN
‘ACTIVATE?’.
NOTE: The following example flight plan is
6) Press the ENT Key again to activate a Direct-to. for instructional purposes only. All database
Select a Direct-to Destination to a Recently information depicted should be considered not
current.
Entered Identifier
1) Press the Direct-to ( ) Key. The following discussion is an example of navigating
2) Turn the small FMS Knob to the left. Initially, a a flight plan with the SBAS capable GPS system while the
flight plan waypoint list is displayed as in Figure G1000 provides vertical guidance through descents. A
7-8. The list is only populated when navigating a lateral flight plan (LNAV) would be navigated in much the
flight plan. same way, but would not include vertical guidance when
the final approach course is active.
The example is a flight plan from KMKC to KCOS
filed using the TIFTO2 departure, various Victor
Airways, and the DBRY1 arrival with the transition
at TBE. The flight plan includes an enroute altitude
of 12,000 feet, an LPV (SBAS) approach selected for
Figure 7-10 Recently Entered Waypoints List (PFD)
runway 35R, and a missed approach executed at
3) Turn the small FMS Knob to the right to display the the Missed Approach Point (MAP). A few enroute
‘RECENT’ waypoints as shown in Figure 7-10. changes are demonstrated.
4) Turn the large FMS Knob to select the desired 1) Prior to departure, the TIFTO2 departure, the
airport. airways, and the DBRY1 arrival at KCOS are loaded.
See the Procedures section for loading departures
and arrivals. Note the magenta arrow in Figure
‘ACTIVATE?’.
7-104 indicating the active departure leg.
6) Press the ENT Key again to activate a Direct-to.
After takeoff, ATC assigns a heading of 240º.
Cancelling Direct-to Navigation
1) Press the Direct-to ( ) Key.
2) Press the MENU Key to display the Options Window.
The cursor flashes on ‘Cancel Direct-to NAV’.
3) Press the ENT Key to cancel the direct-to.
2) Figure 7-11 shows the aircraft on the assigned 3) ATC now assigns routing to join V4. A heading of
heading of 240º. ‘TERM’ (Terminal) is the current 290º is assigned to intercept V4. The aircraft turns
CDI flight phase displayed on the HSI indicating 1.0 to heading 290° as seen in Figure 7-12.
nm CDI scaling.
Figure 7-12 Assigned Heading of 290º

Figure 7-11 Assigned Heading of 240º
4) Enter V4 into the flight plan. c) Turn the small FMS Knob to display the Waypoint
a) Press the FMS Knob to activate the cursor. Information Window. Enter the desired entry
point for V4, Topeka VOR (TOP), as shown in
b) The desired entry point for V4 (TOP) must be
Figure 7-14.
entered. Turn the large FMS Knob to highlight
the desired flight plan insertion point (SLN) as
shown in Figure 7-13. When the V4 entry point
(TOP) is inserted, it is placed immediately above
the highlighted waypoint (SLN) as indicated by
the insertion point indicator (small blue triangle).
Figure 7-14 Entering V4 Entry Point
Figure 7-13 Begin Adding V4 to the Flight Plan
d) Press the ENT Key. TOP is inserted into the flight f) Press the LD AIRWY Softkey to display the list
plan as in Figure 7-15. of available airways for TOP as seen in Figure
7-16.
Figure 7-15 TOP Inserted into the Flight Plan
e) With SLN still highlighted as in Figure 7-15, turn Figure 7-16 List of Available Airways for TOP
the small FMS Knob clockwise. The Waypoint
Information Page is displayed and the LD AIRWY g) Turn either FMS Knob to highlight V4 in the list
Softkey is now available. as seen in Figure 7-16.
h) Press the ENT Key. The list of available exits for j) Press the ENT Key. The selected airway and
V4 is now displayed as in Figure 7-17. exit are displayed, and the prompt “LOAD?”
highlighted as in Figure 7-18.
Figure 7-17 List of Available Exits for V4

Figure 7-18 Ready to Load V4
i) If necessary, turn either FMS Knob to select the
desired exit. In this case Salina VOR (SLN) is k) Press the ENT Key.
selected as in Figure 7-17.
l) V4 is now loaded into the flight plan as shown d) Verify the displayed leg is the desired leg and
in Figure 7-19. press the ENT Key. Note in Figure 7-21, the
magenta arrow in the flight plan window and
magenta line on the map indicating V4 is now
the active flight plan leg. Note the phase of
flight remained in Terminal (TERM) mode up to
this point because a departure leg was active.
Since a leg after the departure is now active, the
current CDI flight phase is ENR (Enroute) and CDI
scaling has changed to 2.0 nm.
Figure 7-19 V4 is Loaded in the Flight Plan
5) Making V4 the active leg of the flight plan.

a) Press the FMS Knob to activate the cursor.
b) Turn the large FMS Knob to highlight ULNAZ.
The TO waypoint of the leg is selected in order
to activate the leg.
c) Press the ACT LEG Softkey. The confirmation
window is now displayed as in Figure 7-20. Note
the TOP to ULNAZ leg is actually part of V4.
Figure 7-20 Confirm Active Leg

Figure 7-21 V4 Now Active Leg
6) The aircraft continues on heading 290º. When 8) At SLN, Victor Airway 244 (V244) is intercepted.
crosstrack distance is less than 2.0 nm, the XTK Turn prompts are displayed in the PFD Navigation
disappears from the HSI and the CDI is positioned Status Box as seen in Figure 7-23.
on the last dot indicating a 2.0 nm distance from
the centerline of the next course.
7) As the CDI approaches center, the aircraft turns
onto the active leg as seen in Figure 7-22.
Figure 7-23 Turn to Intercept V244
9) As seen in Figure 7-24, V244 is now the active flight

plan leg.
Figure 7-24 V244 Now Active Leg
Figure 7-22 Turn on to Active Leg
10) At Lamar VOR (LAA) V263 is intercepted. See Figure 11) ATC grants clearance to proceed direct to the
7-25. OPSHN intersection to begin the arrival procedure.
ATC advises to expect an altitude of 10,000 feet at
OPSHN.
b) Turn the large FMS Knob to select OPSHN in the
flight plan list.
c) Press the Direct-to ( ) Key. The Direct-to
Window is now displayed as shown in Figure
7-26.
Figure 7-25 HYS to LAA Leg Active
Figure 7-26 Direct To OPSHN
d) Turn the large FMS Knob to place the cursor in f) Press the ENT Key. The cursor is now displayed in
the VNV altitude field as shown in Figure 7-27. the VNV offset field as shown in Figure 7-28.
Figure 7-27 Enter VNV Altitude Figure 7-28 Enter VNV Offset Distance
e) An altitude of 10,000 feet is entered as requested g) Enter the offset, or distance from the waypoint
by ATC. at which to reach the selected altitude. In this
case, three miles prior to OPSHN is entered. In
other words, the G1000 gives vertical guidance
so the aircraft arrives at an altitude of 10,000
feet three miles prior to OPSHN.
h) Press the ENT Key twice to activate the direct- 12) The aircraft is proceeding to OPSHN. The expected
to. Note, in Figure 7-29, the magenta arrow approach is the RNAV LPV approach to runway 35R,
indicating the direct-to OPSHN after the offset so it is selected.
waypoint for OPSHN. The preceding offset a) Press the PROC Key to display the Procedures
waypoint indicates the offset distance and Window.
altitude that were previously entered. The
remaining waypoints in the loaded arrival b) ‘SELECT APPROACH’ should be highlighted as
procedure have no database specified altitudes, shown in Figure 7-30.
therefore, dashes are displayed. Keep the CDI
centered and maintain a track along the magenta
line to OPSHN.
Note the Direct-to waypoint is within the loaded
arrival procedure, therefore, phase of flight
scaling for the CDI changes to Terminal Mode
and is annunciated by displaying ‘TERM’ on the
HSI.
Figure 7-30 Procedures Window
Figure 7-29 Direct-to Active
c) Press the ENT Key. A list of available approaches e) Press the ENT Key. A list of available transitions
for the destination airport is displayed as in Figure for the selected approach is displayed as in Figure
7-31. 7-32.
Figure 7-31 List of Available Approaches Figure 7-32 List of Available Transitions
d) Turn either FMS Knob to select the LPV approach f) Turn either FMS Knob to select the desired
for 35R as shown in Figure 7-31. transition. In this case, the Initial Approach Fix
(IAF) at HABUK is used.
g) Press the ENT Key.
h) Barometric Minimums i) With ‘LOAD?’ highlighted, again press the ENT

To set ‘MINIMUMS’, turn the small FMS Knob Key. The selected approach is added to the flight
to select ‘BARO’, and press the ENT Key. Turn plan as seen in Figure 7-34.
the small FMS Knob to select the altitude, and
press the ENT Key.
Or:
To skip setting minimums, press the ENT Key.
Figure 7-34 Loaded Approach
13) Note the altitude constraints associated with each

of the approach waypoints as seen in Figure 7-35.
These altitudes are loaded from the database and
are displayed as light blue text, indicating these
values are “designated” for use in computing
Figure 7-33 Barometric Minimums Set vertical deviation guidance.
To no longer use the displayed altitude for
calculating vertical deviation guidance, perform
the following:
b) Turn the small FMS Knob to highlight the desired
altitude.
c) Press the CLR Key.
d) Press the FMS Knob to deactivate the cursor.
After making the altitude “non-designated”, it is
displayed as white text.
Altitude constraint values associated with the Final b) At this point, the descent vertical speed can be
Approach Fix (FAF) and waypoints beyond the FAF selected, or the FPA can be selected. Turn the
cannot be designated for vertical guidance. These large FMS Knob to select the desired selection
altitude values are always displayed as white text, field, then turn the small FMS Knob to enter the
as in Figure 7-35. Vertical guidance from the FAF desired value.
and on to the Missed Approach Point (MAP) is given
using the SBAS GPS altitude source, therefore, the Note the information now displayed in the
displayed altitude values are for reference only. ‘CURRENT VNV PROFILE’ box. Also, note the
offset waypoint (orange box) and gray circle are
now displayed on the map. The gray circle marks
the Top of Descent (TOD). In this example, vertical
guidance is provided at the TOD that results in a
-3.0 degree FPA descent to an altitude of 10,000
feet upon reaching the offset waypoint.
Figure 7-35 Vertical Guidance is Active to the FAF
14) As the aircraft approaches OPSHN, it may be

desirable to adjust the speed, or steepness of the
upcoming descent. The default Flight Path Angle Figure 7-36 Adjusting the Descent
(FPA) is -3.0 degrees and a required vertical speed is
computed to maintain the -3.0 FPA. To change the c) Press the ENT Key.
vertical flight path, perform the following steps.
a) Press the VNV PROF Softkey to place the cursor
in the target vertical speed field (VS TGT) as
15) As seen in Figure 7-37, the aircraft is approaching

TOD. Note the target vertical speed required to
reach the selected altitude. The Vertical Deviation
Indicator (VDI) and the Required Vertical Speed
Indicator (RVSI) are now displayed on the PFD as
shown in Figure 7-38. When the aircraft is within
one minute of the TOD, it is annunciated as shown
in Figure 7-38, and an aural alert ‘Vertical track’
will be heard.
Figure 7-38 VDI & RVSI Upon Reaching Top of Descent (TOD)
16) Upon reaching TOD, a descent vertical speed is

established by placing the VSI pointer in line with
the RVSI as shown in Figure 7-39.
Figure 7-37 Approaching Top of Descent (TOD)
Keep Vertical
Deviation
Indicator Align Actual
Centered Vertical Speed
with Required
Vertical Speed
Figure 7-39 VDI & RVSI Showing Correctly Established Descent
17) When the aircraft is one minute from the bottom 18) The aircraft is approaching OPSHN. The upcoming
of descent (BOD) it is annunciated as shown in turn and next heading are annunciated at the top
Figure 7-40. Upon reaching the offset waypoint left of the PFD as seen in Figure 7-41. Initiate the
for OPSHN, the aircraft is at 10,000 feet. 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 7-40 Approaching Bottom of Descent (BOD) at OPSHN

Offset Waypoint
Figure 7-41 Turn to intercept OPSHN to FSHER Leg
19) After passing OPSHN, the next leg of the arrival

turns magenta as shown in Figure 7-42. The
magenta arrow in the flight plan list now indicates
the OPSHN to FSHER leg of the arrival procedure is
now active.
Figure 7-42 Tracking the OPSHN to FSHER Leg
20) The flight continues through the arrival procedure

to PYNON (see Figure 7-43). 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.
Figure 7-43 Approaching PYNON
21) Upon passing PYNON the approach procedure 22) The IAF is the next waypoint. At the TOD, establish
automatically becomes active. The approach may a descent vertical speed as previously discussed in
be activated at any point to proceed directly to the Step 16. The aircraft altitude is 9,000 feet upon
IAF. In this example, the aircraft has progressed reaching HABUK.
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 7-44).
Figure 7-44 Approach is Now Active

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 7-45.
c) Press the ENT Key to activate the approach.
Figure 7-46 Descending Turn to the Initial Approach Fix (IAF)
Figure 7-45 Manually Activate Approach

23) After crossing FALUR the next waypoint is the The descent continues through the FAF (CEGIX)
FAF. The flight phase changes to LPV on the HSI using the Glidepath Indicator, as one would use
indicating the current phase of flight is in Approach a glideslope indicator, to obtain an altitude “AT”
Mode and the approach type is LPV. CDI scaling 7,800 feet at the FAF. Note the altitude restriction
changes accordingly and is used much like a localizer lines over and under (At) the altitude in the ‘ALT’
when flying an ILS approach. The RVSI is no longer field in Figure 7-44.
displayed and the VDI changes to the Glidepath 24) After crossing CEGIX, the aircraft continues following
Indicator (as shown in Figure 7-47) when the final the glidepath to maintain the descent to “AT or
approach course becomes active. ABOVE” 6,370 feet at the Missed Approach Point
(MAP) (RW35R) as seen in Figure 7-48.
Figure 7-47 Descending to the FAF Figure 7-48 Descending to the Missed Approach Point
In this missed approach procedure, the altitude A direct-to is initiated to MOGAL, which is the
immediately following the MAP (in this case Missed Approach Hold Point (MAHP) as seen in
‘6368ft’) is not part of the published procedure. It Figure 7-49. The aircraft is climbing to 10,000
is simply a Course to Altitude (CA) leg which guides feet. The CDI flight phase now changes from LPV
the aircraft along the runway centerline until the to MAPR as seen on the HSI.
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 crossing 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.
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.
Figure 7-49 Missed Approach Active
26) The aircraft continues climbing to “AT or ABOVE” 27) The aircraft maintains 10,000 feet while following
10,000 feet at MOGAL. A holding pattern is the magenta line through the hold as in Figure
established at the MAHP (MOGAL) as shown in 7-51.
Figure 7-50.
Figure 7-51 Hold Established

Figure 7-50 Establishing the Holding Pattern
7.4 AIRPORT INFORMATION Access Runway Information

1) With the Airport Information Page displayed, press
the FMS Knob to activate the cursor.
2) Turn the large FMS Knob to place the cursor on the
‘RUNWAYS’ identifier field.
3) Turn the small FMS Knob in the direction of the
green arrow to display the next runway for the
selected airport. Continue turning the small FMS
Knob to select the desired runway.
4) To remove the flashing cursor, press the FMS
Knob.
Access Frequency Information

1) With the Airport Information Page displayed, press
Figure 7-52 Airport Information Page the FMS Knob to activate the cursor.
2) Turn the large FMS Knob to move the cursor to the
Select the Airport Information Page Frequencies box.
1) Turn the large FMS Knob to select the ‘WPT’ page 3) Turn either FMS Knob to scroll through the list,
group. placing the cursor on the desired frequency. If a
listed frequency has sector or altitude restrictions,
2) Turn the small FMS Knob to select the AIRPORT the frequency is preceded by an info (‘i’) designation.
INFORMATION Page. Initially, information for the Press the ENT Key to view the information. The
airport closest to the aircraft’s present position is following may be displayed with the frequency:
displayed.
3) If necessary, press the INFO softkey until INFO-1 • ‘TX’ – transmit only
is displayed. • ‘RX’ – receive only
• ‘PT’ – part time frequency
4) Press the ENT Key to place the selected frequency
in the standby field of the COM or NAV box.
5) To remove the cursor, press the FMS Knob.
Display AOPA Airport Directory Information Select an Airport from the Active Flight Plan
With the Airport Information Page displayed, press 1) With the Airport Information Page displayed, press
the INFO softkey until INFO-2 is displayed. The the FMS Knob to activate the cursor.
Airport Directory Page is now displayed. 2) Turn the small FMS Knob to the left to display a list
of flight plan airports as shown in Figure 7-54.
Figure 7-54 Flight Plan Airport List

airport.
Select a Nearest Airport
Figure 7-53 AOPA Airport Directory Information 1) With the Airport Information Page displayed, press
2) Turn the small FMS Knob to the left. Initially, a
Select an Airport from the Database
flight plan airport list is displayed as in Figure 7-54.
1) With the Airport Information Page displayed, press The list is populated only when navigating a flight
the FMS Knob to activate the cursor. plan.
2) Enter the desired airport identifier.
Figure 7-55 Nearest Airport List

airport.
Select a Recently Entered Airport Identifier 7.5 INTERSECTION INFORMATION

1) With the Airport Information Page displayed, press Select the Intersection Information Page
1) Turn the large FMS Knob to select the ‘WPT’ page
2) Turn the small FMS Knob to the left. Initially, a flight group.
plan waypoint list is displayed as in Figure 7-54.
The list is populated only when navigating a flight 2) Turn the small FMS Knob to select INTERSECTION
plan. INFORMATION.
‘RECENT’ airports as shown in Figure 7-56.
Figure 7-56 Recently Entered Airports List

airport.
Select an Airport by Facility Name or City Figure 7-57 Intersection Information Page
Location
1) With the Airport Information Page displayed, press Access Information on an Intersection
the FMS Knob to activate the cursor. 1) With the Intersection Information Page displayed,
2) Turn the large FMS Knob to the right to select the press the FMS Knob to activate the cursor.
facility name or location (city) field. 2) Enter an intersection identifier and press the ENT
3) Enter the desired facility name or city. Key.
5) Press the ENT Key. If there are duplicate names 3) Press the FMS Knob to remove the flashing
in the database, a list is displayed from which to cursor.
choose the desired location.
6) To remove the flashing cursor, press the FMS
Knob.
7.6 NDB INFORMATION 7.7 VOR INFORMATION
Figure 7-58 NDB Information Page Figure 7-59 VOR Information Page
Select the NDB Information Page Select the VOR Information Page
1) Turn the large FMS Knob to select the ‘WPT’ page 1) Turn the large FMS Knob to select the ‘WPT’ page
group. group.
2) Turn the small FMS Knob to select NDB 2) Turn the small FMS Knob to select VOR
INFORMATION. INFORMATION.
Access Information on a VOR
View Information on a Specific NDB
1) With the VOR Information Page displayed, press
1) With the NDB Information Page displayed, press
2) Turn the large FMS Knob to highlight the desired
selection field (identifier, name or closest city).
selection field (identifier, name or closest city).
3) Enter an identifier, name or city and press the ENT
3) Enter an identifier, name or city and press the ENT
Key.
Key.
4) The ‘FREQUENCY’ field is now highlighted. If
4) Press the FMS Knob to remove the flashing
desired, press the ENT Key to place the frequency
cursor.
in the NAV receiver standby field.
cursor.
7.8 USER WAYPOINT INFORMATION Access Information on a Specific Airport

PAGE 1) With the Nearest Airports Page displayed, press the
See the Flight Planning section for a discussion on APT Softkey to place the cursor in the ‘NEAREST
creating and modifying user defined waypoints. AIRPORTS’ field. The first airport in the nearest
airports list is highlighted.
7.9 NEAREST AIRPORTS 2) Turn either FMS Knob to highlight the desired
airport.
cursor.
Access Runway Information for the Selected
Airport
1) With the Nearest Airports Page displayed, press the
RNWY Softkey to place the cursor in the ‘RUNWAYS’
field.
2) Turn the small FMS Knob to select the desired
runway.
cursor.
Quickly Tune the COM Transceiver to a
Figure 7-60 Nearest Airports Page Nearby Airport Frequency
Nearest Airport Information on the MFD 1) With the Nearest Airports Page displayed, press
the FREQ Softkey to place the cursor in the
Select the Nearest Airports Page ‘FREQUENCIES’ field.
1) Turn the large FMS Knob to select the ‘NRST’ page 2) Turn either FMS Knob to select the desired
group. frequency.
2) Turn the small FMS Knob to select NEAREST 3) Press the ENT Key. The selected frequency is placed
AIRPORTS. in the COM standby frequency field.
Initially, the closest airport to the aircraft’s present 4) Press the Frequency Transfer Key to place the
position is displayed. frequency in the active field.
cursor.
Nearest Airports Information on the PFD 7.10 NEAREST INTERSECTIONS

Bearing TO Distance
Airport Symbol
Identifier
Runway Length
Primary COM Frequency
Figure 7-61 Nearest Airports Window

Press the NRST Softkey to display the PFD Nearest Air-
ports Window.
View Information on a Specific Airport in the
List
Figure 7-62 Nearest Intersections Page
1) With the Nearest Airports Window displayed, turn
either FMS Knob to place the cursor on the desired Select the Nearest Intersections Page
airport identifier.
1) Turn the large FMS Knob to select the ‘NRST’ page
2) Press the ENT Key to display airport information. group.
3) Press the ENT Key again (cursor is on ‘BACK’) to 2) Turn the small FMS Knob to select NEAREST
return to the list. INTERSECTIONS.
Load an Airport COM Frequency into the View Information on the Nearest Intersection
Active COM
1) With the Nearest Intersections Page displayed, press
1) With the Nearest Airports Window displayed, turn the FMS Knob to activate the cursor.
either FMS Knob to place the cursor on the desired
2) Turn either FMS Knob to select the desired
airport frequency shown in the window.
intersection.
2) Press the ENT Key and the selected frequency is
placed in the COM standby frequency field.
cursor.
3) Press the Frequency Transfer Key to make the
frequency the active frequency.
7.11 NEAREST NDB 7.12 NEAREST VOR
Figure 7-63 Nearest NDB Page Figure 7-64 Nearest VOR Page
Select the Nearest VOR Page

Select the Nearest NDB Page
group.
group.
2) Turn the small FMS Knob to select NEAREST VOR.
2) Turn the small FMS Knob to select NEAREST NDB.
View Information on the Nearest VOR
Access Information on a Specific NDB
1) With the Nearest VOR Page displayed, press the
1) With the Nearest NDB Page displayed, press the
VOR Softkey to place the cursor in the ‘NEAREST
FMS Knob to activate the cursor.
VOR’ box.
2) Turn either FMS Knob to select the desired NDB.
2) Turn either FMS Knob to select a VOR.
The remaining information on the Nearest NDB
Page pertains to the selected NDB. 3) Press the FMS Knob to remove the flashing
cursor.
cursor. Select and Load a VOR Frequency
1) With the Nearest VOR Page displayed, press the
FREQ Softkey to highlight the VOR frequency in the
‘FREQUENCY’ field.
2) Press the ENT Key. The selected VOR frequency is Waypoint Page pertains to the selected Nearest
placed in the NAV standby frequency field. User Waypoint.
3) Press the FMS Knob to remove the flashing 3) Press the FMS Knob to remove the flashing
cursor. cursor.
7.13 NEAREST USER WAYPOINT 7.14 NEAREST FREQUENCIES
Figure 7-65 Nearest User Waypoints Page Figure 7-66 Nearest Frequencies Page
Select the Nearest User Waypoint Page Select the Nearest Frequencies Page
1) Turn the large FMS Knob to select the ‘NRST’ page 1) Turn the large FMS Knob to select the ‘NRST’ page
group. group.
2) Turn the small FMS Knob to select NEAREST USER 2) Turn the small FMS Knob to select NEAREST
WAYPOINT. FREQUENCIES.
Select a Nearest User Waypoint Select and Load the Nearest ARTCC, FSS, or
Weather Frequency
1) With the Nearest User Waypoint Page displayed,
press the FMS Knob to activate the cursor. If 1) With the Nearest Frequencies Page displayed, press
any previously entered User Waypoints are within the ARTCC, FSS, or WX Softkey to place the cursor
200 nm, they are displayed with the closest listed in the appropriate field.
first. 2) Turn the FMS Knobs to select the desired facility or
2) Turn either FMS Knob to select the desired waypoint. frequency.
The remaining information on the Nearest User
3) Press the ENT Key to load the frequency into the • If the aircraft is within two nautical miles of an
COM frequency standby field. airspace and the current course will not take the
4) Press the FMS Knob to remove the flashing aircraft inside, ‘Within 2 nm’ is displayed.
cursor. • If the aircraft has entered an airspace, ‘Inside’ is
displayed.
7.15 NEAREST AIRSPACES
View Additional Details for a Listed Airspace
1) With the Nearest Airspace Page displayed, press
2) Turn the large FMS Knob to scroll through the list,
highlighting the desired airspace.
3) Press the ALERTS Softkey to place the cursor in the
‘AIRSPACE ALERTS’ field.
airspace.
cursor.
View and Quickly Load the Frequency for a
Controlling Agency
Figure 7-67 Nearest Airspaces Page
1) With the Nearest Airspace Page displayed, press the
Select the Nearest Airspaces Page FREQ Softkey to place the cursor in ‘FREQUENCIES’
field.
group.
frequency.
2) Turn the small FMS Knob to select NEAREST
3) Press the ENT Key to load the frequency into the
AIRSPACES.
COM frequency standby field.
Airspace Alerts Box 4) Press the FMS Knob to remove the flashing
• If the projected course takes the aircraft inside an cursor.
airspace within the next ten minutes, ‘Ahead’ is
displayed.
• If the aircraft is within two nautical miles of an
airspace and the current course takes the aircraft
inside, ‘Ahead < 2 nm’ is displayed.
Blank Page
SECTION 8 – FLIGHT PLANNING
SECTION 8: FLIGHT PLANNING (deleted automatically when the system is turned

off). If the waypoint is to remain in the system,
The following discussions pertain to the Multi Function proceed to step 7.
Display, unless otherwise indicated. a) Turn the large FMS Knob one click to the left
to highlight ‘TEMPORARY’.
8.1 USER DEFINED WAYPOINTS b) Press the ENT Key to place a check-mark in
the box. Turn the large FMS Knob to place the
cursor back in the ‘WAYPOINT TYPE’ field.
5) With the cursor in the ‘WAYPOINT TYPE’ field, turn
the small FMS Knob to display a list of waypoint
types.
6) Turn the small FMS Knob to select LAT/LON
(latitude and longitude).
Create a User Waypoint Defined by Radials
from Other Waypoints
1) With the User Defined Waypoint Page displayed,
press the NEW Softkey. A waypoint is created at
the current aircraft position.
Figure 8-1 User WPT Information Page
2) Enter the desired waypoint name.
Select the User WPT Information Page 3) Press the ENT Key.
1) Turn the large FMS Knob to select the ‘WPT’ page 4) The cursor is now in the ‘WAYPOINT TYPE’ field.
group. If desired, the waypoint can be made temporary
2) Turn the small FMS Knob to select USER DEFINED (deleted automatically when the system is turned
WAYPOINTS. off). If the waypoint is to remain in the system,
proceed to step 7.
Create a User Waypoint Defined by Latitude & a) Turn the large FMS Knob one click to the left
Longitude to highlight ‘TEMPORARY’.
1) With the User Defined Waypoint Page displayed, b) Press the ENT Key to place a check-mark in
press the NEW Softkey. A waypoint is created at the box. Turn the large FMS Knob to place the
the current aircraft position. cursor back in the ‘WAYPOINT TYPE’ field.
2) Enter the desired waypoint name. 5) With the cursor in the ‘WAYPOINT TYPE’ field, turn
3) Press the ENT Key. the small FMS Knob to display a list of waypoint
types.
4) The cursor is now in the ‘WAYPOINT TYPE’ field.
If desired, the waypoint can be made temporary
6) Turn the small FMS Knob to select RAD/RAD (radial/ c) Turn the large FMS Knob to select the desired
radial). waypoint.
7) Press the ENT Key. d) Press the ENT Key.
8) The cursor moves to the ‘REFERENCE WAYPOINTS’ 9) Press the ENT Key. The cursor is displayed in the
field. With the first waypoint name highlighted, use ‘RAD’ (radial) field. Enter the desired radial from
the FMS Knobs to enter the desired waypoint name. the reference waypoint.
Waypoints may also be selected as follows: 10) Press the ENT Key.
a) When a flight plan is active, turning the small 11) Repeat step 10 to enter the next waypoint name.
FMS Knob to the left will display a list of the
flight plan waypoints. 12) Press the ENT Key. The cursor is displayed in the
‘RAD’ (radial) field for the second waypoint. Enter
b) Turn the large FMS Knob to select the desired the desired radial from the reference waypoint.
waypoint.
c) Press the ENT Key.
Or: cursor.
a) Turn the small FMS Knob to the left. Initially, a
flight plan waypoint list is displayed. Create a User Waypoint Defined by a Radial &
Distance from Another Waypoint
b) Turn the small FMS Knob to the right to dis-
play the ‘NRST’ airports to the aircraft’s current 1) With the User Defined Waypoint Page displayed,
position. press the NEW Softkey. A waypoint is created at
c) Turn the large FMS Knob to select the desired the current aircraft position.
waypoint. 2) Enter the desired waypoint name.
d) Press the ENT Key. 3) Press the ENT Key.
Or: 4) The cursor is now in the ‘WAYPOINT TYPE’ field.
a) Turn the small FMS Knob to the left. Initially, a If desired, the waypoint can be made temporary
flight plan waypoint list is displayed. (deleted automatically when the system is turned
b) Turn the small FMS Knob to the right to dis- off). If the waypoint is to remain in the system,
play the ‘RECENT’ waypoints. proceed to step 7.
c) Turn the large FMS Knob to select the desired a) Turn the large FMS Knob one click to the left
waypoint. to highlight ‘TEMPORARY’.
d) Press the ENT Key. b) Press the ENT Key to place a check-mark in
the box. Turn the large FMS Knob to place the
Or: cursor back in the ‘WAYPOINT TYPE’ field.
a) Turn the small FMS Knob to the left. Initially, a 5) With the cursor in the ‘WAYPOINT TYPE’ field, turn
flight plan waypoint list is displayed. the small FMS Knob to display a list of waypoint
b) Turn the small FMS Knob to the right to dis- types.
play the ‘USER’ waypoints.
6) Turn the small FMS Knob to select RAD/DIS (radial/ c) Turn the large FMS Knob to select the desired
distance). waypoint.
7) Press the ENT Key. d) Press the ENT Key.
8) The cursor moves to the ‘REFERENCE WAYPOINTS’ 9) Press the ENT Key. The cursor is displayed in the
field. With the first waypoint name highlighted, use ‘RAD’ (radial) field. Enter the desired radial from
the FMS Knobs to enter the desired waypoint name. the reference waypoint.
Waypoints may also be selected as follows: 10) Press the ENT Key.
a) When a flight plan is active, turning the small 11) The cursor is now displayed in the ‘DIS’ (distance)
FMS Knob to the left will display a list of the field. Enter the desired distance from the reference
flight plan waypoints. waypoint.
b) Turn the large FMS Knob to select the desired 12) Press the ENT Key.
waypoint.
c) Press the ENT Key. cursor.
Or:
Create a User Waypoint using the Map
a) Turn the small FMS Knob to the left. Initially, a
Pointer
flight plan waypoint list is displayed.
b) Turn the small FMS Knob to the right to dis- 1) Press the Joystick to activate the panning function
play the ‘NRST’ airports to the aircraft’s current and pan to the map location of the desired user
position. waypoint.
c) Turn the large FMS Knob to select the desired 2) Press the ENT Key. The User Waypoint Information
waypoint. Page is displayed with the captured position.
d) Press the ENT Key.
NOTE: If the pointer has highlighted a map data-
Or: base feature, one of three things happens upon
a) Turn the small FMS Knob to the left. Initially, a pressing the ENT Key: 1) information about the
flight plan waypoint list is displayed. selected feature is displayed instead of initiating
a new waypoint, 2) a menu pops up allowing a
b) Turn the small FMS Knob to the right to dis- choice between ‘Review Airspaces’ or ‘Create
play the ‘RECENT’ waypoints. User Waypoint’, or 3) a new waypoint is initiated
c) Turn the large FMS Knob to select the desired with the default name being the selected map
waypoint. item.
d) Press the ENT Key. 3) Enter a user waypoint name (up to six characters).
Or: 4) Press the ENT Key to accept the selected name.
a) Turn the small FMS Knob to the left. Initially, a 5) If desired, define the type and location (i.e., LAT/
flight plan waypoint list is displayed. LON, RAD/RAD or RAD/DIS) of the waypoint.
b) Turn the small FMS Knob to the right to dis- 6) Press the ENT Key to accept the new waypoint.
play the ‘USER’ waypoints.
7) If desired, change the storage method of the

waypoint to “TEMPORARY” or “NORMAL” by
moving the cursor to “TEMPORARY” and selecting
the ENT Key to check or uncheck the box.
8) Press the FMS Knob to remove the flashing cursor.
9) Press the GO BACK Softkey to return to the map
page.
Delete a User Waypoint

Figure 8-3 Active Flight Plan Page on the MFD
1) With the User Defined Waypoint Page displayed ,
press the FMS Knob to activate the cursor. 8.3 ACTIVATE A STORED FLIGHT PLAN
2) Turn the large FMS Knob to the place the cursor
1) Press the FPL Key and turn the small FMS Knob to
in the ‘USER WAYPOINT LIST’ field.
display the Flight Plan Catalog Page.
3) Turn the small FMS Knob to highlight the desired
waypoint.
4) Press the DELETE Softkey.
5) The message ‘Would you like to delete the user
waypoint?’ is displayed. With ‘YES’ highlighted,
press the ENT Key.
NOTE: The option to ‘Delete All User Waypoints’

is not available while the aircraft is in flight.
8.2 VIEWING THE ACTIVE FLIGHT PLAN

Press the FPL Key.
Figure 8-4 Flight Plan Catalog Page
2) Press the FMS Knob to activate the cursor.

flight plan and press the ACTIVE Softkey.
4) With ‘OK’ highlighted, press the ENT Key to activate
Figure 8-2 Active Flight Plan Window on the PFD
the flight plan. To cancel the flight plan activation,
turn the large FMS Knob to highlight ‘CANCEL’ and
press the ENT Key.
8.4 ACTIVATE A FLIGHT PLAN LEG

1) From the Active Flight Plan Page, press the FMS
Knob to activate the cursor and turn the large Figure 8-7 Delete Flight Plan Confirmation
FMS Knob to highlight the desired destination
waypoint. 8.6 INVERT ACTIVE FLIGHT PLAN
2) Press the ACT LEG Softkey (using MFD only).
1) From the Active Flight Plan Page, press the MENU
Or:
Key to display the Page Menu.
Press the MENU Key, select the ‘Activate Leg’ option
2) Turn the large FMS Knob to highlight ‘Invert Flight
from the page menu and press the ENT Key. This step
Plan’ and press the ENT Key. The original flight
must be used when activating a leg from the PFD.
plan remains intact in its flight plan catalog storage
3) With ‘Activate’ highlighted, press the ENT Key. location.
3) With ‘OK’ highlighted, press the ENT Key to invert
the flight plan.
Figure 8-5 Activate Flight Plan Leg Confirmation
8.5 STOP NAVIGATING A FLIGHT PLAN

1) Press the FPL Key to display the Active Flight Plan
Page.
2) Press the MENU Key to display the Page Menu
window. Figure 8-8 Invert Flight Plan
Figure 8-9 Invert Flight Plan Confirmation
Figure 8-6 Delete Flight Plan 8.7 CREATE A FLIGHT PLAN

3) Turn the large FMS Knob to highlight ‘Delete Flight
Plan’ and press the ENT Key. With ‘OK’ highlighted, Create a Flight Plan Using the MFD
press the ENT Key to deactivate the flight plan. This 1) Press the FPL Key and turn the small FMS Knob to
will not delete the stored flight plan, only the active display the Flight Plan Catalog Page.
flight plan.
2) Press the NEW Softkey to display a blank flight plan

page for the first empty storage location. NOTE: After the first leg is entered (using the
PFD only), it is immediately activated.
1) Press the FPL Key, then press the FMS Knob to

activate the cursor.
2) Turn the small FMS Knob to enter the first letter of
Figure 8-10 Create FPL on MFD
the destination waypoint identifier. Turn the large
3) Turn the small FMS Knob to display the Waypoint FMS Knob to the right to move the cursor to the
Information Window. next character position.
4) Turn the small FMS Knob to the right enter the 3) Repeat step 2 to spell out the rest of the waypoint
first character of the identifier of the departure identifier.
waypoint. Turning the knob to the left accesses 4) Press the ENT Key and the cursor is now ready for
the FPL, NRST, and RECENT waypoint list. entering of the next flight plan waypoint.
5) Turn the large FMS Knob to move the cursor to the 5) Repeat steps 2 through 4 to enter the identifier for
next character field. Repeat steps 4 and 5 until the each additional flight plan waypoint.
desired identifier has been entered.
6) Once all waypoints have been entered, press the
FMS Knob remove the cursor. The new flight plan
is now active.
Figure 8-11 Waypoint Info Window

Figure 8-12 Creating Flight Plan on the PFD
7) Repeat step number 3, 4, and 5 to enter the
identifier for each additional flight plan waypoint.
8.8 IMPORT A FLIGHT PLAN FROM AN
SD CARD
8) When all waypoints have been entered, press the
FMS Knob to return to the Flight Plan Catalog Page. 1) Insert the SD card containing the flight plan in the
The new flight plan is now in the list. top card slot on the MFD.
Create a Flight Plan Using the PFD 2) Press the FPL Key on the Control Unit to display
the Active Flight Plan Page on the MFD.
NOTE: A flight plan cannot be entered using the 3) Turn the small FMS Knob to select the Flight Plan
PFD if another flight plan is active.
Catalog Page.
5) Turn either FMS Knob to highlight an empty or

existing flight plan.
6) Press the IMPORT Softkey; or press the MENU
Key, select “Import Flight Plan”, and press the ENT
Key.
If an empty slot is selected, a list of the
available flight plans on the SD card will be
displayed.
Or:
If an existing flight plan is selected, an “Over-
write existing flight plan? OK or CANCEL”
prompt is displayed. Press the ENT Key to
choose to overwrite the selected flight plan
Figure 8-14 Import Successful
and see the list of available flight plans on
the SD card. If overwriting the existing flight 9) Press the ENT Key again to confirm the import.
plan is not desired, select “CANCEL” using the
FMS Knob, press the ENT Key, select another 8.9 ENTER AN AIRWAY IN A FLIGHT
flight plan slot, and press the IMPORT Softkey
again.
PLAN
1) Press the FPL Key to display the active flight plan
or display a stored flight plan.
3) Turn the large FMS Knob to highlight the waypoint
before which the airway is to be entered.
Figure 8-13 List of Flight Plans to Import

Figure 8-15 Airway Insertion Point
7) Turn the small FMS Knob to highlight the desired
flight plan for importing. 4) Turn the small FMS Knob to display the Waypoint
Information Window and begin entering the desired
8) Press the ENT Key to initiate the import. airways entry point.
Figure 8-16 Load Airway Entry Point Figure 8-18 Enter Airway Identifier
5) When the desired entry point is entered, press the 7) When the desired airway is entered, press the LD
ENT Key. AIRWY Softkey.
8) Turn either FMS Knob to scroll through the list of
available exit points.
Figure 8-17 Airway Entry Point Loaded
6) Turn the small FMS Knob to display the Waypoint

Information Window and begin entering the desired
airway identifier.
Figure 8-19 Select Desired Exit Point
9) With the desired exit point highlighted, press the

ENT Key.
10) With ‘LOAD?’ highlighted, press the ENT Key.
8.14 STORE A FLIGHT PLAN

1) After creating a flight plan on either the PFD or
MFD, it may be saved by pressing the MENU Key.
2) Turn the large FMS Knob to highlight ‘Store Flight
Plan’ and press the ENT Key.
3) With ‘OK’ highlighted, press the ENT Key to store
the flight plan.
Figure 8-20 Airway Added to Flight Plan
8.10 LOAD A DEPARTURE

See the Procedures section for a discussion on loading Figure 8-21 Store Flight Plan Confirmation
and activating departure procedures.
8.15 EDIT A STORED FLIGHT PLAN
8.11 LOAD AN ARRIVAL
1) Press the FPL Key and turn the small FMS Knob to
See the Procedures section for a discussion on loading display the Flight Plan Catalog Page.
and activating arrival procedures.
8.12 LOAD AN APPROACH 3) Turn the large FMS Knob to highlight the desired
flight plan and press the ENT Key.
See the Procedures section for a discussion on loading
4) Turn the large FMS Knob to place the cursor in the
and activating approach procedures. desired locations for entering changes.
8.13 REMOVE A DEPARTURE, ARRIVAL, 5) Turn the FMS Knobs to make the desired changes,
APPROACH, OR AIRWAY FROM A then press the ENT Key.
FLIGHT PLAN 6) Press the FMS Knob to return to the Flight Plan
Catalog Page.
1) With the Active or Stored Flight Plan Page displayed,
press the FMS Knob to activate the cursor.
8.16 DELETE A WAYPOINT FROM THE
2) Turn the large FMS Knob to highlight the title for FLIGHT PLAN
the approach, departure, arrival, or airway to be
deleted. Titles appear in white directly above the 1) With either the Active or Stored Flight Plan
procedure’s waypoints. displayed, press the FMS Knob to activate the
3) Press the CLR Key to display a confirmation window. cursor.
With ‘OK’ highlighted, press the ENT Key to remove 2) Turn the large FMS Knob to select the waypoint to
the selected procedure or airway. be deleted.
3) Press the CLR Key to display a ‘REMOVE (Wpt 4) A ‘Copy to flight plan #?’ confirmation window is
Name)’ confirmation window. displayed. With ‘OK’ highlighted, press the ENT Key
to copy the flight plan. To cancel, turn the large
FMS Knob to highlight ‘CANCEL’ and press the ENT
Key.
Figure 8-22 Remove Waypoint Confirmation 8.19 DELETE A FLIGHT PLAN

4) With ‘OK’ highlighted, press the ENT Key to remove
the waypoint. To cancel the delete request, turn the 1) From the Flight Plan Catalog Page, press the FMS
large FMS Knob to highlight ‘CANCEL’ and press Knob to activate the cursor.
the ENT Key. 2) Turn the large FMS Knob to highlight the flight plan
to be deleted.
5) Once all changes have been made, press the FMS
Knob to remove the cursor. 3) Press the DELETE Softkey.
4) A ‘Delete flight plan #?’ confirmation window is
8.17 INVERT AND ACTIVATE A STORED displayed. With ‘OK’ highlighted, press the ENT
FLIGHT PLAN Key to delete the flight plan. To cancel, turn the
large FMS Knob to highlight ‘CANCEL’ and press
1) From the Flight Plan Catalog Page, press the FMS the ENT Key.
Knob to activate the cursor.
2) Turn the large FMS Knob to highlight the desired NOTE: The option to delete all stored flight plans
is not available while the aircraft is in flight.
flight plan.
3) Press the INVERT Softkey. ‘Invert and activate
stored flight plan?’ is displayed. 8.20 GRAPHICAL FLIGHT PLAN CREATION
4) With ‘OK’ highlighted, press the ENT Key. The 1) Press the FPL Key on the MFD to display the Active
selected flight plan is now inverted and activated. Flight Plan Page.
The original flight plan remains intact in its flight
2) Press the Joystick to activate the map pointer. Use
plan catalog storage location.
the Joystick to move the pointer to the desired
point on the map to be inserted as a waypoint in
8.18 COPY A FLIGHT PLAN
the flight plan.
1) From the Flight Plan Catalog press the FMS Knob 3) Press the LD WPT Softkey. The selected waypoint is
to activate the cursor inserted at the end of the flight plan. The default
2) Turn the large FMS Knob to highlight the flight plan user waypoint naming is USR000, USR001, USR002
to be copied. and so on.
3) Press the COPY Softkey. 4) If the selected waypoint is to be placed elsewhere in
the flight plan, press the FMS Knob to activate the
cursor. Waypoints are inserted ABOVE the cursor.
5) After placing the cursor at the desired point in the Turn the FMS Knobs to enter the identifier of the
list of waypoints, press the LD WPT Softkey. ending waypoint and press the ENT Key to accept
6) To change the user waypoint name, follow the the waypoint.
procedure for modifying a user waypoint. Or:
For point-to-point planning, turn the FMS Knobs to
8.21 TRIP PLANNING enter the identifier of the starting waypoint. Once
the waypoints identifier is entered, press the ENT
1) Turn the large FMS Knob to select the ‘AUX’ page
Key to accept the waypoint. The flashing cursor
group.
moves to the ending waypoint. Again, turn the FMS
2) Turn the small FMS Knob to select TRIP Knobs to enter the identifier of the ending waypoint
PLANNING. and press the ENT Key to accept the waypoint.
3) The current page mode is displayed at the top of the Or:
page: ‘AUTOMATIC’ or ‘MANUAL’. To change the
page mode, press the AUTO or MANUAL Softkey. For flight plan leg planning, press the FPL Softkey (at
the bottom of the display) and turn the small FMS
Starting WPT Ending WPT Knob to select the desired flight plan (already stored
in memory), by number. Turn the large FMS Knob
to highlight the ‘LEG’ field and turn the small FMS
Knob to select the desired leg of the flight plan, or
select ‘CUM’ to apply trip planning calculations to
the entire flight plan. Selecting ‘FPL 00’ displays the
active flight plan. If the active flight plan is selected,
‘REM’ is an available option to display planning
data for the remainder of the flight plan.
NOTE: The Page Mode must be set to MANUAL

to perform the following steps.
5) Turn the large FMS Knob to highlight the departure

time (DEP TIME) field.
NOTE: The departure time on the Trip Planning

Figure 8-23 Trip Planning Page
Page is used for preflight planning. Refer to the
4) For Direct-to planning, press the WPTS Softkey and Utility Page for the actual flight departure time.
verify that the starting waypoint field indicates
‘P.POS’ (present position). If necessary, press the 6) Turn the FMS Knobs to enter the departure time.
MENU Key and select ‘Set WPT to Present Position’ Press the ENT Key when finished. (Departure time
to display ‘P.POS’. Press the ENT Key and the may be entered in local or UTC time, depending
flashing cursor moves to the ending waypoint field. upon system settings).
7) Turn the FMS Knobs to enter the fuel flow. Press 5) Turn the large FMS Knob to highlight the flight
the ENT Key when finished. Note that in automatic plan to be exported.
page mode, fuel flow is provided by the system. 6) Press the EXPORT Softkey.
8) The flashing cursor moves to the fuel on board field.
Turn the FMS Knobs to modify the fuel on board.
Press the ENT Key when finished. In ‘AUTOMATIC’
mode, fuel onboard is provided by the entry made
in ‘GAL REM’ on the EIS System Page.
9) The flashing cursor moves to the calibrated airspeed
field. Turn the FMS Knobs to enter a calibrated
airspeed. Press the ENT Key when finished.
10) The flashing cursor moves to the indicated altitude
field. Turn the FMS Knobs to enter indicated
altitude. Press the ENT Key when finished.
11) The flashing cursor moves to the barometric
pressure field. Turn the FMS Knobs to enter the Figure 8-24 Stored Flight Plan to be
altimeter barometric pressure setting. Press the Exported & Exported Flight Plan Name
ENT Key when finished.
7) Press the ENT Key to confirm the export.
12) The flashing cursor moves to the total air
temperature field. Turn the FMS Knobs to enter
the total air temperature. Press the ENT Key when
finished.
8.22 EXPORT A FLIGHT PLAN TO AN SD

CARD
NOTE: See the Annunciations & Alerts section

for flight plan export message descriptions.
1) Insert the SD card into the top card slot on the

MFD.
2) Press the FPL Key to display the Active Flight Plan
Figure 8-25 Export Successful
Page on the MFD.
3) Turn the small FMS Knob to select the Flight Plan
Catalog Page.
SECTION 9 – PROCEDURES
SECTION 9: PROCEDURES
9.1 ARRIVALS AND DEPARTURES
Load and Activate a Departure Procedure
1) Press the PROC Key.
Figure 9-2 Select Departure Transition
2) Turn the large FMS Knob to highlight ‘SELECT
DEPARTURE’. 9) With ‘LOAD?’ highlighted, press the ENT Key. The
departure is active when the flight plan is active.
Load and Activate An Arrival Procedure
4) If a flight plan is active, the departure airport
is displayed as the default. A list of available NOTE: If any portion of an arrival procedure is
departures is also displayed. If no flight plan is the active leg of a flight plan, the existing arrival
active, use the FMS Knobs to enter the identifier procedure must be deleted before changing to a
of the desired airport. Press the ENT Key. different arrival procedure.
5) Turn the large FMS Knob to highlight the Departure
field. Turn the small FMS Knob to display a list of
available departures. 2) Turn the large FMS Knob to highlight ‘SELECT
ARRIVAL’.
6) Turn either FMS Knob to select the desired departure
and press the ENT Key. 3) Press the ENT Key.
4) If a flight plan is active, the destination airport is
displayed as the default. A list of available arrivals
is also displayed. If no flight plan is active, use the
FMS Knobs to enter the identifier of the desired
airport. Press the ENT Key.
5) Turn the large FMS Knob to highlight the Arrival
field. Turn the small FMS Knob to display a list of
Figure 9-1 Select Departure available arrivals.
7) A list of runways may be displayed for the departure. 6) Turn either FMS Knob to select the desired arrival
and press the ENT Key.
Turn either FMS Knob to select the desired runway
8) A list of available transitions is displayed for the
departure. Turn either FMS Knob to highlight the
desired transition waypoint and press the ENT
Key.
Figure 9-3 Select Arrival
7) A second window is displayed listing available 9.2 APPROACHES

transitions for the arrival. Turn either FMS Knob to
highlight the desired transition waypoint and press
NOTE: If certain GPS parameters (SBAS, RAIM,
the ENT Key. etc.) are not available, some published approach
procedures for the desired airport may not be
displayed in the list of available approaches.
Not all approaches in the database are approved for GPS

use. When selecting an approach, a “GPS” designation to
the right of the procedure name indicates the procedure
can be flown using the GPS receiver. Some procedures do
Figure 9-4 Select Arrival Transition
not have this designation, meaning the GPS receiver can
8) A third window is displayed listing the available be used for supplemental navigation guidance only. If the
runways. Turn either FMS Knob to select the desired GPS receiver cannot be used for primary guidance, the ap-
runway and press the ENT Key. propriate navigation receiver must be used for the selected
approach (e.g., VOR or ILS). The final course segment of
ILS approaches, for example, must be flown by tuning the
Nav receiver to the proper frequency and selecting that
Nav receiver on the CDI.
The G1000 GPS allows for flying LNAV, LNAV/VNAV
(SBAS only), and LPV (SBAS only) approaches according
to the published chart. The active approach type is
annunciated on the HSI as shown in the following table:
Figure 9-5 Select Arrival Runway
HSI DESCRIPTION
9) With ‘LOAD?’ highlighted, press the ENT Key. If a
ANNUNCIATION
flight plan is active, the selected arrival procedure is
inserted after the destination airport and becomes LNAV GPS approach using published
part of the active flight plan. If no flight plan is active LNAV minima.
when the arrival is loaded, the arrival procedure LNAV+V* GPS approach using published
becomes the active flight plan. LNAV minima. Advisory vertical
guidance is provided.
L/VNAV* GPS approach using published
LNAV/VNAV minima.
LPV* GPS approach using published
LPV minima.
* SBAS systems only
Load and/or Activate an Approach Procedure

2) Turn the large FMS Knob to highlight ‘SELECT
APPROACH’.
4) If a flight plan is active, the destination airport
is displayed as the default. A list of available
approaches is also displayed. If no flight plan is
active, use the FMS Knobs to enter the identifier of
the desired airport. Press the ENT Key.
5) Turn the large FMS Knob to highlight the Approach
field. Turn the small FMS Knob to display a list of Figure 9-7 Selecting an Approach Transition
available approaches.
8) The cursor moves to the MINIMUMS field. If
desired, the decision altitude for the selected
approach procedure may be entered and displayed
on the PFD as described in the Barometric Altitude
Minimums discussion in the Flight Instruments
section. Turn the small FMS Knob in the direction
of the green arrow to change the display from OFF
to BARO. Press the ENT Key.
Figure 9-6 Selecting an Approach Procedure
6) Turn either FMS Knob to highlight the desired

approach. Press the ENT Key.
7) The cursor moves to the TRANSITIONS field. Turn
the large FMS Knob to highlight the desired
transition waypoint and press the ENT Key. (The
“Vectors” option assumes vectors will be received
to the final course segment of the approach and Figure 9-8 Selecting Barometric Altitude
will provide navigation guidance relative to the final Minimums
approach course.)
9) The cursor moves to the altitude field. Turn the Activate A Missed Approach in the Active Flight
small FMS Knob to enter the published decision Plan
altitude for the selected approach procedure. Press
the ENT Key. 1) Press the PROC Key.
2) Turn the large FMS Knob to highlight ‘ACTIVATE
MISSED APPROACH’.
3) Press the ENT Key. A confirmation window is
displayed.
4) With ‘ACTIVATE’ highlighted, press the ENT Key.
Or:
Press the GA switch.
Figure 9-9 Entering Minimum Altitude
10) Turn the large FMS Knob to highlight ‘Activate?’

and press the ENT Key to activate the approach.
Activating the approach initiates a direct-to for
IAF and the G1000 immediately begins navigating
to the IAF. Selecting ‘Load?’ adds the procedure
to the flight plan without immediately using it for
navigation guidance.
Activate An Approach in the Active Flight Plan

1) With the Navigation Map Page displayed, press the
PROC Key.
2) Turn the large FMS Knob to highlight ‘ACTIVATE
APPROACH’.
3) Press the ENT Key. The approach procedure is now
active and a direct-to is initiated to the IAF.
SECTION 10 – HAZARD
AVOIDANCE
SECTION 10: HAZARD AVOIDANCE 10.2 STORMSCOPE® (OPTIONAL)
10.1 CUSTOMIZING THE HAZARD WARNING: The Stormscope system is not

intended to be used for hazardous thunderstorm
DISPLAYS ON THE NAVIGATION MAP penetration. Weather information on the G1000
MFD is approved for weather avoidance only.
1) With the Navigation Map Page displayed, press Refer to the WX-500 Pilot’s Guide for detailed
the MENU Key to display the Navigation Map operation.
Page Menu. The cursor flashes on the ‘Map Setup’
option. Displaying Stormscope Lightning Data on the
2) Press the ENT Key. The Map Setup Menu is Navigation Map Page
displayed. Turn the small FMS Knob to select the 1) Press the MAP Softkey.
‘Weather’ group (Figure 10-2) to customize the
2) Press the STRMSCP Softkey. Press the STRMSCP
display of weather features. Select ‘Traffic’ to
Softkey again to remove Stormscope Lightning Data
customize the display of traffic.
from the Navigation Map Page.
3) Press the small FMS Knob to return to the
Navigation Map Page.
Figure 10-1 Page Menu
Figure 10-4 In-Flight Navigation Map Page Displaying

Figure 10-2 Map Setup Menu Stormscope Lightning Data
Lightning Age Symbol
Strike is less than 6 seconds old
Strike is between 6 and 60 seconds old
Strike is between 1 and 2 minutes old
Strike is between 2 and 3 minutes old
Figure 10-3 Map Setup Group List
Table 10-1
AVOIDANCE
At a map range of less than 25 nm, Stormscope

lightning data is not displayed, but can still be present.
Select ‘cell’ or ‘strike’ as the Stormscope
lightning mode:
1) With the Weather Group selected, press the ENT
Key. The cursor flashes on ‘STRMSCP LTNG’.
2) Turn the large FMS Knob to select ‘STRMSCP
MODE’.
3) Turn the small FMS Knob to display the ‘Cell/Strike’
window.
4) Turn either FMS Knob to select ‘Cell’ or ‘Strike’.
Press the ENT Key.
5) Push the FMS Knob to return to the Navigation
Map Page. Figure 10-5 Stormscope Page
Clear Stormscope lightning data from the Change the Stormscope lightning mode
Navigation Map Page: between ‘cell’ and ‘strike’:
1) Press the MENU Key (with the Navigation Map Page 1) Select the Stormscope Page.
displayed). 2) Press the MODE Softkey. The CELL and STRIKE
2) Turn either FMS Knob to highlight the ‘Clear Softkeys are displayed. Press the CELL Softkey to
Stormscope® Lightning’ field and press the ENT display ‘CELL’ data or press the STRIKE Softkey to
Key. display ‘STRIKE’ data. ‘CELL’ or ‘STRIKE’ is displayed
in the mode box located in the upper left corner of
NOTE: If heading input is lost, strikes and/or cells the Stormscope Page.
must be cleared manually after the execution of
each turn. This is to ensure that the strike and/or NOTE: “Cell mode” uses a clustering program to
cell positions are depicted accurately in relation identify clusters of electrical activity that indicate
to the nose of the aircraft. cells.
Change the viewing mode between 360˚ and 120˚:
Stormscope Page
1) Select the Stormscope Page.
1) Turn the large FMS Knob to select the ‘MAP’ page 2) Press the VIEW Softkey. The 360 and ARC Softkeys
group. are displayed. Press the 360 Softkey to display
2) Turn the small FMS Knob to select STORMSCOPE. a 360˚ viewing area or press the ARC Softkey to
display a 120˚ viewing area.
Press the CLEAR Softkey to remove all Stormscope
lightning data from the display.
AVOIDANCE
10.3 XM WEATHER (SERVICE OPTIONAL) 2) Turn the small FMS Knob to select AIRPORT
INFORMATION.
WARNING: XM Weather is not intended to 3) Press the WX Softkey to display METAR and TAF
be used for hazardous weather penetration. text (METAR and TAF information is updated every
Weather information provided by XM Radio 12 minutes).
Service is approved only for weather avoidance,
not penetration.
1) From the Navigation Map Page, press the MAP

Softkey.
2) Press the NEXRAD or XM LTNG Softkey to display METAR
the desired weather. Press the applicable softkey Text
again to remove weather data from the Navigation
Map Page.
TAF
Text
WX
Softkey
Figure 10-7 METAR and TAF Text Displayed on the
Airport (Weather) Information Page
Raw METAR text is also accessible while panning the

map cursor over a METAR flag on any map page on which
a METAR is displayed. The METAR text is shown in a box
near the METAR flag.
Figure 10-6 Navigation Map Page Displaying NEXRAD Weather In addition, METAR flags and their associated text are
displayed on the Active Flight Plan Page on the MFD.
NOTE: Weather is not displayed on the Navigation METAR flags appears next to waypoints in the flight plan
Map Page at zoom levels less than 10 nm. with an associated METAR. A solid light blue METAR flag
indicates the METAR observations are avable for specific
Displaying METAR and TAF information on the waypoint; a hollow light blue METAR flag indicates an off-
Airport Information Page route METAR is available near the waypoint.
1) Turn the large FMS Knob to select the ‘WPT’ page

group.
AVOIDANCE
Displaying Weather on the Weather Data Link NEXRAD Limitations

Page Certain limitations exist regarding the NEXRAD radar
Select the Weather Data Link Page: displays. Some, but not all, are listed here:
1) Turn the large FMS Knob to select the ‘MAP’ page • NEXRAD base reflectivity does not provide
group. sufficient information to determine cloud layers or
2) Turn the small FMS Knob to select WEATHER DATA precipitation characteristics (hail vs. rain, etc).
LINK. • An individual NEXRAD site cannot depict high
altitude storms at close ranges, and has no
3) Press the available softkeys to select the desired
information about storms directly over the site.
XM weather product.
• The resolution of displayed NEXRAD data is 4 square
4) Press the LEGEND Softkey to view the legends for kilometers. Therefore, when zoomed in on the
the selected products. If necessary, turn either FMS display, each square block is 2 kilometers on each
Knob to scroll through the list. Press the small FMS side. The intensity level reflected by the square is
Knob or the ENT Key to return to the map. the highest level sampled within the square area.
ECHO TOP – Press the ECHO TOP Softkey to show
the location, elevation, and direction the highest
radar echo. This may not indicate the top of a
storm or clouds, only the highest radar return
echo. ECHO TOPS cannot be displayed along
with NEXRAD and CLOUD TOPS. When ECHO
TOPS is activated, NEXRAD and CLOUD TOPS are
removed. Refer to the Legend for a description of
the ECHO TOPS coding. The display is updated
every 7.5 minutes.
CLD TOP – Press the CLD TOP Softkey to show the
cloud top altitude determined from satellite imagery.
The display is updated every 15 minutes.
LTNG – Pressing the LTNG Softkey shows the location
Figure 10-8 Weather Data Link Page (XM)
of cloud-to-ground lightning strikes. The display is
NEXRAD – Press the NEXRAD Softkey to show updated every five minutes.
NEXRAD weather and radar coverage information.
Areas where radar coverage is not available are NOTE: Strikes depicted represent cloud to ground
strikes within a 2 kilometer radius of the actual
shown in grayish-purple. The display is updated
every five minutes. strike location. Therefore, the exact location of
the strike is not displayed.
AVOIDANCE
CELL MOV – Pressing the CELL MOV Softkey CYCLONE – Pressing the CYCLONE Softkey shows
shows storm cell movement by displaying an arrow the current location of cyclones (hurricanes and
pointing in the direction of predicted movement. tropical storms) and their projected track at
The display is updated every 12 minutes. various time intervals. The update rate is every
SIG/AIR – Pressing the SIG/AIR Softkey shows 12 minutes.
SIGMET and AIRMET information. The display is Map Panning Information – Weather Data Link
updated every 12 minutes.
Page
METAR – Press the METAR Softkey to graphically
display METARs. METARs are shown as colored 1) Push in the Joystick to display the panning
flags at airports providing METAR reports. The arrow.
display is updated every 12 minutes. 2) Move the Joystick to place the panning arrow on
MORE WX – Press the MORE WX Softkey to display AIRMETs, TFRs, METARs, or SIGMETs. Press the
the following group of softkeys for additional ENT Key to display pertinent information for the
weather control: selected product.
Note that pressing the ENT Key when panning over
SFC – Pressing the SFC Softkey for Surface Analysis an AIRMET or a SIGMET displays an information box
shows current or forecast conditions. Forecasts that displays the text of the report. Panning over
are available for intervals of Current, 12, 24, 36, an airport with METAR information does not display
and 48 hours. Press the softkey corresponding more information but allows the user to press the
to the desired forecast. The closest city forecast ENT Key and select that Airport’s Information Page
information is displayed in the legend. The to display the text of the report. Pressing the ENT
display is updated every 12 minutes. Key when panning over a TFR displays TFR specific
FRZ LVL – Press the FRZ LVL Softkey to display information.
contour lines for freezing levels. The display is Displaying TFR Data:
updated every 12 minutes.
WIND – Press the WIND Softkey to show wind 1) Select the Weather Data Link (XM) Page or
speed and direction at a selected altitude from Navigation Map Page.
the ground up to 42,000 feet in 3,000 foot 2) Press the RANGE Knob and pan the map pointer
increments. After pressing the WIND Softkey, over a TFR to highlight it. The system displays TFR
press the softkey corresponding to the desired summary information above the map.
winds aloft altitude. The display is updated every 3) Press the ENT Key. The system displays a pop-up
12 minutes. menu.
COUNTY – Pressing the COUNTY Softkey provides 4) If necessary, turn the FMS Knob to select ‘Review
specific public awareness and protection weather Airspaces’ and press the ENT Key. The system
warnings for Tornado, Severe Thunderstorm, displays the TFR Information window.
and Flood conditions provided by the National 5) Press the FMS Knob or the CLR Key to remove the
Weather Service (NWS). The display is updated TFR Information window.
every 5 minutes.
AVOIDANCE
Enabling/disabling winds aloft data display in Wx Product

Profile View: Description
Status Icons
1) Select the Navigation Map Page. CLOUD TOP - The age of the displayed
2) Press the MENU Key. data is shown at the right. Not displayed
3) With Map Setup highlighted, press the ENT Key when ECHO TOP is displayed.
XM LIGHTNING - The age of the displayed
4) Turn the small FMS Knob to select the Profile Group
data is shown at the right.
and press the ENT Key
CELL MOVEMENT - The age of the
5) Turn the large FMS Knob to select ‘Profile Winds’. displayed data is shown at the right.
6) Turn the small FMS Knob to select ‘On’ or ‘Off’. SIGMET & AIRMET - The age of the
7) Press the FMS Knob or CLR Key to return to the displayed data for each is shown at the
right.
Navigation Map Page with the changed settings.
METAR - Available for the US and Canada.
Weather Products & Symbols The age of the displayed data for each is
shown at the right.
Table 10-2 depicts the symbol for each weather product.
FREEZING LEVEL - The age of the
When a weather product is active, the product symbol is displayed data is shown at the right.
displayed in the lower right of the screen.
SURFACE ANALYSIS with CITY
The XM Information Page in the AUX page group displays FORECAST - The upper symbol depicts
the weather products available for the current subscription. A Surface Analysis. The lower symbol depicts
green box by the weather product means that it is available. City Forecast. The age of the displayed data
From within the AUX - XM INFORMATION Page, the pilot for each is shown at the right. The selected
may switch to the AUX - XM RADIO Page by pressing the RADIO forecast period is shown at the bottom.
Softkey. Alternatively, the pilot may switch to the AUX - XM WINDS ALOFT - Available for the US and
INFORMATION Page from the AUX - XM RADIO Page by pressing Canada. The age of the displayed data for
the INFO Softkey. each is shown at the right. The altitude
selection is shown at the bottom.
XM WX Satellite Weather Products and COUNTY WARNING - The age of the
Symbols displayed data is shown at the right.
Wx Product CYCLONE WARNING - The age of the

Description displayed data is shown at the right.
Status Icons
AIREP - The age of the displayed data is
NEXRAD - Available for the US and
shown at the right.
Canada. The age of the displayed data for
each is shown at the right. PIREP - The age of the displayed data
is shown at the right. Urgent Pireps are
ECHO TOP - The age of the displayed data
displayed in yellow.
is shown at the right. Not displayed when
CLOUD TOP is displayed. TURBULENCE - The age of the displayed
data is shown at the right. The altitude
selection is shown at the bottom.
AVOIDANCE
Wx Product Weather Product Expires After

Description
Status Icons (minutes)
ICING POTENTIAL - The age of the METARs 90
displayed data is shown at the right. The
altitude selection is shown at the bottom.
Lightning 30
NEXRAD 30
No Status Icon TFR- Depicted as an area outlined in yellow
Radar Coverage 30
Table 10-2
Cell Movement 30
NOTE: The LOCK Softkey on the AUX - XM Surface Analysis 60
INFORMATION Page is used to save the GDL 69(A) TFRs 60
activation data when the XM services are initially Winds Aloft 60
set up. It is not used during normal operation of the
GDL 69(A), but it should have no adverse effects if
TAFs 60
inadvertently selected during flight. Refer to the GDL Clouds Tops 60
69/69A XM Satellite Radio Activation Instructions Icing 90
(190-00355-04, Rev E or later) for further information.
PIREPs 90
AIREPs 90
Weather Product Age Turbulence 180
The age for each of the enabled products is displayed Table 10-3
on the right side of the display. Times are based on GMT
time when the data was assembled on the ground, not the
time the data was received by the XM receiver. When the 10.4 FIS-B WEATHER (OPTIONAL)
age of a weather product has exceeded half of the expiration
time, the product time changes from light blue to amber in NOTE: FIS-B Weather provides information for
color. avoiding hazardous weather. Do not utilize FIS-B
Weather Product Expires After Weather information to penetrate hazardous
(minutes) weather.
SIGMETs/AIRMETs 60
Accessing FIS-B Weather Products
City Forecasts 90
County Warnings 60 1) Turn the large FMS Knob to select the Map Page
Group.
Cyclone Warnings 60
2) Turn the small FMS Knob to select the FIS-B Weather
Echo Tops 30
Data Link Page.
Freezing Levels 60
When a weather product is selected for display on the
AVOIDANCE
FIS-B Weather Data Link Page, a box containing a symbol Setting Up and Customizing the FIS-B Weather
for the product and its age (in minutes) is shown in the Data Link Page
upper right. If weather data has not been received yet, ‘N/A’ 1) Select the FIS-B Weather Data Link Page.
is shown next to the product symbol instead of age. The 2) Press the MENU Key.
age of the weather product is based on the time difference 3) With ‘Weather Setup’ highlighted, press the ENT
between when the data was assembled on the ground and Key.
the current GPS time. Weather products are updated 4) Turn the small FMS Knob to select ‘Product Group
continuously or refreshed at specific intervals (defined in 1’ and press the ENT Key.
the Refresh Rate column in the following table). 5) Turn the large FMS Knob or press the ENT Key to
If for any reason, a weather product is not refreshed scroll through product selections.
within the defined Expiration Time intervals, the data is 6) Turn the small FMS Knob to scroll through options
considered expired and is removed from the display. The for each product (ON/OFF, range settings, etc.).
age of the expired product is replaced by dashes. If more 7) Press the ENT Key to select an option.
than half of the expiration time has elapsed, the color of 8) Press the FMS Knob or CLR Key to return to the
the product age readout changes to yellow. FIS-B Weather Data Link Page with the changed
The refresh rate represents the interval at which the settings.
servers make available the most current known weather
data. It does not necessarily represent the rate at which
new content is received from weather sources.
Figure 10-9 Weather Data Link Page (FIS-B) Menu
Expiration Time Refresh Rate

FIS-B Weather Product Symbol
(Minutes) (Minutes)
Regional Radar Precipitation
30 2.5
(PRECIP)
Meteorological Aerodrome Report
90 5
(METARs)
Radar Coverage
no product image 30 2.5
(RADAR CVRG)
Terminal Aerodrome Reports
no product image 60 10
(TAFs)
Table 10-4
AVOIDANCE

Weather Data Link Page.
3) Press the MENU Key.
4) Turn the large FMS Knob to select ‘Display GFDS
Weather’ or ‘Display XM’ Weather’ or ‘Display FIS-B
Weather’ (choice dependent on current weather
source) and press the ENT Key.
Viewing Legends for Displayed FIS-B Weather

Products
1) Select the FIS-B Weather Data Link Page.
2) Select the LEGEND Softkey to display the legends
for the displayed weather products.
Or:
a) Press the MENU Key.
b) Select ‘Weather Legend’ and press the ENT
Key.
3) Turn the FMS Knob to scroll through the legends
if more are available than fit in the window.
Figure 10-10 Weather Data Link Page Setup Menu 4) To remove the Legend Window, select the LEGEND
Restoring Default FIS-B Weather Data Link Softkey, the ENT or the CLR Key, or press the FMS
Knob.
Page Settings
Setting Up and Customizing Weather Data for
1) Select the FIS-B Weather Data Link Page. the Navigation Map Page
1) Select the Navigation Map Page.
3) With ‘Weather Setup’ highlighted, press the ENT
Key. 2) Press the MENU Key.
4) Press the MENU Key. 3) With ‘Map Setup’ highlighted, press the ENT Key.
5) Highlight the desired default(s) to restore (all or for 4) Turn the small FMS Knob to select the ‘Weather’
selection) and press ENT Key. Group and press the ENT Key.
5) Turn the large FMS Knob or press the ENT Key to
Switching Between FIS-B, GFDS and XM WX scroll through product selections.
Sources 6) Turn the small FMS Knob to scroll through options
1) Turn the large FMS Knob on the MFD to select the for each product (ON/OFF, range settings).
MAP page group.
7) Press the ENT Key to select an option.
AVOIDANCE
8) Press the FMS Knob or CLR Key to return to the

Figure 10-11 Navigation Map Page Menu
Figure 10-13 Navigation Map Page

Setup Menu, Weather Group
Figure 10-12 Navigation Map Page Setup Menu
FIS-B Weather Products
Precipitation
Precipitation data is not real-time. The lapsed time
between collection, processing, and dissemination of
radar images can be significant and may not reflect the
current radar synopsis. Due to the inherent delays and
the relative age of the data, it should be used for long-
range planning purposes only.
NOTE: Precipitation data cannot be displayed

on the Navigation Map Page at the same time
as terrain.
AVOIDANCE
3) Press the ENT Key. The Weather Information Page

is shown with METAR and TAF text.
4) Use the FMS Knob or the ENT Key to scroll through
the METAR and TAF text. METAR text must be
completely scrolled through before scrolling
through the TAF text.
5) Press the FMS Knob or the CLR Key to return to
the FIS-B Weather Data Link Page.
Or:
1) Select the Weather Information Page.
a) Turn the large FMS Knob to select the Waypoint
Page Group.
b) Select the WX Softkey to select the Weather
Figure 10-14 Weather Data Link Page(FIS-B) PRECIP Information Page.
2) Press the FMS Knob to display the cursor.
Displaying Precipitation Weather Information
3) Use the FMS Knob to enter the desired airport and
1) Select the MAP Softkey (for the PFD Inset Map, press the ENT Key.
select the INSET Softkey). This step is not necessary 4) Use the FMS Knob or the ENT Key to scroll through
on the FIS-B Weather Data Link Page. the METAR and TAF text. Note that the METAR
2) Select the PRECIP Softkey. text must be completely scrolled through before
scrolling through the TAF text.
METARs and TAFs
To display the METAR legend on the FIS-B Weather
NOTE: METAR information is only displayed Data Link Page, select the LEGEND Softkey when
within the installed navigation database service METARs are selected for display.
area.
METAR and TAF text are displayed on the WPT-

Weather Information Page. TAF information is displayed
in its raw form when it is available.
Displaying METAR and TAF text
1) On the FIS-B Weather Data Link Page, select the
METAR Softkey.
2) Press the RANGE Knob and pan to the desired
airport.
AVOIDANCE
Instructions for Viewing Airport Selected

with Map Pointer
10.5 WORLDWIDE WEATHER (OPTIONAL)
METAR and TAF Text
NOTE: Garmin Flight Data Services Worldwide

Weather provides information for avoiding
hazardous weather. Do not utilize Worldwide
Weather information to penetrate hazardous
weather.
Weather data is provided when the pilot initiates either

a manual or automatic GFDS data request on the GFDS
Weather Data Link Page on the MFD. No weather data
is displayed until the first GFDS Weather Data Request
is made.
Registering with Garmin Flight Data Services
A subscriber account must be established prior to
Figure 10-15 Weather Datalink (FIS-B) METAR receiving Worldwide Weather products. Contact Garmin
Flight Data Services at 1-866-739-5687 in the United
States or 913-397-8200, ext. 1135.
After a subscriber account has been established, the
system must be registered for datalink features such
as reporting services or GFDS Worldwide Weather.
Registration is accomplished by entering the required
access code. This process is only performed when initially
Figure 10-16 METAR Legend setting up the system for GFDS services.
Registering the system for datalink services
1) With the aircraft outside and having a clear view
of the sky, turn the large FMS Knob on the MFD
to select the AUX page group.
2) Turn the small FMS Knob to select the AUX-
SYSTEM STATUS. Note the System ID number in
the AIRFRAME field.
3) Turn the large FMS Knob to select the MAP Page
group.
4) Turn the small FMS Knob to select the MAP-
WEATHER DATA LINK Page.
AVOIDANCE
5) Press the MENU Key. If necessary, select ‘Display age of the weather product is based on the time difference
GFDS Weather’. between when the data was assembled on the ground and
6) Press ENT Key. The ‘GARMIN FLIGHT DATA the current GPS time. Weather products are updated
SERVICE REGISTRATION’ Window is now displayed. continuously or refreshed at specific intervals (defined in
7) Press the MENU Key. The Page Menu window is the Refresh Rate column in the following table).
now displayed. If for any reason, a weather product is not refreshed
within the defined Expiration Time intervals, the data is
8) Using the FMS Knob enter the access code
considered expired and is removed from the display. The
obtained from Garmin Flight Data Services in the
ACCESS CODE field.
age of the expired product is replaced by dashes. If more
than half of the expiration time has elapsed, the color of
9) Press the ENT Key. REGISTER will now be the product age readout changes to yellow.
highlighted.
The refresh rate represents the interval at which the
10) Press the ENT Key. System registration is complete GFDS servers make available the most current known
when ‘REGISTERED’ is displayed in the STATUS field. weather data. It does not necessarily represent the rate
Switching Between GFDS, FIS-B and XM WX at which new content is received from weather sources.
Sources Expiration
Weather Refresh Rate
Symbol Time
1) Turn the large FMS Knob on the MFD to select the Product (Minutes)
(Minutes)
MAP page group.
Radar U.S./Canada:
2) Turn the small FMS Knob to select the desired Precipitation 30 3*
Weather Data Link Page. (PRECIP) Europe: 15
3) Press the MENU Key. Infrared Satellite
60 30
4) Turn the large FMS Knob to select ‘Display GFDS (IR SAT)
Weather’ or ‘Display XM’ Weather’ or ‘Display FIS-B Datalink
Weather’ (choice dependent on current weather Lightning 30 Continuous
source) and press the ENT Key. (DL LTNG)
SIGMETs/
Accessing GFDS Worldwide Weather Products AIRMETs 60 Continuous
1) Turn the large FMS Knob to select the Map Page (SIG/AIR)
Group. Meteorological
Aerodrome
2) Turn the small FMS Knob to select the GFDS Weather 90 Continuous
Report
Data Link Page.
(METARs)
When a weather product is selected for display on the
GFDS Weather Data Link Page, a box containing a symbol Winds Aloft
60 Continuous
for the product and its age (in minutes) are shown in the (WIND)
upper right. If weather data has not been requested, ‘N/A’
is shown next to the product symbol instead of age. The
AVOIDANCE
Expiration
Weather Refresh Rate
Symbol Time
Product (Minutes)
(Minutes)
Pilot Weather
Report 90 Continuous
(PIREPs)
Temporary Flight no
Restrictions product 60 Continuous
(TFRs) image
Terminal
no
Aerodrome
product 60 Continuous Figure 10-17 Weather Data Link (GFDS) Page Menu
Reports
image
(TAFs)
* The composite precipitation image is updated every 3 minutes,
but individual radar sites may take between 3 and 10 minutes
to provide new data.
Table 10-5
Setting Up and Customizing the GFDS Weather

Data Link Page
1) Select the GFDS Weather Data Link Page.
3) With ‘Weather Setup’ highlighted, press the ENT
Key.
4) Turn the small FMS Knob to select ‘Product Group
1’ or ‘Product Group 2’, and press the ENT Key.
5) Turn the large FMS Knob or press the ENT Key to Figure 10-18 Weather Data Link
scroll through product selections. (GFDS) Page Setup Menu
6) Turn the small FMS Knob to scroll through options
for each product (ON/OFF, range settings, etc.).
Restoring Default GFDS Weather Data Link
Page Settings
GFDS Weather Data Link Page with the changed
settings. 3) With ‘Weather Setup’ highlighted, press the ENT
Key.
AVOIDANCE

5) Highlight the desired default(s) to restore (all or for
selection) and press ENT Key.
Viewing Legends for Displayed GFDS Weather

Products
2) Select the LEGEND Softkey to display the legends
for the displayed weather products.
Figure 10-19 Navigation Map Page Menu
Or:
a) Press the MENU Key.
b) Select ‘Weather Legend’ and press the ENT
Key.
3) Turn the FMS Knob to scroll through the legends
if more are available than fit in the window.
4) To remove the Legend Window, select the LEGEND
Softkey, the ENT or the CLR Key, or press the FMS
Knob. Figure 10-20 Navigation Map Page Setup Menu
Setting Up and Customizing Weather Data for

the Navigation Map Page
1) Select the Navigation Map Page.
3) With ‘Map Setup’ highlighted, press the ENT Key.
4) Turn the small FMS Knob to select the ‘Weather’
Group and press the ENT Key.
5) Turn the large FMS Knob or press the ENT Key to
scroll through product selections.
6) Turn the small FMS Knob to scroll through options
for each product (ON/OFF, range settings).
Figure 10-21 Navigation Map Page Setup
Menu, Weather Group
AVOIDANCE
GFDS Weather Data Requests 6) Turn the large FMS Knob until the ‘SEND REQ’
button is highlighted. Press the ENT Key to initiate
The GFDS Data Request window provides the flight
the request immediately or press the FMS Knob
crew with the options to define the requested weather
to return to the GFDS Data Link Page without
coverage area(s), choose automatic weather update requesting data.
intervals (if desired), and the ability to send or cancel
weather data requests. The window also displays the
status of the GFDS data request process.
Requesting GFDS Weather Data Manually
3) With ‘GFDS Weather Request’ highlighted, press
the ENT Key.
coverage option(s) and press the ENT Key to check Figure 10-22 Weather Data Link (GFDS) Page Menu
or uncheck one of more of the following coverage
selections:
• PRESENT POSITION – Requests data based
on current location.
• DESTINATION – Requests data based on
active flight plan destination (if the flight plan
contains no destination, dashes ‘------” are
displayed.)
• FPL – Requests data based on active
flight plan. Turn the small FMS Knob to
select the desired flight plan look-ahead
distance option (or choose ‘REMAIN-
ING FPL’ to request the remainder of the
flight plan).
• WAYPOINT – Requests data based on
any valid waypoint.
5) Turn the large FMS Knob highlight to the
‘DIAMETER / RTE WIDTH’ distance field and turn
the small FMS Knob to select the desired diameter
and route width of the request, then press the ENT
Key. Figure 10-23 GFDS Data Request Window
AVOIDANCE
Next 80 nm of Flight Plan

Present Position Selected, Selected, 200 nm Route Width
200 nm Diameter Requested Requested
Figure 10-26 Route Data Request

Figure 10-24 Present Position Data Request
Off-Route Waypoint Selected,

200 nm Diameter Requested
Destination Selected,
200 nm Diameter Requested
Figure10-27 Off-Route Data Request

Figure 10-25 Destination Data Request
During a GFDS Data Request, the Request Status box
initially displays “Contacting GFDS...”. Once a connec-
tion is established, the Request Status Box displays “Re-
ceiving Wx Data... Time Remaining:” with an estimated
data transfer time (either minutes or seconds). If desired,
the GFDS Data Request window may be closed while the
AVOIDANCE
data request is processing by pressing the FMS Knob; the Weather Request Description
data request will continue to process in the background. Status Message
GFDS Data Requests typically take between 1 to 4 min-
utes to complete depending on the size of the selected GFDS Comm Error [4] This occurs if multiple automatic
weather coverage area and Iridium signal strength. weather data requests have recently
The system retrieves all available Worldwide Weather failed, or the GDL 59 or a GIA is
products within the selected coverage area during an ini- off-line.
tial GFDS Data Request, regardless of which products (if GFDS Comm Error [5] The Iridium or GFDS networks are
any) are currently enabled for display. On subsequent not accessible. Check Iridium signal
requests, previously retrieved textual data (such as MET- strength. If this error persists, the
ARs and TAFS) is retained if it has not expired, while new G1000 should be serviced.
textual weather data matching the current coverage area GFDS Comm Error [6] A communications error has
and all graphical weather data is downloaded during ev- occurred. It this error persists, the
ery data request. system should be serviced.
If the system cannot complete a GFDS weather data GFDS Comm Error [7] A weather data transfer has timed
request, one or more messages will appear in the request out. Check Iridium signal strength
status window as shown in the following table. and re-send the data request.
Weather Request Description GFDS Comm Error [8] A server error has occurred or invalid
Status Message data received.
GFDS Login Invalid There is a problem with the GFDS
Auto requests The system has disabled automatic registration. Contact Garmin Flight
inhibited weather data requests due to Data Services at 1-866-739-5687 in
Send manual request excessive errors. Automatic weather the United States or 913-397-8200,
to reset. data requests have stopped. Send ext. 1135 for assistance.
a manual weather data request to
GFDS Server The GFDS weather data server is
resume automatic updates.
Temporarily Inop temporarily out of service, but is
Auto update retry: The system will attempt another expected to return to service in less
## Seconds automatic weather data request than 30 minutes.
after an error occurred during the
GFDS Server Inop The GFDS weather data server will
previous request. Timer counts
be out of service for at least 30
down until the next automatic
minutes.
request occurs.
Reduce Request Area The GFDS weather data request area
GFDS Comm Error [2] A communications error has
exceeds size limits. Reduce weather
occurred with the GIA. The system
coverage area and re-send data
should be serviced.
request.
AVOIDANCE
Weather Request Description 4) Turn the large FMS Knob to select ‘CANCEL REQ’
Status Message and press the ENT Key. The request status box
indicates ‘Request Cancelled’.
Request Failed - Try The weather data request timed-out. 5) Press the FMS Knob to return to the GFDS Weather
Again Re-send data request. Datalink Page.
Invalid Coverage Area The weather data request coverage Enabling Automatic GFDS Data Requests
area does not contain at least one of
the following: a waypoint, a flight 1) Select the GFDS Weather Data Link Page.
plan, or a flight plan destination. 2) Press the MENU Key.
Verify at least one of the coverage
3) With ‘GFDS Weather Request’ highlighted, press
options is enabled (checked) and the ENT Key.
contains required criteria, then re-
send the data request. 4) Choose the desired weather coverage options.
No GFDS Subscription The system is not be currently 5) Turn the large FMS Knob to select the ‘UPDATE
subscribed to GFDS, or the access RATE’ setting. Then turn the small FMS Knob to
code is incorrect. Verify the access highlight the desired automatic update frequency
(OFF, 5 Min, 10 Min, 15 Min, 20 Min, 25 Min, 30
code. Contact Garmin Flight Data
Min, 45 Min, or 60 Min), then press the ENT Key.
Services at 1-866-739-5687 in the
United States or 913-397-8200, ext. 6) The ‘SEND REQ” button is highlighted and a
1135 for assistance. countdown timer is displayed in the ‘REQUEST
STATUS’ based on the currently selected update
Request Cancelled The user has cancelled a GFDS
rate. Press the ENT Key to immediately send an
weather data request.
immediate GFDS Data Request.
Requested area The size of the GFDS weather data
Or:
too large. Reduce request has exceeded limits. Reduce
coverage area. the size of the coverage area and try Press the FMS Knob to return to the GFDS Weather
the weather data request again. Data Link Page.
Transfer Preempted The datalink is busy. Retry request
later.
Worldwide Weather Products
Table 10-6 Precipitation
Precipitation data is not real-time. The lapsed time
Cancelling a GFDS Weather Data Request in between collection, processing, and dissemination of
Progress radar images can be significant and may not reflect the
1) Select the GFDS Weather Data Link Page. current radar synopsis. Due to the inherent delays and
2) Press the MENU Key. the relative age of the data, it should be used for long-
range planning purposes only.
3) With ‘GFDS Data Request’ highlighted, press the
ENT Key.
AVOIDANCE
NOTE: Precipitation data cannot be displayed

on the Navigation Map Page at the same time
as terrain.
Displaying Precipitation Weather Information No Radar

1) Select the MAP Softkey (for the PFD Inset Map, Coverage
select the INSET Softkey). This step is not necessary
on the GFDS Weather Data Link Page. Boundary of
GFDS weather
2) Select the PRECIP Softkey. data request
Radar data shown represents lowest level, base Figure 10-29 Precipitation Data Legend
reflectivity, of radar returns. The display of the information
is color-coded to indicate the weather severity level. All Precipitation Limitations
weather product legends can be viewed on the GFDS Radar images may have certain limitations:
Weather Data Link Page. For the Precipitation legend, • Radar base reflectivity does not provide sufficient
select the LEGEND Softkey when Precipitation is selected information to determine cloud layers or precipitation
for display. characteristics (wet hail vs. rain). For example, it is
not possible to distinguish between wet snow, wet
hail, and rain.
• Radar base reflectivity is sampled at the minimum
antenna elevation angle. An individual radar site
cannot depict high altitude storms at close ranges.
It has no information about storms directly over the
site.
• When zoomed in to a range of 30 nm, each square
block on the display represents an area of four square
kilometers.
The following may cause abnormalities in displayed
radar images:
• Ground clutter
• Strobes and spurious radar data
• Sun strobes (when the radar antenna points directly
Figure 10-28 Weather Data Link Page(GFDS) PRECIP at the sun)
• Interference from buildings or mountains, which
may cause shadows
• Metallic dust from military aircraft, which can cause
alterations in radar scans
AVOIDANCE
Infrared Satellite Displaying SIGMETs and AIRMETs

Infrared Satellite (IR SAT) data depicts cloud top 1) Select the GFDS Weather Data Link Page.
temperatures from satellite imagery. Brighter cloud top 2) Select the SIG/AIR Softkey.
colors indicate cooler temperatures occurring at higher
3) To view the text of the SIGMET or AIRMET, press the
altitudes.
RANGE Knob and move the Map Pointer over the
Displaying Cloud Tops information icon.
1) Select the GFDS Weather Data Link Page. 4) Press the ENT key.
2) Select the IR SAT Softkey. To display the SIGMET and AIRMET legend, select the
To display the Infrared Satellite legend, select the LEG- LEGEND Softkey when SIGMETs and AIRMETs are se-
END Softkey when Infrared Satellite data is selected for lected for display.
display. METARs and TAFs
Datalink Lightning
NOTE: METAR information is only displayed
Lightning data shows the approximate location of within the installed navigation database service
cloud-to-ground lightning strikes. A strike icon represents area.
a strike that has occurred within a two-kilometer region.
Neither cloud-to-cloud nor the exact location of the METAR and TAF text are displayed on the WPT-
lightning strike is displayed. Weather Information Page. TAF information is displayed
If the aircraft is also equipped with an on-board lightning in its raw form when it is available.
detection system (e.g., L-3 WX-500 Stormscope®), only
one lightning product may be enabled for display at a Displaying METAR and TAF text
time. 1) On the GFDS Weather Data Link Page, select the
METAR Softkey.
Displaying Datalink Lightning information
2) Press the RANGE Knob and pan to the desired
1) Select the MAP Softkey (for the PFD Inset Map, airport.
select the INSET Softkey). This step is not necessary
on the GFDS Weather Data Link Page. 3) Press the ENT Key. The Weather Information Page
is shown with METAR and TAF text.
2) Select the DL LTNG Softkey.
To display the Datalink Lightning legend on the the METAR and TAF text. METAR text must be
Weather Data Link Page, select the LEGEND Softkey completely scrolled through before scrolling
when Datalink Lightning is selected for display. through the TAF text.
SIGMETs and AIRMETs 5) Press the FMS Knob or the CLR Key to return to
The entire SIGMET or AIRMET is displayed as long as the GFDS Weather Data Link Page.
any portion of it is occurring within the coverage area of Or:
the GFDS data request.
AVOIDANCE
1) Select the Weather Information Page. PIREPs

a) Turn the large FMS Knob to select the Waypoint Pilot Weather Reports (PIREPs) describe in-flight
Page Group. weather encountered by pilots. A PIREP may contain
b) Select the WX Softkey to select the Weather unforecast adverse weather conditions, such as low in-
Information Page. flight visibility, icing conditions, wind shear, turbulence,
2) Press the FMS Knob to display the cursor. and type of aircraft flown. PIREPs are issued as either
Routine (UA) or Urgent (UUA).
3) Use the FMS Knob to enter the desired airport and
press the ENT Key. Displaying PIREP text
4) Use the FMS Knob or the ENT Key to scroll through 1) Select the GFDS Weather Data Link Page.
the METAR and TAF text. Note that the METAR 2) Select the MORE WX Softkey.
text must be completely scrolled through before
scrolling through the TAF text. 3) Select the PIREPS Softkey.
To display the METAR legend on the GFDS Weather 4) Press the RANGE Knob and pan to the desired
Data Link Page, select the LEGEND Softkey when weather report. A gray circle will appear around
METARs are selected for display. the weather report when it is selected.
5) Press the ENT Key. The PIREP text is first displayed
Winds Aloft
in a decoded fashion, then as raw text.
Winds Aloft data shows the forecasted wind speed and
direction at the surface and at selected altitudes. Altitude the PIREP text.
can be displayed in 3,000-foot increments up to 42,000
feet MSL. 7) Press the FMS Knob or the CLR Key to close the
PIREP text window and return to the GFDS Weather
Displaying Winds Aloft data Data Link Page.
1) Select the GFDS Weather Data Link Page. To display the PIREP or AIREP legend, select the
2) Select the MORE WX Softkey. LEGEND Softkey when PIREPs or AIREPs are selected
3) Select the WIND Softkey. for display.
4) Select the desired altitude level: SFC (surface) up The PIREP color is determined by the type (routine or
to 42,000 feet. Select the NEXT or PREV Softkey urgent).
to cycle through the altitude softkeys. The WIND
Softkey label changes to reflect the altitude
selected.
To display the Winds Aloft legend, select the LEGEND
Softkey when Winds Aloft is selected for display.
AVOIDANCE
10.6 TRAFFIC SYSTEMS the traffic display (up to 60 seconds) until the next data
reception. If no data is received after 60 seconds, traffic is
• If Traffic information Service (TIS) is configured, a removed from the display.
STANDBY, OPERATE, and TNA MUTE Softkey
Traffic Advisory, aircraft is 1200’
are displayed. TNA Mute above & climbing, moving in the Traffic out of
• If a Traffic Advisory System (TAS) is configured, a Traffic Mode Status direction of the line range
STANDBY, NORMAL, TEST, and ALT MODE
Softkey are displayed.
• If an ADS-B traffic system is configured, only the
ALT MODE Softkey is displayed.
Traffic Information Service (TIS)
NOTE: Traffic Information Service (TIS) is only
available when the aircraft is within the service
volume of a TIS capable terminal radar site.
NOTE: If the G1000 is configured to use a Traffic

Advisory System (TAS), TIS is not available for use.
Displaying Traffic on the Traffic Map Page

Last data update Traffic at same altitude, Proximity Traffic 1200’
is older than 6 level flight & moving in the above & descending, moving
1) Turn the large FMS Knob to select the ‘MAP’ page sec. resulting in direction of the line in the direction of the line
group. Coast Mode
Figure 10-30 Traffic Map Page
2) Turn the small FMS Knob to select TRAFFIC MAP.
3) Press the OPERATE Softkey to begin displaying Displaying Traffic on the Navigation Map
traffic. ‘OPERATING’ is displayed in the Traffic Mode
1) Ensure TIS is operating. With the Navigation Map
field.
displayed, press the MAP Softkey.
4) Press the STANDBY Softkey to place the system in
2) Press the TRAFFIC Softkey. Traffic is now displayed
the Standby Mode. ‘STANDBY’ is displayed in the
on the map.
Traffic Mode field.
5) Rotate the Joystick clockwise to display a larger TIS Voice Alert
area or rotate counter-clockwise to display a smaller When a Traffic Advisory (TA) is displayed, a voice alert
area. “Traffic” is given.
If data is not received for a period longer than 6 “Traffic Not Available” is heard whenever TIS service
seconds, the age of the present data is displayed in the becomes unavailable. This alert can be muted by pressing
lower left of the screen along with the annunciation that the TNA MUTE Softkey. ‘TNA MUTE ON’ is displayed in
the system has entered Coast Mode. The system maintains the upper left of the display.
AVOIDANCE
Traffic Advisory Systems (Optional) Displaying traffic on the Traffic Map Page:
1) Turn the large FMS Knob to select the Map Page
GTS 800 Traffic System (Optional)
Group.
Testing the Traffic System: 2) Turn the small FMS Knob to select the Traffic Map
Page.
1) Turn the large FMS Knob to select the Map Page
Group. 3) Press the OPERATE Softkey to begin displaying
traffic. OPERATING is displayed in the Traffic mode
2) Turn the small FMS Knob to select the Traffic Map field.
Page.
4) Press the STANDBY Softkey to place the system
3) Turn the Range knob to set the range to 2/6 nm to in the Standby mode. STANDBY is displayed in the
allow for proper test pattern display.
Traffic Mode field.
4) Press the TEST Softkey. 5) Turn the RANGE Knob clockwise to display a larger
Or: area or counter-clockwise to display a smaller area.
1) Press the MENU Key and turn the small FMS knob Non-Threat Traffic, Non-Threat
Traffic Advisory, 500’ 2500’ Above, Traffic, Altitude
to select ‘Test Mode’. Below, Climbing Descending Not Reported
Non-Threat Traffic at
Operating 11 o’clock, Distance 3.6 Test Mode
Mode nm, 1000’ Above, Level Annunciation
Traffic Advisory Proximity Traffic, “No Bearing” Traffic

Off-Scale, 400’ 900’ Above, Level, (Bearing Undetermined),
Below, Level Flight ID Displayed Distance 4.0 nm, 500’
Above, Descending
TA at 9 o’clock, Distance 2.0 Proximity Traffic at 1 o’clock, Distance Figure 10-32 Traffic Map
nm, 200’ Below, Climbing 3.6 nm, 1000’ Below, Descending
Figure 10-31 Test Mode
AVOIDANCE
Displaying Traffic on the Navigation Map • UNREST (unrestricted): All traffic is displayed from
9900 feet above and 9900 feet below the aircraft.
1) Ensure TIS is operating. With the Navigation Map
displayed, press the MAP Softkey. 3) To return to the Traffic Map Page, press the BACK
Softkey.
2) Press the TRAFFIC Softkey. Traffic is now displayed
on the map. Or:
Switching from operating mode to standby
mode: 2) Turn the small FMS Knob to select one of the
following (see Softkey description in previous step
On the Traffic Page, press the STANDBY Softkey • ABOVE
Or: • NORMAL
1) Press the MENU Key and turn the small FMS knob • BELOW
to select ‘Standby Mode’.
• UNRESTRICTED
Altitude Display
Flight ID Display
The pilot can select the volume of airspace in which
non-threat and proximity traffic is displayed. TAs occur- The Flight IDs of other aircraft (when available) can
ring outside of these limits will always be shown. be enabled for display on the Traffic Map Page. When a
flight ID is received, it will appear above or below the cor-
Changing the altitude range: responding traffic symbol on the Traffic Map Page when
1) On the Traffic Map Page, press the ALT MODE this option is enabled.
Softkey. Enabling/Disabling Flight ID Display:
2) Press one of the following Softkeys:
On the Traffic Map Page, press the FLT ID Softkey.
• ABOVE: Displays non-threat and proximity
traffic from 9000 feet above the aircraft to 2700 Or:
feet below the aircraft. Typically used during climb 1) Press the MENU Key.
phase of flight. 2) Turn the small FMS Knob to select ‘Show Flight IDs’
• NORMAL: Displays non-threat and proximity or ‘Hide Flight IDs’ (choice dependent on current
traffic from 2700 feet above the aircraft to 2700 state) (Figure 6-92).
feet below the aircraft. Typically used during 3) Press the ENT Key.
enroute phase of flight.
• BELOW: Displays non-threat and proximity traffic
from 2700 feet above the aircraft to 9000 feet
below the aircraft. Typically used during descent
phase of flight.
AVOIDANCE
KTA 870 Traffic System (Optional) 4) Press the ALT MODE Softkey to change the altitude
Refer to the Honeywell KTA 870 Pilot’s Guide for a volume. Select the desired altitude volume by
detailed discussion of the KTA 870 system. pressing the BELOW, NORMAL, ABOVE, or UNREST
(unrestricted) Softkey. The selection is displayed in
System Self Test the Altitude Mode field.
1) Set the range to 2/6 nm. 5) Press the STANDBY Softkey to place the system in
the Standby Mode. ‘STANDBY’ is displayed in the
2) Press the STANDBY Softkey.
Traffic Mode field.
3) Press the TEST Softkey.
6) Rotate the Joystick clockwise to display a larger area
4) Self test takes approximately eight seconds to or rotate counter-clockwise to display a smaller area.
complete. When completed successfully, traffic Traffic Advisory,
Traffic, Out of
aircraft is 400’ below
symbols are displayed as shown in Figure 10-12 and Traffic Mode Altitude Mode & climbing Range
a voice alert “TAS System Test OK” is heard. If the
self test fails, the system reverts to Standby Mode
and a voice alert “TAS System Test Fail” is heard.
“Non-Bearing” Traffic (system Proximity Traffic,

is unable to determine bearing), 1000’ above &
distance is 8.0 nm, 1190’ above descending
and descending
Figure 10-34 Traffic Map Page
Figure 10-33 Self Test OK Display
Displaying Traffic on the Traffic Map Page Displaying Traffic on the Navigation Map
1) Turn the large FMS Knob to select the ‘MAP’ page 1) Ensure the KTA 870 system is operating. With the
group. Navigation Map displayed, press the MAP Softkey.
2) Turn the small FMS Knob to select TRAFFIC MAP. 2) Press the TRAFFIC Softkey. Traffic is now displayed
on the map.
3) Press the NORMAL Softkey to begin displaying
traffic. ‘OPERATING’ is displayed in the Traffic Mode
field.
AVOIDANCE
Traffic Advisory
Symbol Description
Non-threat traffic with no directional information. (GDL
90 and GTS 800)
Traffic located on the ground with directional
information. Points in the direction of the aircraft track.
Ground traffic is only displayed when own aircraft is
below 1,000 feet AGL or on the ground. (GDL 90 only)
Ground traffic without directional information. Ground
traffic is only displayed when own aircraft is below 1,000
feet AGL or on the ground. (GDL 90 only)
Non-aircraft ground traffic. Ground traffic is only
displayed when own aircraft is below 1,000 feet AGL or
on the ground. (GDL 90 only)
Traffic with directional information, but positional
accuracy is degraded. Points in the direction of the
Non-Threat aircraft track. (GDL 90 and GTS 800)
Non-Bearing Traffic Off Scale
Traffic Advisories Banner Traffic Table 10-7
Figure 10-35 TAS Traffic on Navigation Map Aircraft
Identification Relative Altitude
(tail number (in this case 1200
or Flight ID feet above own
ADS-B Traffic GDL 90 (Optional) number) aircraft)
ADS-B is limited to displaying traffic in the G1000. Altitude Trend
Intruder (up arrow
Operation is similar to the TAS system discussed previously, Aircraft indicates
with the exception of symbology. The following traffic Ground Track climbing, down
(extends in arrow indicates
symbols are used to display traffic with the ADS-B system. the direction descending)
of the aircraft
movement)
Symbol Description Figure 10-36 Example ADS-B Traffic Advisory
Traffic Advisory with directional information. Points in
the direction of the intruder aircraft track. (GDL 90 and
GTS 800)
Traffic Advisory without directional information. (GDL 90
and GTS 800)
Traffic Advisory out of the selected display range.
Displayed at outer range ring at proper bearing. (GDL 90
and GTS 800)
Non-threat traffic with directional information. Points in
the direction of the aircraft track. (GDL 90 and GTS 800)
AVOIDANCE
10.7 TERRAIN AND OBSTACLE PROXIMITY Displaying Terrain and Obstacles on the
Navigation Map
NOTE: Terrain data is not displayed when the
aircraft is outside the installed terrain database
1) With the Navigation Map displayed, press the MAP
coverage area. Softkey.
2) Press the TERRAIN Softkey. Terrain and obstacle
Displaying Terrain and Obstacles on the Terrain proximity is now displayed on the map.
Proximity Page
3) Terrain and obstacles may be displayed in the Profile
1) Turn the large FMS Knob to select the ‘MAP’ page
View by selecting the PROFILE Softkey.
group.
2) Turn the small FMS Knob to select TERRAIN
PROXIMITY.
3) If desired, press the VIEW Softkey to access the ARC
and 360 Softkeys. When the ARC Softkey is pressed,
a radar-like 120° view is displayed. Press the 360
Softkey to return to the 360° default display.
4) Rotate the Joystick clockwise to display a larger
area or rotate counter-clockwise to display a smaller
area.
Color Indication
Terrain/Obstacle above or within 100’
RED
below current aircraft altitude.
Terrain/Obstacle between 100’ and 1000’
YELLOW
Figure 10-37 Terrain Proximity Page
Terrain Above Aircraft Altitude
Aircraft Altitude Red terrain is above

or within 100 ft below
100 ft Threshold the aircraft altitude
1000 ft
Yellow terrain is between 100 ft and 1000 ft below the aircraft altitude
Black terrain is more than 1000 ft below the aircraft altitude
Unlighted Obstacle Lighted Obstacle Unlighted Obstacle Lighted Obstacle

(Height is less than (Height is less than (Height is greater than (Height is greater than
1000’ AGL) 1000’ AGL) 1000’ AGL) 1000’ AGL)
Figure 10-38 Obstacle Symbols
AVOIDANCE
10.8 TERRAIN-SVS DISPLAY (OPTIONAL)

NOTE: Terrain data is not displayed when the
aircraft is outside the installed terrain database
coverage area.
NOTE: TERRAIN-SVS operation is only available

when the Synthetic Vision System is installed.
TAWS will take precedence over TERRAIN-SVS
when installed.
Displaying Terrain on the TERRAIN-SVS Page

group.
2) Turn the small FMS Knob to select the TERRAIN-SVS
Page. Figure 10-39 Terrain-SVS Page (360˚ View)
3) If desired, press the VIEW Softkey to access the ARC

and 360 Softkeys. When the ARC Softkey is pressed,
a radar-like 120° view is displayed. Press the 360
Softkey to return to the 360° default display.
4) Rotate the Joystick clockwise to display a larger
area or rotate counter-clockwise to display a smaller
area.
Color Terrain/Obstacle Location

Terrain/Obstacle above or within 100’
Red
Terrain/Obstacle between 100’ and
Yellow
1000’ below current aircraft altitude.
Terrain/Obstacle is more than 1000’
Black
below aircraft altitude.
Figure 10-40 Terrain-SVS Page (ARC View)
Table 10-7
AVOIDANCE
Figure 10-41 Terrain-Color Code
Enable/Disable Aviation Data

TERRAIN-SVS Alerts
1) While the TERRAIN-SVS Page is displayed, press
the MENU Key. Alerts are issued when flight conditions meet
parameters that are set within TERRAIN-SVS software
2) Turn the small FMS Knob to select “Show (or Hide) algorithms. TERRAIN-SVS alerts typically employ
Aviation Data”.
a CAUTION or a WARNING alert severity level, or
3) Press the ENT Key. both. When an alert is issued, visual annunciations are
displayed and aural alerts are simultaneously issued. The
following tables show TERRAIN-SVS alert types with
corresponding annunciations and aural messages and
system status annuciations.
When an alert is issued, annunciations appear on the
PFD and MFD. The TERRAIN-SVS Alert Annunciation is
shown to the upper left of the Altimeter on the PFD and
below the Terrain Legend on the MFD. If the TERRAIN-
Figure 10-42 Terrain-SVS Page Menu SVS Page is not displayed at the time, a pop-up alert
appears on the MFD. To acknowledge the pop-up alert:
• Press the CLR Key (returns to the currently viewed
page), or
• Press the ENT Key (accesses the TERRAIN-SVS Page)
AVOIDANCE
PFD/MFD
MFD
Alert Type Alert Aural Message
Pop-Up Alert
Annunciation
Reduced Required Terrain Clearance “Warning; Terrain, Terrain”
Warning (RTC)
Imminent Terrain Impact Warning (ITI) “Warning; Terrain, Terrain”
Reduced Required Obstacle Clearance “Warning; Obstacle, Obstacle”
Warning (ROC)
Imminent Obstacle Impact Warning (IOI) “Warning; Obstacle, Obstacle”
Reduced Required Terrain Clearance “Caution; Terrain, Terrain”
Caution (RTC)
Imminent Terrain Impact Caution (ITI) “Caution; Terrain, Terrain”
Reduced Required Obstacle Clearance “Caution; Obstacle, Obstacle”
Caution (ROC)
Imminent Obstacle Impact Caution (IOI) “Caution; Obstacle, Obstacle”
Table 10-8
PFD/MFD Alert
Alert Type TERRAIN-SVS Page Annunciation Aural Message
Annunciation
System Test in Progress TERRAIN TEST None
System Test Pass None None “Terrain System Test OK”
Terrain Alerting is disabled None None
MFD Terrain or Obstacle database None None
unavailable or invalid. Terrain-SVS operating TERRAIN DATABASE FAILURE
with PFD Terrain or Obstacle databases
Terrain System Test Fail TERRAIN FAIL “Terrain System Failure”
Terrain or Obstacle database unavailable
or invalid, invalid software configuration, TERRAIN FAIL “Terrain System Failure”
system audio fault
“Terrain System Not
No GPS position NO GPS POSITION
Available”
Excessively degraded GPS signal, Out of “Terrain System Not
None
database coverage area Available”
Sufficient GPS signal received after loss None None “Terrain System Available”
Table 10-9
AVOIDANCE
Alert Annunciation
Figure 10-43 TERRAIN-SVS Alert Annunciations Pop-up

Alert
Terrain Display Enabled
Terrain Legend
Alert Annunciation
Figure 10-44 Navigation Map Page

(After TERRAIN-SVS Pop-up Alert Acknowledgment)
AVOIDANCE
Terrain Inhibit Reduced Required Terrain Clearance (RTC) and

Reduced Required Obstacle Clearance (ROC)
Flying VFR into an area where unique terrain exists
This provides alerts when the aircraft flight path
could cause the system to annunciate a nuisance alert.
is above terrain and/or obstacles, yet is projected to
Inhibit TERRAIN-SVS: come within minimum clearance values outlined in the
While the TERRAIN-SVS Page is displayed, press following table. When an RTC or ROC alert is issued, a
the INHIBIT Softkey. ‘TER INHB’ is annunciated in potential impact point is displayed on the TERRAIN-SVS
the lower right of portion of the screen. Page as a yellow or red ‘X’.
Enable TERRAIN-SVS: Imminent Terrain Impact (ITI) and Imminent
If TERRAIN-SVS has been inhibited, from the Obstacle Impact (IOI)
TERRAIN-SVS Page press the INHIBIT Softkey. The This provides alerts when the aircraft is below the
‘TER INHB” annunciation is removed. elevation of terrain in the aircraft’s projected path. ITI and
IOI alerts are accompanied by a potential impact point
NOTE: If TERRAIN-SVS alerts are inhibited when
displayed on the TERRAIN-SVS Page as a yellow or red
the Final Approach Fix is the active waypoint in
‘X’. The alert is given when the projected vertical flight
a GPS SBAS approach, a LOW ALT annunciation
may appear on the PFD next to the altimeter if the path is calculated to come within minimum clearance
current aircraft altitude is at least 164 feet below altitudes in the following table.
the prescribed altitude at the Final Approach Fix. Phase of Flight Level Flight Descending
Enroute 700 ft. 500 ft.
Forward Looking Terrain Avoidance (FLTA)
Terminal 350 ft. 300 ft.
The Forward Looking Terrain Avoidance alert is Approach 150 ft. 100 ft.
composed of two sub-functions:
Departure 100 ft. 100 ft.
Reduced Required Terrain Clearance (RTC) and Table 10-10
Reduced Required Obstacle Clearance (ROC)
During the final approach phase of flight, RTC/ROC/
This provides alerts when the aircraft flight path ITI/IOI alerts are automatically inhibited when the
is above terrain and/or obstacles, yet is projected to aircraft is below 200 feet AGL while within 0.5 nm of the
come within minimum clearance values outlined in the approach runway or is below 125 feet AGL while within
following table. 1 nm of the runway.
Unlighted Obstacle Lighted Obstacle Unlighted Obstacle Lighted Obstacle Potential Impact Points
1000’ AGL) 1000’ AGL) 1000’ AGL) 1000’ AGL)
Figure 10-45 Terrain-SVS Symbols
AVOIDANCE
Displaying Terrain and Obstacles on the Displaying Terrain on the TAWS-B Page
Navigation Map
1) With the Navigation Map displayed, press the MAP group.
Softkey. 2) Turn the small FMS Knob to select the TAWS-B Page.
2) Press the TERRAIN Softkey. Terrain and obstacle 3) If desired, press the VIEW Softkey to access the ARC
proximity are now displayed on the map. and 360 Softkeys. The ARC Softkey provides a radar-
3) Terrain and obstacles may be displayed in the Profile like 120° view. Press the 360 Softkey to return to the
View by selecting the PROFILE Softkey. 360° default display.
4) Rotate the Joystick clockwise to display a larger area
10.9 TERRAIN AWARENESS & WARNING or rotate counter-clockwise to display a smaller area.
SYSTEM (TAWS) DISPLAY (OPTIONAL)
Color Terrain/Obstacle Location
NOTE: Terrain data is not displayed when the Terrain/Obstacle above or within 100’
Red
aircraft latitude is greater than 75 degrees north below current aircraft altitude.
or 60 degrees south. Terrain/Obstacle between 100’ and
Yellow
1000’ below current aircraft altitude.
NOTE: TAWS operation is only available when the
Terrain/Obstacle is more than 1000’
G1000 is configured for a TAWS-B installation. Black
below aircraft altitude.
Table 10-11
Figure 10-46 Terrain-Color Code
AVOIDANCE
Figure 10-49 TAWS-B Page Menu
TAWS Inhibit
Flying VFR into an area where unique terrain exists
could cause the system to annunciate a nuisance alert.
When TAWS is inhibited, only FLTA and PDA alerts are
Figure 10-47 TAWS-B Page (360˚ View) disabled.
Inhibit TAWS:
While the TAWS-B Page is displayed, press the
INHIBIT Softkey. ‘TAWS INHB’ is annunciated in
the lower right of portion of the screen.
Enable TAWS:
If TAWS has been inhibited, from the TAWS-B
Page press the INHIBIT Softkey. The ‘TAWS INHB”
annunciation is removed.
NOTE: If TAWS alerts are inhibited when the Final

Approach Fix is the active waypoint in a GPS SBAS
approach, a LOW ALT annunciation may appear on
the PFD next to the altimeter if the current aircraft
altitude is at least 164 feet below the prescribed
Figure 10-48 TAWS-B Page (ARC View) altitude at the Final Approach Fix.
Enable/Disable Aviation Data Manual System Test

1) While the TAWS-B Page is displayed, press the
MENU Key. A system test is automatically performed at power-up.
2) Turn the small FMS Knob to select “Show (or Hide) After successful completion of the test, “TAWS System
Aviation Data”. Test, OK” is heard.
AVOIDANCE
The system test may also be initiated manually, Phase of Flight Level Flight Descending
but only when the aircraft is on the ground. To Enroute 700 ft. 500 ft.
manually verify proper operation of the aural and visual
Terminal 350 ft. 300 ft.
annunciations of the system, perform the following steps.
Approach 150 ft. 100 ft.
1) While the TAWS-B Page is displayed, press the
Departure 100 ft. 100 ft.
MENU Key.
Table 10-12
2) Turn the small FMS Knob to select ‘Test TAWS’.
3) Press the ENT Key. During the test ‘TAWS TEST’ is During the final approach phase of flight, RTC/ROC/
displayed in the center of the TAWS-B Page. ITI/IOI alerts are automatically inhibited when the
aircraft is below 200 feet AGL while within 0.5 nm of the
When all is in working order, “TAWS System Test,
approach runway or is below 125 feet AGL while within
OK” is heard.
1 nm of the runway.
Forward Looking Terrain Avoidance (FLTA) Premature Descent Alert (PDA)
The Forward Looking Terrain Avoidance alert is A Premature Descent Alert is issued when the system
composed of two sub-functions: detects that the aircraft is significantly below the normal
approach path to a runway. The PDA alert mode functions
Reduced Required Terrain Clearance (RTC) and only during descent to land.
Reduced Required Obstacle Clearance (ROC) PDA alerting begins when the aircraft is within 15 nm
This provides alerts when the aircraft flight path of the destination airport and ends when the aircraft is
is above terrain and/or obstacles, yet is projected to either 0.5 nm from the runway threshold OR is at an alti-
come within minimum clearance values outlined in the tude of 125 feet AGL while within 1 nm of the threshold.
following table. When an RTC or ROC alert is issued, a During the final descent, algorithms set a threshold for
potential impact point is displayed on the TAWS-B Page alerting based on speed, distance, and other parameters.
as a yellow or red ‘X’.
Excessive Descent Rate Alert (EDR)
Imminent Terrain Impact (ITI) and Imminent The purpose of the Excessive Descent Rate alert is to
Obstacle Impact (IOI) provide suitable alerts when the aircraft is determined
This provides alerts when the aircraft is below the to be closing (descending) upon terrain at an excessive
elevation of terrain in the aircraft’s projected path. ITI and speed. EDR alerts have two levels of severity, caution
IOI alerts are accompanied by a potential impact point (sink rate) and warning (pull-up).
displayed on the TAWS-B Page as a yellow or red ‘X’. The
alert is given when the projected vertical flight path is
Negative Climb Rate After Takeoff Alert (NCR)
The purpose of the Negative Climb Rate After Takeoff
calculated to come within minimum clearance altitudes in
alert is to provide suitable alerts to the pilot when the
the following table.
system determines that the aircraft is losing altitude
(closing upon terrain) after takeoff. The aural message
“Don’t Sink” is given for NCR alerts, accompanied by an
annunciation and a pop-up terrain alert on the display.
AVOIDANCE
“Five-Hundred” Aural Alert Pop-up Alerts

The purpose of the aural alert message “Five-hundred” When a terrain or obstacle alert is issued, a pop-up
is to provide an advisory alert to the air crew that the window is displayed on the MFD with the appropriate
aircraft is five-hundred feet above terrain. When the alert.
aircraft descends within 500 feet of terrain, the aural
message “Five-hundred” is heard. There are no display
annunciations or pop-up alerts that accompany the aural
message.
Displaying Terrain and Obstacles on the
Navigation Map
1) With the Navigation Map displayed, press the MAP
Softkey.
2) Press the TERRAIN Softkey. Terrain and obstacle
proximity are now displayed on the map.
3) Terrain and obstacles may be displayed in the Profile
View by selecting the PROFILE Softkey.
Figure 10-50 TAWS Alert Pop-Up
Press the ENT Key to display the TAWS-B Page, or

press the CLR Key to remain on the existing page.
Unlighted Obstacle Lighted Obstacle Unlighted Obstacle Lighted Obstacle Potential Impact Points
1000’ AGL) 1000’ AGL) 1000’ AGL) 1000’ AGL)
Figure 10-51 TAWS Symbols
AVOIDANCE
TAWS Alerts Summary

The following table shows the possible TAWS alert types with corresponding annunciations and aural messages.
PFD/MFD TAWS-
MFD
Alert Type B Page Aural Message
Pop-Up Alert
Annunciation
Excessive Descent Rate Warning (EDR) “Pull Up”
Reduced Required Terrain Clearance “Terrain, Terrain; Pull Up, Pull Up”
Warning (RTC) or or
“Terrain Ahead, Pull Up; Terrain Ahead, Pull Up”
Imminent Terrain Impact Warning (ITI) “Terrain Ahead, Pull Up; Terrain Ahead, Pull Up”
or or
“Terrain, Terrain; Pull Up, Pull Up”
Reduced Required Obstacle Clearance “Obstacle, Obstacle; Pull Up, Pull Up”
Warning (ROC) or or
“Obstacle Ahead, Pull Up; Obstacle Ahead, Pull Up”
Imminent Obstacle Impact Warning (IOI) “Obstacle Ahead, Pull Up; Obstacle Ahead, Pull Up”
or or
“Obstacle, Obstacle; Pull Up, Pull Up”
Reduced Required Terrain Clearance Caution “Caution, Terrain; Caution, Terrain”
(RTC) or or
“Terrain Ahead; Terrain Ahead”
Imminent Terrain Impact Caution (ITI) “Terrain Ahead; Terrain Ahead”
or or
“Caution, Terrain; Caution, Terrain”
Reduced Required Obstacle Clearance “Caution, Obstacle; Caution, Obstacle”
Caution (ROC) or or
“Obstacle Ahead; Obstacle Ahead”
Imminent Obstacle Impact Caution (IOI) “Obstacle Ahead; Obstacle Ahead”
or or
“Caution, Obstacle; Caution, Obstacle”
Premature Descent Alert Caution (PDA) “Too Low, Terrain”
Altitude Callout “500” None None “Five-Hundred”
Excessive Descent Rate Caution (EDR) “Sink Rate”
Negative Climb Rate Caution (NCR) “Don’t Sink”
or or
“Too Low, Terrain”
Table 10-10
AVOIDANCE
The following system status annunciations may also be issued.

PFD/MFD Alert TERRAIN-SVS Page
Alert Type Aural Message
Annunciation Annunciation
System Test in Progress TAWS TEST None
System Test Pass None None “TAWS System Test OK”
TAWS Alerting is disabled None None
MFD Terrain or Obstacle database unavailable None None
or invalid. TAWS operating with PFD Terrain or TERRAIN DATABASE FAILURE
Obstacle databases
TAWS-B System Test Fail TAWS FAIL “TAWS System Failure”
Terrain or Obstacle database unavailable or
invalid, invalid software configuration, system TAWS FAIL “TAWS System Failure”
audio fault
No GPS position NO GPS POSITION “TAWS Not Available”
Excessively degraded GPS signal, Out of
None “TAWS Not Available”
database coverage area
Sufficient GPS signal received after loss None None “TAWS Available”
Table 10-11
Alert Annunciations
Alert Annunciation
Alert Annunciation
Figure 10-53 TAWS Alert Annunciation on the PFD
Figure 10-52 Alert Annunciation on the TAWS-B Page
AVOIDANCE
Blank Page
SECTION 11 – ADDITIONAL
FEATURES
SECTION 11: ADDITIONAL flight path. Terrain alerts are displayed in red and yellow
shading on the PFD.
FEATURES The terrain display is intended for situational awareness
only. It may not provide the accuracy or fidelity on which
11.1 SYNTHETIC VISION SYSTEM (SVS) to base decisions and plan maneuvers to avoid terrain or
(OPTIONAL) obstacles. Navigation must not be predicated solely upon
the use of the Terrain–SVS or TAWS terrain or obstacle
WARNING: Use appropriate primary systems data displayed by the SVS.
for navigation, and for terrain, obstacle, and
traffic avoidance. SVS is intended as an aid to
situational awareness only and may not provide
either the accuracy or reliability upon which to
solely base decisions and/or plan maneuvers to
avoid terrain, obstacles, or traffic.
The optional Synthetic Vision System depicts a forward-

looking attitude display of the topography immediately in
front of the aircraft. The field of view is 30 degrees to the
left and 35 degrees to the right. The depicted imagery
is derived from the aircraft attitude, heading, GPS three-
dimensional position, and a nine arc-second database of
terrain, obstacles, and other relevant features. Loss of any
of the required data, including temporary loss of the GPS
Figure 11-1 Synthetic Vision Imagery
signal, will cause SVS to be disabled until the required data
is restored. SVS Operation
The SVS terrain display shows land contours (colors are
SVS is activated from the PFD using the softkeys
consistent with those of the topographical map display),
located along the bottom edge of the display. Pressing the
large water features, towers, and other obstacles over 200’
softkeys turns the related function on or off. When SVS
AGL that are included in the obstacle database. Cultural
is enabled, the pitch ladder increments are reduced to 10
features on the ground such as roads, highways, railroad
degrees up and 7.5 degrees down.
tracks, cities, and state boundaries are not displayed even
SVS functions are displayed on three levels of softkeys.
if those features are found on the MFD map. The terrain
The PFD Softkey leads into the PFD function Softkeys,
display also includes a north–south east–west grid with
including synthetic vision. Pressing the SYN VIS Softkey
lines oriented with true north and spaced at one arc-minute
displays the SVS feature softkeys. The softkeys are labeled
intervals to assist in orientation relative to the terrain.
PATHWAY, SYN TERR, HRZN HDG, and APTSIGNS.
The optional Terrain Awareness and Warning System
The BACK Softkey returns to the previous level of
(TAWS) or standard Terrain-SVS is integrated within SVS to
softkeys. Synthetic Terrain must be active before any
provide visual and auditory alerts to indicate the presence
other SVS feature may be activated.
of terrain and obstacle threats relevant to the projected
FEATURES
HRZN HDG, APTSIGNS, and PATHWAY Softkeys SVS Features

are only available when the SYN TERR Softkey is Zero
Pitch Line
activated (gray with black characters). After activating the (ZPL) with
SYN TERR Softkey, the HRZN HDG, APTSIGNS, and Flight Compass
Airport Path Selected Heading
PATHWAY softkeys may be activated in any combination Runway Marker Altitude Marks
to display desired features. When system power is cycled,
the last selected state (on or off) of the SYN TERR,
HRZN HDG, APTSIGNS, and PATHWAY softkeys is
remembered by the system.
Activating and deactivating SVS:
2) Press the SYN VIS Softkey.
3) Press the SYN TERR Softkey. The SVS display will
cycle on or off with the SYN TERR Softkey.
Activating and deactivating Pathways:
2) Press the SYN VIS Softkey. Pathways Airplane
SVS Color Matches CDI Symbol
Softkeys Indicating NAV Source
3) Press the PATHWAY Softkey. The Pathway feature
will cycle on or off with the PATHWAY Softkey. Figure 11-2 SVS on the Primary Flight Display
Activating and deactivating Horizon

Headings: NOTE: Pathways and terrain features are not
a substitute for standard course and altitude
1) Press the PFD Softkey. deviation information provided by the CDI, VSI,
2) Press the SYN VIS Softkey. and VDI.
3) Press the HRZN HDG Softkey. The horizon heading
Pathways
display will cycle on or off with the HRZN HDG
Softkey. Pathways provide a three-dimensional perspective view
of the selected route of flight shown as colored rectangular
Activating and deactivating Airport Signs: boxes representing the horizontal and vertical flight path
1) Press the PFD Softkey. of the active flight plan. The box size represents 700 feet
2) Press the SYN VIS Softkey. wide by 200 feet tall during enroute, oceanic, and terminal
flight phases. During an approach, the box width is 700
3) Press the APTSIGNS Softkey. Display of airport
feet or one half full scale deviation on the HSI, whichever
signs will cycle on or off with the APTSIGNS
Softkey.
is less. The height is 200 feet or one half full scale
deviation on the VDI, whichever is less. The altitude at
FEATURES
which the pathway boxes are displayed is determined by Pathways provide supplemental glidepath information
the selected altitude during climb, cruise, and when the on an active ILS, LPV, LNAV/VNAV, and some LNAV
active leg is the final approach course prior to intercepting approaches. Pathways are intended as an aid to situational
the glidepath/glideslope. During a descent (except while awareness and should not be used independent of the
on the approach glidepath/glideslope), the pathway boxes CDI, VDI, glide path indicator, and glide slope indicator.
are displayed at the selected altitude, or the VNAV altitude They are removed from the display when the selected
programmed for the active leg in the flight plan, or the navigation information is not available. Pathways are not
published altitude constraint, whichever is higher (Figure displayed beyond the active leg when leg sequencing is
11-3). Just prior to intercepting the glidepath/glideslope, suspended and are not displayed on any portion of the
the pathway boxes are displayed on the glidepath/ flight plan leg that would lead to intercepting a leg in the
glideslope, or the selected altitude, whichever is lower. wrong direction.
The color of the rectangular boxes may be magenta,
Departure and Enroute
green, or white depending on the route of flight and
navigation source selected. The active GPS or GPS Prior to intercepting an active flight plan leg, pathways
overlay flight plan leg is represented by magenta boxes are displayed as a series of boxes with pointers at each
that correspond to the Magenta CDI. A localizer course corner that point in the direction of the active waypoint.
is represented by green boxes that correspond to a green Pathways are not displayed for the first leg of the flight
CDI. An inactive leg of an active flight plan is represented plan if that segment is a Heading-to-Altitude leg. The first
by white boxes corresponding to a white line drawn on segment displaying pathways is the first active GPS leg or
the Inset map or MFD map indicating an inactive leg. active leg with a GPS overlay. If this leg of the flight plan
route is outside the SVS field of view, pathways will not be
visible until the aircraft has turned toward this leg. While
Selected approaching the center of the active leg and prescribed
Altitude
altitude, the number of pathway boxes decreases to a
minimum of four.
Pathways are displayed along the flight plan route at the
highest of either the selected altitude or the programmed
Programmed altitude for the leg. Climb profiles cannot be displayed
Altitudes
due to the variables associated with aircraft performance.
Flight plan legs requiring a climb are indicated by
pathways displayed at a level above the aircraft at the
altitude selected or programmed.
Figure 11-3 Programmed and Selected Altitude
FEATURES
Descent and Approach From the vertical path descent, glidepath, or glideslope
Pathways are shown descending only for a programmed intercept point, the pathways are shown inbound to the
descent (Figures 11-4 and 11-5). When the flight plan Missed Approach Point (MAP) along the published lateral
includes programmed descent segments, pathways are and vertical descent path.
displayed along the descent path provided that the selected During an ILS approach, the initial approach segment
altitude is lower than the programmed altitude. is displayed in magenta at the segment altitudes if GPS
During a Vectors-to-Final (VTF) approach transition, is selected as the navigation source on the CDI. When
pathways are displayed along the final approach course switching to localizer inbound with LOC selected as the
inbound to the Missed Approach Point (MAP). Pathways navigation source on the CDI, pathways are displayed in
are shown level at the selected altitude or at the next green along the localizer and glide slope.
programmed crossing altitude, whichever is higher, up VOR, LOC BC, and ADF approach segments that are
to the point along the final approach course where the approved to be flown using GPS are displayed in magenta
altitude intercepts the extended vertical descent path, boxes. Segments that are flown using other than GPS or
glidepath, or glideslope. ILS, such as heading legs or VOR final approach courses
are not displayed.
Selected Altitude
set for Enroute
Selected Altitude
set for Departure
Climbs NOT Non-programmed descents NOT displayed by pathway

displayed
by pathway
TOD
Selected Altitude
for Step Down
Programmed descent
displayed by pathway
Selected Altitude or Programmed Altitude

(whichever is higher)
Figure 11-4 SVS Pathways, Enroute and Descent
FEATURES
Missed Approach Pathways are displayed along each segment including

Upon activating the missed approach, pathways lead the path required to track course reversals that are part of
to the Missed Approach Holding Point (MAHP) and are a procedure, such as holding patterns. Pathways boxes
displayed as a level path at the published altitude for the will not indicate a turn to a MAHP unless a defined
MAHP, or the selected altitude, whichever is the highest. geographical waypoint exists between the MAP and
If the initial missed approach leg is a Course-to-Altitude MAHP.
(CA) leg, the pathways boxes will be displayed level at
the altitude published for the MAHP. If the initial missed
approach leg is defined by a course using other than GPS,
pathways are not displayed for that segment.
FAF
Descent displayed
by pathway Selected Altitude
or Programmed Altitude
(whichever is higher)
Turn Segment
MAP Climbs NOT displayed NOT displayed
by pathway by pathway
MAHP
Figure 11-5 SVS Pathways, Approach, Missed Approach, and Holding
FEATURES
Flight Path Marker Zero Pitch Line

The Flight Path Marker (FPM), also known as a Velocity The Zero Pitch Line is drawn completely across the
Vector, is displayed on the PFD at groundspeeds above 30 display and represents the aircraft attitude with respect
knots. The FPM depicts the approximate projected path to the horizon. It may not align with the terrain horizon,
of the aircraft accounting for wind speed and direction particularly when the terrain is mountainous or when the
relative to the three-dimensional terrain display. aircraft is flown at high altitudes.
The FPM is always available when the Synthetic Terrain
Horizon Heading
feature is in operation. The FPM represents the direction
of the flight path as it relates to the terrain and obstacles The Horizon Heading is synchronized with the HSI
on the display, while the airplane symbol represents the and shows approximately 60 degrees of compass heading
aircraft heading. in 30‑degree increments on the Zero Pitch Line. Horizon
The FPM works in conjunction with the Pathways Heading tick marks and digits appearing on the zero pitch
feature to assist the pilot in maintaining desired altitudes line are not visible behind either the airspeed or altitude
and direction when navigating a flight plan. When on display. Horizon Heading is used for general heading
course and altitude the FPM is aligned inside the pathway awareness, and is activated and deactivated by pressing
boxes as shown (Figure 11-6). the HRZN HDG Softkey.
Flight Path Traffic

Wind Marker
Vector (FPM)
WARNING: Intruder aircraft at or below 500 ft.
AGL may not appear on the SVS display or may
appear as a partial symbol.
Traffic symbols are displayed in their approximate

locations as determined by the related traffic systems.
Traffic symbols are displayed in three dimensions,
appearing larger as they are getting closer, and smaller
when they are further away. Traffic within 250 feet
laterally of the aircraft will not be displayed on the SVS
display. Traffic symbols and coloring are consistent
with that used for traffic displayed in the Inset map or
MFD traffic page. If the traffic altitude is unknown, the
traffic will not be displayed on the SVS display. For more
Figure 11-6 Flight Path Marker and Pathways details refer to the traffic system discussion in the Hazard
Avoidance section.
FEATURES
Airport Signs
Airport Signs provide a visual representation of NOTE: Not all airports have runways with
endpoint data in the database, therefore, these
airport location and identification on the synthetic
runways are not displayed.
terrain display. When activated, the signs appear on the
display when the aircraft is approximately 15 nm from an
Runway data provides improved awareness of runway
airport and disappear at approximately 4.5 nm. Airport
location with respect to the surrounding terrain. All
signs are shown without the identifier until the aircraft
runway thresholds are depicted at their respective
is approximately eight nautical miles from the airport.
elevations as defined in the database. In some situations,
Airport signs are not shown behind the airspeed or altitude
where threshold elevations differ significantly, crossing
display. Airport signs are activated and deactivated by
runways may appear to be layered. As runways are
pressing the APTSIGNS Softkey.
displayed, those within 45 degrees of the aircraft heading
are displayed in white. Other runways will be gray in
Airport Sign Airport Sign
without Identifier with Identifier color. When an approach for a specific runway is active,
(Between 8 nm (Between 4.5 nm that runway will appear brighter and be outlined with a
Traffic and 15 nm) and 8 nm)
white box, regardless of the runway orientation as related
to aircraft heading. As the aircraft gets closer to the runway,
more detail such as runway numbers and centerlines will
be displayed.
Other Runway
Runway on Selected for
Airport Approach
Figure 11-7 Airport Signs
Runways
WARNING: Do not use SVS runway depiction as

the sole means for determining the proximity of
the aircraft to the runway or for maintaining the
proper approach path angle during landing. Figure 11-8 Airport Runways
FEATURES
Terrain-SVS and TAWS Alerting Obstacles are represented on the synthetic terrain
Terrain alerting on the synthetic terrain display is display by standard two-dimensional tower symbols found
triggered by Forward-looking Terrain Avoidance (FLTA) on the Inset map and MFD maps and charts. Obstacle
alerts, and corresponds to the red and yellow X symbols symbols appear in the perspective view with relative height
on the Inset Map and MFD map displays. For more above terrain and distance from the aircraft. Unlike the
detailed information regarding Terrain-SVS and TAWS, Inset map and MFD moving map display, obstacles on the
refer to the Hazard Avoidance Section. synthetic terrain display do not change colors to warn of
In some instances, a terrain or obstacle alert may be potential conflict with the aircraft’s flight path until the
issued with no conflict shading displayed on the synthetic obstacle is associated with an actual FLTA alert. Obstacles
terrain. In these cases, the conflict is outside the SVS field greater than 1000 feet below the aircraft altitude are not
of view to the left or right of the aircraft. shown. Obstacles are shown behind the airspeed and
altitude displays.
TERRAIN TERRAIN
Potential Terrain Potential Obstacle

Impact Caution Impact Caution
Points Point
Figure 11-9 Terrain Alert Figure 11-10 Obstacle
FEATURES
Field of View 2) Turn the large FMS Knob to highlight Map Setup
Two dashed lines forming a V‑shape in front of the
aircraft symbol on the MFD map, represent the forward 3) Turn the FMS Knob to select the Map Group and
viewing area shown on the PFD. press the ENT Key.
Navigation Map Page OPTIONS Menu
SVS View on the PFD
Map Setup Menu, Map Group, Field of View Option
Figure 11-12 Enabling SVS Field of View
4) Turn the large FMS Knob to scroll to FIELD OF

Field of View on the MFD VIEW.
Figure 11-11 PFD and MFD Field of View Comparison 5) Turn the small FMS Knob to select On or Off.
6) Press the FMS Knob to return to the Navigation
Configuring field of view:
Map Page.
1) While viewing the Navigation Map Page, press the
MENU Key to display the PAGE MENU.
FEATURES
11.2 SAFETAXI Configuring SafeTaxi range:

When viewing at ranges close enough to show the 1) While viewing the Navigation Map Page, press the
MENU Key to display the PAGE MENU.
airport detail, the map reveals taxiways with identifying
letters/numbers, airport Hot Spots, and airport landmarks 2) Turn the large FMS Knob to highlight the Map Setup
including ramps, buildings, control towers, and other Menu Option and press the ENT Key.
prominent features. Resolution is greater at lower map
ranges.
Airport Hot Spots are outlined to caution pilots of
areas on an airport surface where positional awareness
confusion or runway incursions happen most often. Hot
Spots are defined with a magenta circle or outline around
the region of possible confusion.
Any map page that displays the navigation view can Figure 11-14 Navigation Map PAGE MENU
also show the SafeTaxi airport layout within the maximum
configured range. 3) Turn the FMS Knob to select the Aviation Group
During ground operations the aircraft’s position is and press the ENT Key.
displayed in reference to taxiways, runways, and airport 4) Turn the large FMS Knob to scroll through the
features. When panning over the airport, features such Aviation Group options to SAFETAXI.
as runway holding lines and taxiways are shown at the 5) Turn the small FMS Knob to display the range of
cursor. distances.
6) Turn either FMS Knob to select the desired distance
for maximum SafeTaxi display range.
7) Press the ENT Key to complete the selection.
8) Press the FMS Knob to return to the Navigation
Map Page.
Figure 11-13 SafeTaxi Depiction on the Navigation Map Page
FEATURES
11.3 CHARTVIEW (OPTIONAL)

The optional ChartView feature resembles the paper
version of Jeppesen terminal procedures charts. The MFD
depiction shows the aircraft position on the moving map in
the plan view of approach charts and on airport diagrams.
Airport Hot Spots are outlined in magenta.
ChartView functions are displayed on three levels of
softkeys. While on the Navigation Map Page, Nearest
Airports Page, or Flight Plan Page, pressing the SHW CHRT
Softkey displays the available terminal chart and advances
to the chart selection level of softkeys: CHRT OPT, CHRT,
INFO, DP, STAR, APR, WX, NOTAM, and GO BACK.
The chart selection softkeys shown in Figure 11-16 appear
on the Airport Information Page.
Pressing the GO BACK Softkey reverts to the top level
softkeys and previous page.
Pressing the CHRT OPT Softkey advances to the next
level of softkeys: ALL, HEADER, PLAN, PROFILE,
Figure 11-15 MAP SETUP Menu, Aviation Group MINIMUMS, FIT WDTH, FULL SCN, and BACK.
While viewing the CHRT OPT Softkeys, after 45
seconds of softkey inactivity, the system reverts to the chart
selection softkeys.
SHW CHRT
CHRT OPT CHRT INFO DP STAR APR WX NOTAM GO BACK
Pressing the GO BACK Softkey returns

to the top-level softkeys and previous page.
ALL HEADER PLAN PROFILE MINIMUMS FIT WDTH FULL SCN BACK
Pressing the BACK Softkey returns

to the Chart Selection Softkeys.
Figure 11-16 ChartView Softkeys
FEATURES
If a chart is available for the destination airport, or the Pressing the HEADER Softkey shows the header view
airport selected in the active flight plan, the chart appears on (approach chart briefing strip) on the screen.
the screen. When no flight plan is active, or when not flying
to a direct-to destination, pressing the SHW CHRT Softkey
displays the chart for the nearest airport, if available.
When no terminal procedure chart is available for the
nearest airport or the selected airport, the banner CHART
NOT AVAILABLE appears on the screen. The CHART
NOT AVAILABLE banner does not refer to the Jeppesen
subscription, but rather the availability of a particular
airport chart selection or procedure for a selected airport.
If there is a problem in rendering the data (such as a
data error or a failure of an individual chart), the banner
UNABLE TO DISPLAY CHART is then displayed.
Chart Options
Pressing the CHRT OPT Softkey displays the next
level of softkeys, the chart options level. Figure 11-18 Approach Information Page, Header View
Pressing the FULL SCN Softkey displays the chart
using the full width of the screen. Pressing the PLAN Softkey shows the approach chart
Pressing the ALL Softkey shows the full approach two dimensional plan view.
chart on the screen.
Figure 11-19 Approach Information Page, Plan View

Figure 11-17 Approach Information Page, ALL View
FEATURES
Pressing the PROFILE Softkey displays the approach If the chart scale has been adjusted to view a small area
chart descent profile strip. of the chart, pressing the FIT WIDTH Softkey changes
the chart size to fit the available screen width.
Day/Night View
ChartView can be displayed on a white or black
background for day or night viewing. The Day View offers
a better presentation in a bright environment.
Selecting Day, Night, or Automatic View:
1) While viewing a terminal chart press the MENU
Key to display the Page Menu OPTIONS.
2) Turn the large FMS Knob to highlight the Chart
Setup Menu Option and press the ENT Key.
3) Turn the large FMS Knob to move to the COLOR
SCHEME Option.
Figure 11-20 Approach Information Page, Profile View
Pressing the MINIMUMS Softkey displays the

minimum descent altitude/visibility strip at the bottom of
the approach chart.
Figure 11-21 Approach Information Page, Minimums View Figure 11-22 Selecting Day, Night, or Automatic View
FEATURES
4) Turn the small FMS Knob to choose between Day, FliteCharts functions are displayed on three levels
Auto, and Night Options. of softkeys. While on the Navigation Map Page,
5) If Auto Mode is selected, turn the large FMS Nearest Airports Page, or Flight Plan Page, pressing the
Knob to select the percentage field. Use the small SHW CHRT Softkey displays the available terminal chart
FMS Knob to change the percentage value. The and advances to the chart selection level of softkeys:
percentage value is the day/night crossover point CHRT OPT, CHRT, INFO, DP, STAR, APR, WX, and
based on the percentage of backlighting intensity. GO BACK. The chart selection softkeys appear on the
For example, if the value is set to 15%, the day/ Airport Information Page.
night display changes when the display backlight Pressing the GO BACK Softkey reverts to the top level
reaches 15% of full brightness. softkeys and previous page.
The display must be changed in order for the new Pressing the CHRT OPT Softkey displays the available
setting to become active. This may be accomplished terminal chart and advances to the next level of softkeys:
by selecting another page or changing the display ALL, FIT WDTH, FULL SCN, and BACK.
range. While viewing the CHRT OPT Softkeys, after 45
6) Press the FMS Knob when finished to remove the seconds of softkey inactivity, the system reverts to the
Chart Setup Menu. chart selection softkeys.
If a chart is available for the destination airport, or the
11.4 FLITECHARTS airport selected in the active flight plan, the chart appears
on the screen. When no flight plan is active, or when
The optional FliteCharts feature resembles the paper not flying to a direct-to destination, pressing the SHW
version of AeroNav Services terminal procedures charts. CHRT Softkey displays the chart for the nearest airport,
The charts are displayed with high-resolution and in color if available.
for applicable charts. FliteCharts database subscription is
available from Garmin.
SHW CHRT
CHRT OPT CHRT INFO DP STAR APR WX GO BACK
Presssing the GO BACK Softkey returns

to the top-level softkeys and previous page.
ALL FIT WDTH FULL SCN BACK

to the Chart Selection Softkeys.
Figure 11-23 FliteCharts Softkeys
FEATURES
NOTAMs are not available with FliteCharts. The Day/Night View

NOTAM Softkey label appears subdued and is disabled. FliteCharts can be displayed on a white or black
When no terminal procedure chart is available, the background for day or night viewing. The Day View offers
banner CHART NOT AVAILABLE appears on the screen. a better presentation in a bright environment.
The CHART NOT AVAILABLE banner does not refer to
the FliteCharts subscription, but rather the availability Selecting Day, Night, or Automatic View:
of a particular airport chart selection or procedure for a 1) While viewing a terminal chart press the MENU
selected airport. Key to display the Page Menu OPTIONS (see Figure
If there is a problem in rendering the data (such as a 11-22).
data error or a failure of an individual chart), the banner 2) Turn the large FMS Knob to highlight the Chart
UNABLE TO DISPLAY CHART is then displayed. Setup Menu Option and press the ENT Key.
Chart Options 3) Turn the large FMS Knob to move to the COLOR
SCHEME Option (see Figure 11-22).
Pressing the CHRT OPT Softkey displays the next
level of softkeys, the chart options level (Figure 11-24). 4) Turn the small FMS Knob to choose between Day,
Pressing the ALL Softkey shows the entire chart on Auto, and Night Options.
the screen. 5) If Auto Mode is selected, turn the large FMS
Knob to select the percentage field. Use the small
FMS Knob to change the percentage value. The
percentage value is the day/night crossover point
based on the percentage of backlighting intensity.
For example, if the value is set to 15%, the day/
night display changes when the display backlight
reaches 15% of full brightness.
The display must be changed in order for the new
setting to become active. This may be accomplished
by selecting another page or changing the display
range.
6) Press the FMS Knob when finished to remove the
Chart Setup Menu.
11.5 AOPA AIRPORT DIRECTORY

Figure 11-24 Airport Information Page, ALL View Selected
The Aircraft Owners and Pilots Association (AOPA)
Airport Directory database offers detailed information
Pressing the FIT WIDTH Softkey fits the width of the regarding services, hours of operation, lodging options,
chart in the display viewing area. and more. This information is viewed on the Airport
Pressing the FULL SCN Softkey alternates between Directory Page by selecting the INFO Softkey until INFO-
removing and replacing the data window to the right. 2 is displayed.
FEATURES
11.6 XM RADIO ENTERTAINMENT Active Channel and Channel List

(SERVICE OPTIONAL) The Active Channel Box on the XM Radio Page
displays the currently selected channel that the XM Radio
NOTE: Refer to the Hazard Avoidance Section is using.
for information about XM Weather products. The Channels List Box of the XM Radio Page shows
a list of the available channels for the selected category.
The optional XM Radio entertainment feature is Channels can be stepped through one at a time or may be
available for the pilot’s and passengers’ enjoyment selected directly by channel number.
throughout the Continental U.S. Selecting a channel from the channel list:
Using XM Radio 1) While on the XM Radio Page, press the CHNL
Softkey.
The XM Radio Page provides information and control
of the audio entertainment features of the XM Satellite 2) Press the CH + Softkey to go up through the list in
Radio. the Channel Box, or move down the list with the
CH – Softkey.
Selecting the XM Radio Page:
Or:
1) Turn the large FMS Knob to select the ‘AUX’ page
1) Press the FMS Knob to highlight the channel list
group.
and turn the large FMS Knob to scroll through the
2) Turn the small FMS Knob to select the displayed channels.
AUX - XM Information Page.
2) Press the ENT Key to activate the selected
3) Press the RADIO Softkey to show the XM Radio channel.
Page where audio entertainment is controlled.
Selecting a channel directly:
1) While on the XM Radio Page, press the CHNL
Softkey.
2) Press the DIR CH Softkey. The channel number in
the Active Channel Box is highlighted.
3) Press the numbered softkeys located on the bottom
of the display to directly select the desired channel
number.
4) Press the ENT Key to activate the selected
channel.
Figure 11-25 XM Radio Page
FEATURES
Category Presets
The Category Box of the XM Radio Page displays Up to 15 channels from any category can be assigned
the currently selected category of audio. Categories of a preset number. The preset channels are selected by
channels such as jazz, rock, or news can be selected to pressing the PRESETS and MORE Softkeys. Then the
list the available channels for a type of music or other preset channel can be selected directly and added to the
contents. One of the optional categories is PRESETS to channel list for the Presets category.
view channels that have been programmed.
Setting a preset channel number:
Selecting a category: 1) On the XM Radio Page, while listening to an Active
1) Press the CATGRY Softkey on the XM Radio Channel that is wanted for a preset, press the
Page. PRESETS Softkey to access the first five preset
channels (PS1 - PS5) (Figure 11-27).
2) Press the CAT + and CAT - Softkeys to cycle
through the categories. 2) Press the MORE Softkey to access the next five
channels (PS6 – PS10), and again to access the
Or: last five channels (PS11 – PS15). Pressing the
Turn the small FMS Knob to display the Categories MORE Softkey repeatedly cycles through the preset
list (Figure 11-26). Highlight the desired category channels.
with the small FMS Knob and press the ENT Key. 3) Press any one of the (PS1 - PS15) softkeys to assign
Selecting All Categories places all channels in the a number to the active channel.
list.
4) Press the SET Softkey on the desired channel
number to save the channel as a preset.
Pressing the BACK Softkey, or waiting during 45

seconds of softkey inactivity, returns the system to the top
level softkeys.
Figure 11-26 Categories List
Figure 11-27 Accessing and Selecting XM Preset Channels
FEATURES
Volume Audio availability conforms to the following three

Radio volume is shown as a percentage. Volume level is states:
controlled by pressing the VOL Softkey, which brings up • Audio is available on the ground until the aircraft
the MUTE Softkey and the volume increase and decrease exceeds 30 knots
softkeys. • Audio is automatically muted (not available) from
Airborne Status up to 80 knots airspeed
Adjusting the volume:
• Audio is available when airspeed is over 80 knots
1) With the XM Radio Page displayed, press the VOL
Softkey. Unmuting XM audio:
2) Press the VOL – Softkey to reduce volume or press 1) With the XM Radio Page displayed, press the VOL
the VOL + Softkey to increase volume. (Once the Softkey.
VOL Softkey is pressed, the volume can also be 2) Press the MUTE Softkey to restore (unmute) XM
adjusted using the small FMS Knob.) Audio.
3) Press the MUTE Softkey to mute the audio. Press
the MUTE Softkey again to unmute the audio. 11.7 SCHEDULER
The Scheduler feature can be used to enter and display
reminder messages (e.g., Change oil, Switch fuel tanks,
or Altimeter-Transponder Check) in the Alerts Window
on the PFD. Messages can be set to display based on a
specific date and time (event), once the message timer
Figure 11-28 Volume Control reaches zero (one-time; default setting), or recurrently
whenever the message timer reaches zero (periodic).
Message timers set to periodic alerting automatically reset
Automatic Audio Muting to the original timer value once the message is displayed.
XM Radio audio is muted automatically when the When power is cycled, all messages are retained until
aircraft groundspeed exceeds approximately 30 knots and deleted, and message timer countdown is resumed.
the airspeed is less than approximately 80 knots. The
audio is not unmuted automatically. The audio must be
manually unmuted once the aircraft is airborne and outside
the applicable speed range. Automatic Audio Muting has
been implemented to meet regulatory requirements that
the aural stall warning be heard.
When the aircraft is operating within the automute
airspeed range, the MUTE Softkey and the volume
softkeys are subdued, and the Unmute selection of the
Page Menu is unavailable, preventing the audio from being
unmuted at this time.
Figure 11-29 PFD Alerts Window
FEATURES
7) Press the ENT Key again or use the large FMS Knob
to move the cursor to the next field.
8) For periodic and one-time message, use the FMS
Knob to enter the timer value (HH:MM:SS) from
which to countdown and press the ENT Key.
9) For event-based messages:
a) Use the FMS Knob to enter the desired date
(DD-MM-YY) and press the ENT Key.
b) Press the ENT Key again or use the large FMS
Knob to move the cursor to the next field.
c) Use the FMS Knob to enter the desired time
(HH:MM) and press the ENT Key.
Figure 11-30 Scheduler (Utility Page) to move the cursor to enter the next message.
Deleting a scheduler message:
Entering a scheduler message:
1) Select the AUX - Utility Page.
1) Select the AUX - Utility Page.
2) Press the FMS Knob momentarily to activate the
2) Press the FMS Knob momentarily to activate the
flashing cursor.
flashing cursor.
3) Turn the large FMS Knob to highlight the name
3) Turn the large FMS Knob to highlight the first
field of the scheduler message to be deleted.
empty scheduler message naming field.
4) Press the CLR Key to clear the message text. If
4) Use the FMS Knob to enter the message text to be
the CLR Key is pressed again, the message is
displayed in the Alerts Window and press the ENT
restored.
Key.
5) Press the ENT Key while the message line is cleared
to clear the message time.
to move the cursor to the field next to Type.
6) Turn the small FMS Knob to select the message
alert type:
• Event—Message issued at the specified
date/time
• One-time—Message issued when the mes-
sage timer reaches zero (default setting)
• Periodic—Message issued each time the
message timer reaches zero
FEATURES
11.8 ELECTRONIC CHECKLISTS Accessing and navigating checklists:

1) From any page on the MFD, press the CHKLIST
NOTE: The checklists presented here are for Softkey turn the large FMS Knob to select the
example only and may not reflect checklists actu- Checklist Page.
ally available for the Cessna NAV III Aircraft. This 2) Turn the large FMS Knob to select the ‘GROUP’
material is not intended to replace the checklist field.
information presented in the AFM or the Pilot
Safety and Warning Supplements document.
procedure and press the ENT Key.
4) Turn the large FMS Knob to select the ‘CHECKLIST’
NOTE: Garmin is not responsible for the content
field.
of checklists. Cessna NAV III Aircraft checklists
are created, modified, and updated by the aircraft 5) Turn the FMS Knob to select the desired checklist
manufacturer. and press the ENT Key. The selected checklist item
is indicated with white text surrounded by a white
The optional checklist functions are displayed on two box.
levels of softkeys that are available on any MFD page. 6) Press the ENT Key or CHECK Softkey to check the
The MFD is able to display optional electronic check- selected checklist item. The line item turns green and
lists which allow a pilot to quickly find the proper proce- a checkmark is placed in the associated box. The next
dure on the ground and during each phase of flight. The line item is automatically selected for checking.
G1000 accesses the checklists from an SD card inserted Either FMS Knob can be used to scroll through the
into the bezel slot. If the SD card contains an invalid checklist and select the desired checklist item.
checklist file or no checklist, the Power-up Page messages
Press the CLR Key or UNCHECK Softkey to remove
display ‘Checklist File: Invalid’ or ‘Checklist File: N/A’ (not
a check mark from an item.
available) and the CHKLIST Softkey is not available.
(Optional)
SYSTEM MAP DCLTR SHW CHRT CHKLIST
SYSTEM CHECK EXIT EMERGCY
The CHECK Softkey label changes to UNCHECK

when the checklist item is already checked.
Figure 11-31 Checklist Softkeys
FEATURES
7) When all checklist items have been checked, Accessing emergency procedures:
‘*Checklist Finished*’ is displayed in green text at 1) From any page on the MFD, press the CHKLIST
the bottom left of the checklist window. If all items Softkey turn the large FMS Knob to select the
in the checklist have not be checked, ‘*CHECKLIST Checklist Page.
NOT FINISHED*’ will be displayed in yellow text.\
2) Press the EMERGCY Softkey.
8) Press the ENT Key. ‘GO TO NEXT CHECKLIST?’ will
be highlighted by the cursor. 3) Turn the FMS Knob to select the desired emergency
checklist and press the ENT Key.
9) Press the ENT Key to advance to the next
checklist. 4) Press the ENT Key or CHECK Softkey to check
the selected emergency checklist item. The line
10) Press the EXIT Softkey to exit the Checklist Page item turns green and a checkmark is placed in the
and return to the page last viewed. box next to it. The next line item is automatically
highlighted for checking.
Figure 11-32 Sample Checklist
FEATURES
Either FMS Knob can be used to scroll through the 7) Press the ENT Key to advance to the next
checklist and select the desired checklist item. checklist.
Press the CLR Key or UNCHECK Softkey to remove 8) Press the RETURN Softkey to return to the previous
a check mark from an item. checklist.
5) When all checklist items have been checked, 9) Press the EXIT Softkey to exit the Checklist Page
‘*Checklist Finished*’ is displayed in green text at and return to the page last viewed.
the bottom left of the checklist window. If all items
in the checklist have not be checked, ‘*CHECKLIST
NOT FINISHED*’ will be displayed in yellow text.\
6) Press the ENT Key. ‘GO TO NEXT CHECKLIST?’ will
be highlighted by the cursor.
Figure 11-33 Emergency Checklist Page Example
FEATURES
11.9 FLIGHT DATA LOGGING Data is written to the SD card once each second while
the MFD is powered on. All flight data logged on a specific
NOTE: Some aircraft installations may not date is stored in a file named in a format which includes
provide all aircraft/engine data capable of being that date (dataYYYY_MM_DD.csv). The file is created
logged by the system. automatically each time the G1000 system is powered on,
provided an SD card has been inserted.
The Flight Data Logging feature will automatically The status of the Flight Data Logging feature can be
store critical flight and engine data on an SD data card viewed on the AUX-UTILITY Page. If no SD card has been
(up to 8GB) inserted into the top card slot of the MFD. inserted, “NO CARD” is displayed. When data is being
Approximately 1,000 flight hours can be recorded for written to the SD card, “LOGGING DATA” is displayed.
each 1GB of available space on the card. The following is a list of data parameters the G1000
system is capable of logging for the Cessna Nav III
aircraft.
• Date • Longitude (degrees; geodetic; • GPS fix
• Time +East) • GPS horizontal alert limit
• GPS altitude (MSL) • Magnetic Heading (degrees) • GPS vertical alert limit
• GPS altitude (WGS84 datum) • HSI source • SBAS GPS horizontal
• Baro-Corrected altitude (feet) • Selected course protection level
• Baro Correction (in/Hg) • Com1/Com2 frequency • SBAS GPS vertical protection
• Nav1/Nav2 frequency level
• Indicated airspeed (kts)
• CDI deflection • Fuel Qty (right & left)(gals)
• Vertical speed (fpm)
• VDI/GP/GS deflection • Fuel Flow (gph)
• GPS vertical speed (fpm)
• Wind Direction (degrees) • Fuel Pressure (psi)
• OAT (degrees C)
• Wind Speed (knots) • Voltage 1 and/or 2
• True airspeed (knots)
• Active Waypoint Identifier • Amps 1 and/or 2
• Pitch Attitude Angle (degrees)
• Distance to next waypoint • Engine RPM
• Roll Attitude Angle (degrees)
(nm) • Oil Pressure (psi)
• Lateral and Vertical G Force (g)
• Bearing to next waypoint • Oil Temperature (deg. F)
• Ground Speed (kts)
(degrees) • TIT (deg. F)
• Ground Track (degrees
• Magnetic variation (degrees) • Manifold Pressure (in. Hg)
magnetic)
• Autopilot On/Off • CHT
• Latitude (degrees; geodetic;
+North) • AFCS roll/pitch modes • EGT
• AFCS roll/pitch commands
FEATURES
The .csv file may be viewed with Microsoft Excel® or 11.10 AUXILIARY VIDEO (OPTIONAL)
other spreadsheet applications.
The file containing the recorded data will appear in the There are four modes of operation of the optional
format shown in Figure 11-33. This file can be imported auxiliary video display: Full-Screen, Full-Screen with
into most computer spreadsheet applications. Digital Zoom, Split-Screen with Map, and Split-Screen
with Map and Digital Zoom.
Nearest Airport Displaying auxiliary video:
(A blank will be
Local Date Local 24hr Time inserted if no airport 1) Turn the large FMS Knob on the MFD to select the
YYMMDD HHMMSS is found)
AUX page group.
2) Turn the small FMS Knob to select VIDEO and display
the AUX-VIDEO Page.
log_090210_104506_KIXD.csv Control of the AUX - VIDEO Page can also be accessed

through the Page Menu.
Figure 11-34 Log File Format
Data logging status can be monitored on the AUX-

UTILITY Page.
Figure 11-35 AUX - VIDEO Page Menu
The video display softkeys shown in the following

illustration appear on the AUX - VIDEO Page.
FEATURES
ENGINE MAP INPUT SETUP VID ZM+ VID ZM- MAP ACTV HIDE MAP
VID ACTV
CNTRST - CNTRST + BRIGHT - BRIGHT + SAT - SAT + RESET BACK

to the Previous Level Softkeys.
Figure 11-36 Video Display Softkeys
Selecting video menu options:

4) Press the SAT - or SAT +, to adjust display
1) While viewing the AUX - VIDEO Page press the saturation five percent increments from 0 to
MENU Key to display the Page Menu OPTIONS. 100%.
2) Turn the large FMS Knob to highlight the desired 5) If desired, return the display to the default settings
video adjustment option and press the ENT Key. by pressing the RESET Softkey.
Once the ENT key is pressed on any option, the page 6) Press the BACK Softkey to return to the previous
menu closes and returns to the AUX - VIDEO Page. softkey level.
Video Setup Display Selection

Video brightness, contrast, and saturation may be Pressing the HIDE MAP Softkey removes the map
adjusted be selecting the setup function. While viewing and displays video on the full screen. The softkey label
the setup function softkeys, after 45 seconds of softkey changes to grey with black characters. Pressing the HIDE
inactivity, the system reverts to the AUX - VIDEO Page MAP Softkey again restores the map view and the small
softkeys. video image. The softkey label returns to white characters
on a black background.
Adjusting the video settings:
1) With the AUX-VIDEO Page displayed, press the Input Selection
SETUP Softkey. While on the AUX - VIDEO Page, press the INPUT
2) Press the BRIGHT - or BRIGHT +, to adjust display Softkey to select the EVS or AUX video source.
brightness in five percent increments from 0 to
100%.
3) Press the CNTRST- or CNTRST +, to adjust display
contrast in five percent increments from 0 to
100%.
FEATURES
Zoom/Range
Pressing the VID ZM + or VID ZM - Softkeys increases
or decreases video display magnification between 1x and
10x.
The RANGE Knob can be used to increase or decrease
the range setting on the map display or zoom in and out on
the video display. While in the Split-Screen mode, pressing
the MAP ACTV or VID ACTV Softkey determines which
display the RANGE Knob adjusts. Pressing the softkey to
display MAP ACTV allows the RANGE Knob to control
the range setting of the map display. Pressing the softkey
to display VID ACTV allows the RANGE Knob to control
the zoom setting of the video display.
When zooming in on the video display, a Zoom Window
Figure 11-37 AUX - Video Split-Screen will appear in the upper right of the display. A box within
this window indicates the portion of the display currently
being viewed. The currently displayed portion of the full
display may be adjusted by using Joystick.
Current Zoom
View Window
Figure 11-38 Full Screen Video Display
Figure 11-39 Zoom Window
SECTION 12 – ABNORMAL
OPERATION
SECTION 12: ABNORMAL Reversionary display mode can also be manually

activated by the pilot if the system fails to detect a display
OPERATION problem. The Reversionary Mode is activated manually
by pressing the red DISPLAY BACKUP Button on the
bottom of the audio panel (GMA 1347). Pressing the red
12.1 REVERSIONARY MODE DISPLAY BACKUP Button again deactivates Reversionary
Should a system detected failure occur in either display, Mode.
the G1000 automatically enters Reversionary Mode. In
Reversionary Mode, critical flight instrumentation is NOTE: The Cessna Pilot’s Operating Handbook
(POH) always takes precedence over the
combined with engine instrumentation on the remaining
information found in this section.
display. Reduced navigation capability is available on the
Reversionary Mode display.
Normal PFD Display Normal MFD Display
MFD in Reversionary Mode
Figure 12-1 G1000 Reversionary Mode: Failed PFD
OPERATION
12.2 ABNORMAL COM OPERATION Red extreme pitch warning chevrons pointing toward
the horizon are displayed starting at 50 degrees above and
When a COM tuning failure is detected by the system, 30 degrees below the horizon line.
the emergency frequency (121.500 MHz) is automatically
loaded into the active frequency field of the COM radio
for which the tuning failure was detected. In the event of
a dual display failure, the emergency frequency (121.500
MHz) automatically becomes the active frequency to the
pilot through the pilot headset.
12.3 UNUSUAL ATTITUDES

Figure 12-2 Extreme Pitch Indication
The PFD ‘declutters’ when the aircraft enters an unusual
attitude. Only the primary functions are displayed in
these situations. 12.4 STORMSCOPE OPERATION WITH
The following information is removed from the PFD LOSS OF HEADING INPUT
(and corresponding softkeys are disabled) when the air- If heading is lost, strikes and/or cells must be cleared
craft experiences unusual attitudes: manually after the execution of each turn. This is to
• Traffic Annunciations • Windows displayed in ensure that the strike and/or cell positions are depicted
• AFCS Annunciations the lower right corner accurately in relation to the nose of the aircraft.
• Flight Director of the PFD:
Command Bars – Timer/References 12.5 HAZARD DISPLAYS WITH LOSS OF
• Inset Map – Nearest Airports
GPS POSITION
• Temperatures – Flight Plan
• DME Information – Messages If GPS position is lost, or becomes invalid, selected
Window – Procedures hazards being displayed on the Navigation Map Page are
• Wind Data – DME Tuning removed until GPS position is again established. The
• Selected Heading Box • Barometric Minimum icons in the lower right of the screen, indicating the
• Selected Course Box Descent Altitude Box selected functions for display, will show an ‘X’, as shown
• Transponder Status • Glideslope, Glidepath, in Figure 12-3.
Box and Vertical Deviation
• System Time Indicators
• PFD Setup Menu • Altimeter Barometric
Setting
• Selected Altitude Figure 12-3 Loss of Hazard Functions
• VNV Target Altitude with Loss of GPS Position
OPERATION
12.6 DEAD RECKONING Normal navigation using GPS/SBAS source data resumes
automatically once a valid GPS solution is restored.
It is important to note that estimated navigation
WARNING: DR Mode is inherently less accurate data supplied by the G1000 in DR Mode may become
than the standard GPS/SBAS Mode due to the
increasingly unreliable and must not be used as a sole
lack of satellite measurements needed to deter-
mine a position. Changes in wind speed and/or
means of navigation. If while in DR Mode airspeed and/or
wind direction compound the relative inaccuracy heading data is also lost or not available, the DR function
of DR Mode. may not be capable of accurately tracking your estimated
position and, consequently, the system may display a path
While in Enroute or Oceanic phase of flight, if the that is different than the actual movement of the aircraft.
G1000 detects an invalid GPS solution or is unable to Estimated position information displayed by the G1000
calculate a GPS position, the system automatically reverts through DR while there is no heading and/or airspeed
to Dead Reckoning (DR) Mode. In DR Mode, the G1000 data available should not be used for navigation.
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.
NOTE: Dead Reckoning Mode only functions in

Enroute (ENR) or Oceanic (OCN) phase of flight.
In all other phases, an invalid GPS solution CDI ‘DR’ Indication on PFD Symbolic Aircraft
produces a ‘NO GPS POSITION’ annunciation on (Map pages and Inset Map)
the map and the G1000 stops navigating in GPS Figure 12-4 Dead Reckoning Indications
Mode.
As a result of operating in DR Mode, all GPS-derived
DR Mode is indicated on the G1000 by the appearance data is computed based upon an estimated position and is
of the letters ‘DR’ superimposed in yellow over the ‘own displayed as yellow text on the display to denote degraded
aircraft’ symbol as shown in Figure 12-4. In addition, navigation source information. This data includes the
‘DR’ is prominently displayed, also in yellow, on the HSI following:
slightly above and to the right of the aircraft symbol on the • Navigation Status Box fields except Active Leg, TAS,
CDI as shown in Figure 12-4. The CDI deviation bar is and DTK
displayed in yellow, but will be removed from the display • GPS Bearing Pointer
after 20 minutes. Lastly, but at the same time, a ‘GPS NAV • Wind data and pointers in the Wind Data Box on
LOST’ alert message appears on the PFD. the PFD and MFD
• Current Track Indicator
• All Bearing Pointer Distances
• Active Flight Plan distances, bearings, and ETE
values
OPERATION
Also, while the G1000 is in DR Mode, the autopilot will

couple to GPS for up to 20 minutes. Terrain Proximity,
TERRAIN-SVS, and TAWS are also disabled. Additionally,
the accuracy of all nearest information (airports, airspaces,
and waypoints) is questionable. Finally, airspace alerts
continue to function, but with degraded accuracy.
SECTION 13 – ANNUNCIATIONS
& ALERTS
SECTION 13: ANNUNCIATIONS & • Softkey Annunciation: During certain alerts,

the ALERTS Softkey may appear as a flashing
ALERTS annunciation to accompany an alert. The ALERTS
Softkey assumes a new label consistent with the
alert level (WARNING, CAUTION, or ADVISORY).
NOTE: The Cessna aircraft Pilot’s Operating By pressing the softkey annunciation, the pilot
Handbook (POH) supersedes information found
acknowledges awareness of the alert. The softkey
in this document.
then returns to the previous ALERTS label. If alerts
The G1000 Alerting System conveys alerts to the pilot are still present, the ALERTS label is displayed in
using a combination of the following items: inverse video (white background with black text).
The pilot can press the ALERTS Softkey a second
• Annunciation Window: The Annunciation Window time to view alert text messages.
displays abbreviated annunciation text. Text color is
based on alert levels described later in the Alert Levels • System Annunciations: Typically, a large red ‘X’
Definitions section. The Annunciation Window appears in windows when a failure is detected in the
is located to the right of the Altimeter and Vertical LRU providing the information to the window. See
Speed Indicator on the display. All Cessna Nav III the G1000 System Annunciations section for more
annunciations can be displayed simultaneously in information.
the Annunciation Window. A white horizontal line • Audio Alerting System: The G1000 system issues
separates annunciations that are acknowledged from audio alert tones when specific system conditions are
annunciations that are not yet acknowledged. Higher met. See the Alert Levels Definitions section for more
priority annunciations are displayed towards the top information.
of the window. Lower priority annunciations are
displayed towards the bottom of the window.
• Alerts Window: The Alerts Window displays alert
text messages. Up to 64 prioritized alert messages
can be displayed in the Alerts Window. Pressing System
Annunciation
the ALERTS Softkey displays the Alerts Window. Red ‘X’
Pressing the ALERTS Softkey a second time removes
the Alerts Window from the display. When the Alerts Annunciation
Window
Window is displayed, the pilot can use the large FMS
Knob to scroll through the alert message list.
Alerts Window
ALERTS Softkey
Annunciation
Figure 13-1 G1000 Alerting System
& ALERTS
13.1 ALERT LEVEL DEFINITIONS

The G1000 Alerting System, as installed in Cessna Nav
III aircraft, uses three alert levels. Figure 13-2 WARNING Softkey
Annunciation
• WARNING: This level of alert requires immediate
pilot attention. A warning alert is annunciated in
the Annunciation Window and is accompanied
by a continuous aural tone. Text appearing in the
Annunciation Window is RED. A warning alert is Figure 13-3 CAUTION Softkey
also accompanied by a flashing WARNING Softkey Annunciation
annunciation, as shown in Figure 13-2. Pressing
the WARNING Softkey acknowledges the presence
of the warning alert and stops the aural tone, if
applicable.
• CAUTION: This level of alert indicates the Figure 13-4 ADVISORY Softkey
existence of abnormal conditions on the aircraft Annunciation
that may require pilot intervention. A caution alert
is annunciated in the Annunciation Window and is
accompanied by a single aural tone. Text appearing
in the Annunciation Window is YELLOW. A caution
alert is also accompanied by a flashing CAUTION
Softkey annunciation, as shown in Figure 13-3.
Pressing the CAUTION Softkey acknowledges the
presence of the caution alert.
• MESSAGE ADVISORY: This level of alert provides
general information to the pilot. A message
advisory alert does not issue annunciations in the
Annunciation Window. Instead, message advisory
alerts only issue a flashing ADVISORY Softkey
annunciation, as shown in Figure 13-4. Pressing
the ADVISORY Softkey acknowledges the presence
of the message advisory alert and displays the alert
text message in the Alerts Window.
& ALERTS
13.2 NAV III AIRCRAFT ALERTS Safe Operating Annunciation (T182, T206, and
206 with Prop De-Ice Only)
The following alerts are configured specifically for the
Cessna Nav III aircraft. See the Cessna Pilot’s Operating Annunciation Window Text Audio Alert
Handbook (POH) for information regarding pilot PROP HEAT No Tone
responses.
WARNING Alerts (172R, 172S, 182T, T182T, 206H, 13.3 CO GUARDIAN MESSAGES
and T206H)
Alerts Window Message Comments
Annunciation Window Text Audio Alert CO DET SRVC – The carbon There is a problem within
CO LVL HIGH monoxide detector needs the CO Guardian that
HIGH VOLTS service. requires services.
Continuous Aural Tone
LOW VOLTS* CO DET FAIL – The carbon Loss of communication
OIL PRESSURE monoxide detector is inopera- between the G1000 and
tive. the CO Guardian.
PITCH TRIM** No Tone
* Aural tone is inhibited while the aircraft is on the ground.
** KAP 140 installations only
CAUTION Alerts (172R, 172S, 182T, T182T, 206H,

and T206H)
Annunciation Window Text Audio Alert
LOW FUEL L
LOW FUEL R
Single Aural Tone
LOW VACUUM
STBY BATT
CAUTION Alerts (T182, T206, and 206 with Prop

De-Ice Only)
Annunciation Window Text Audio Alert
PROP HEAT Single Aural Tone
& ALERTS
13.4 AFCS ALERTS System Status Annunciation
System Status Annunciation

The following alert annunciations appear in the AFCS
System Status Annunciation on the PFD.
Figure 13-5 AFCS System Status Annunciation
Condition Annunciation Description

Pitch Failure Pitch axis control failure. AP is inoperative.
Roll Failure Roll axis control failure. AP is inoperative.
MET Switch Stuck, or If annunciated when AP is engaged, take control of the aircraft and disengage the autopilot. If
Pitch Trim Axis Control annunciated when AP is not engaged, move each half of the MET switch separately to check if a
Failure stuck switch is causing the annunciation.
System Failure AP and MET are unavailable. FD may still be available.
Elevator Mistrim Up A condition has developed causing the pitch servo to provide a sustained force. Be prepared to
apply nose up control wheel force upon autopilot disconnect.
Elevator Mistrim Down A condition has developed causing the pitch servo to provide a sustained force. Be prepared to
apply nose down control wheel force upon autopilot disconnect.
Aileron Mistrim Left A condition has developed causing the roll servo to provide a sustained left force. Ensure the slip/
skid indicator is centered and observe any maximum fuel imbalance limits.
Aileron Mistrim Right A condition has developed causing the roll servo to provide a sustained right force. Ensure the
slip/skid indicator is centered and observe any maximum fuel imbalance limits.
Preflight Test Performing preflight system test. Upon completion of the test, the aural alert is heard.
Preflight system test has failed.
& ALERTS
13.5 TERRAIN-SVS ALERTS

The following table shows the possible Terrain-SVS alert types with corresponding annunciations and aural
messages.
PFD/MFD
MFD
Alert Type Alert Aural Message
Pop-Up Alert
Annunciation
Reduced Required Terrain Clearance “Warning; Terrain, Terrain”
Warning (RTC)
Imminent Terrain Impact Warning (ITI) “Warning; Terrain, Terrain”
Reduced Required Obstacle Clearance “Warning; Obstacle, Obstacle”

Warning (ROC)
Imminent Obstacle Impact Warning (IOI) “Warning; Obstacle, Obstacle”
Reduced Required Terrain Clearance “Caution; Terrain, Terrain”

Caution (RTC)
Imminent Terrain Impact Caution (ITI) “Caution; Terrain, Terrain”
Reduced Required Obstacle Clearance “Caution; Obstacle, Obstacle”

Caution (ROC)
Imminent Obstacle Impact Caution (IOI) “Caution; Obstacle, Obstacle”
The following system status annunciations may also be issued.

System Test in Progress TERRAIN TEST None
System Test Pass None None “Terrain System Test OK”
Terrain Alerting is disabled None None
MFD Terrain or Obstacle database
unavailable or invalid. Terrain-SVS operating None TERRAIN DATABASE FAILURE None
with PFD Terrain or Obstacle databases
Terrain System Test Fail TERRAIN FAIL “Terrain System Failure”
Terrain or Obstacle database unavailable
or invalid, invalid software configuration, TERRAIN FAIL “Terrain System Failure”
system audio fault
& ALERTS

No GPS position NO GPS POSITION “Terrain System Not Available”
Excessively degraded GPS signal, Out of
None “Terrain System Not Available”
database coverage area
Sufficient GPS signal received after loss None None “Terrain System Available”
13.6 TAWS ALERTS

The following table shows the possible TAWS alert types with corresponding annunciations and aural messages.
PFD/MFD
MFD
Alert Type TAWS-B Page Aural Message
Pop-Up Alert
Annunciation
Excessive Descent Rate Warning (EDR) “Pull Up”
Reduced Required Terrain Clearance Warn- “Terrain, Terrain; Pull Up, Pull Up”
ing (RTC) or or
“Terrain Ahead, Pull Up; Terrain Ahead, Pull Up”
Imminent Terrain Impact Warning (ITI) Terrain Ahead, Pull Up; Terrain Ahead, Pull Up”
or or
“Terrain, Terrain; Pull Up, Pull Up”
Reduced Required Obstacle Clearance “Obstacle, Obstacle; Pull Up, Pull Up”
Warning (ROC) or or
“Obstacle Ahead, Pull Up; Obstacle Ahead, Pull Up”
Imminent Obstacle Impact Warning (IOI) “Obstacle Ahead, Pull Up; Obstacle Ahead, Pull Up”
or or
“Obstacle, Obstacle; Pull Up, Pull Up”
Reduced Required Terrain Clearance Caution “Caution, Terrain; Caution, Terrain”
(RTC) or or
“Terrain Ahead; Terrain Ahead”
Imminent Terrain Impact Caution (ITI) “Terrain Ahead; Terrain Ahead”
or or
“Caution, Terrain; Caution, Terrain”
Reduced Required Obstacle Clearance “Caution, Obstacle; Caution, Obstacle”
Caution (ROC) or or
“Obstacle Ahead; Obstacle Ahead”
Imminent Obstacle Impact Caution (IOI) “Obstacle Ahead; Obstacle Ahead”
or or
“Caution, Obstacle; Caution, Obstacle”
& ALERTS
PFD/MFD
MFD
Alert Type TAWS-B Page Aural Message
Pop-Up Alert
Annunciation
Premature Descent Alert Caution (PDA) “Too Low, Terrain”
Altitude Callout “500” None None “Five-Hundred”
Excessive Descent Rate Caution (EDR) “Sink Rate”
Negative Climb Rate Caution (NCR) “Don’t Sink”
or or
“Too Low, Terrain”
TAWS SYSTEM STATUS ANNUNCIATIONS

System Test in Progress TAWS TEST None
System Test Pass None None “TAWS System Test OK”
MFD Terrain or Obstacle database unavailable or
invalid. TAWS operating with PFD Terrain or Obstacle None TERRAIN DATABASE FAILURE None
databases
TAWS-B System Test Fail TAWS FAIL “TAWS System Failure”
Terrain or Obstacle database unavailable or invalid,
TAWS FAIL “TAWS System Failure”
invalid software configuration, system audio fault
No GPS position NO GPS POSITION “TAWS Not Available”
Excessively degraded GPS signal, Out of database
None “TAWS Not Available”
coverage area
Sufficient GPS signal received after loss None None “TAWS Available”
& ALERTS
13.7 OTHER G1000 AURAL ALERTS
Aural Alert Description

“Minimums, minimums” The aircraft has descended below the preset barometric minimum descent altitude.
“Vertical track” The aircraft is one minute from Top of Descent. Issued only when vertical navigation is enabled.
“Traffic” The Traffic Information Service (TIS) or ADS-B traffic system has issued a Traffic Advisory alert
“Traffic not available” The aircraft is outside the Traffic Information Service (TIS) or ADS-B coverage area.
“Traffic, Traffic” Played when a Traffic Advisory (TA) is issued (TAS system).
“One o’clock” through Played to indicate bearing of traffic from own aircraft (GTS 800 only).
“Twelve o’clock”
or “No Bearing”
“High”, “Low”, “Same Played to indicate altitude of traffic relative to own aircraft (GTS 800 only).
Altitude” (if within 200 feet
of own altitude), or “Altitude
not available”
“Less than one mile”, Played to indicate distance of traffic from own aircraft (GTS 800 only).
“One Mile” through “Ten
Miles”, or “More than ten
miles”
& ALERTS
13.8 G1000 SYSTEM ANNUNCIATIONS

When an LRU or an LRU function fails, a large red ‘X’ is typically displayed on areas associated with the failed data.
Refer to the POH for additional information regarding pilot responses to these annunciations.
NOTE: Upon power-up of the G1000 system, certain boxes remain invalid as G1000 equipment begins to
initialize. All boxes should be operational within one minute of power-up. Should any box continue to remain
flagged, the G1000 system should be serviced by a Garmin-authorized repair facility.
System Annunciation Comment
Attitude and Heading Reference System is aligning.
Display system is not receiving attitude information from the AHRS.
Indicates a configuration module failure.
This annunciation is only seen when the autopilot is engaged. The

annunciation indicates an AHRS monitor has detected an abnormal
flight parameter, possibly caused by strong turbulence. In this case, the
situation should correct itself within a few seconds. If there is an actual
failure, a red “X” soon appears over the Attitude Indicator.
Display system is not receiving airspeed input from air data computer.
& ALERTS
System Annunciation Comment
Display is not receiving altitude input from the air data computer.
Display is not receiving vertical speed input from the air data computer.
Display is not receiving valid heading input from AHRS.
Display is not receiving valid transponder information.
Different versions of GDU software are installed in the PFD and MFD. This
can also indicate different versions of navigation databases are installed in
the PFD and MFD. In some circumstances, a cross-talk error between the
PFD and MFD can cause this annunciation.
‘LOI’ Indicates Loss of Integrity of GPS information. GPS information is either

not present or is invalid for navigation use. ‘DR’ may also be seen indicating
that GPS is in Dead Reckoning Mode. Note that AHRS utilizes GPS inputs
during normal operation. AHRS operation may be degraded if GPS signals
are not present (see AFMS).
A red ‘X’ through any other display field, such as engine instrumentation
Other Various Red X Indications
fields, indicates that the field is not receiving valid data.
& ALERTS
A red ‘X’ may be the result of an LRU or an LRU function failure. The Figure 13-6 illustrates all possible flags and the
responsible LRUs.
GIA 63/63W GIA 63/63W

Integrated Avionics Integrated Avionics
Units Units
GDC 74A Air Data
Computer
Database
Mismatch in
GEA 71 Engine PFD and
Airframe Unit MFD
Or
GIA 63/63W GRS 77 AHRS
Integrated Avionics Or
Unit GMU 44
Magnetometer
GIA 63/63W
Integrated Avionics
Units
GDC 74A Air Data GTX 33 Transponder

Computer Or
GIA 63/63W
Figure 13-6 G1000 System Failure Annunciations Integrated Avionics
Units
& ALERTS
13.9 G1000 SYSTEM MESSAGE ADVISORIES

This section describes various G1000 system message advisories. Certain messages are issued due to an LRU or an LRU
function failure. Such messages are normally accompanied by a corresponding red ‘X’ annunciation as shown previously in
the G1000 System Annunciation section.
NOTE: This section provides information regarding G1000 message advisories that may be displayed by the
system. Knowledge of the aircraft, systems, flight conditions, and other existing operational priorities must
be considered when responding to a message. Always use sound pilot judgment. The Cessna aircraft Pilot’s
Operating Handbook (POH) takes precedence over any conflicting guidance found in this section.
MFD & PFD Message Advisories

Message Comments
DATA LOST – Pilot stored data was The pilot profile data was lost. System reverts to default pilot profile and settings.
lost. Recheck settings. The pilot may reconfigure the MFD & PFDs with preferred settings, if desired.
XTALK ERROR – A flight display The MFD and PFD are not communicating with each other. The system should be
crosstalk error has occurred. serviced.
PFD1 SERVICE – PFD1 needs
service. Return unit for repair. The PFD and/or MFD self-test has detected a problem. The system should be
MFD1 SERVICE – MFD1 needs serviced.
service. Return unit for repair.
MANIFEST – PFD1 software
mismatch, communication halted. The PFD and/or MFD has incorrect software installed. The system should be
MANIFEST – MFD1 software serviced.
mismatch, communication halted.
PFD1 CONFIG – PFD1 config error. The PFD configuration settings do not match backup configuration memory. The
Config service req’d. system should be serviced.
MFD1 CONFIG – MFD1 config The MFD configuration settings do not match backup configuration memory. The
error. Config service req’d. system should be serviced.
SW MISMATCH – GDU software The MFD and PFD have different software versions installed. The system should be
version mismatch. Xtalk is off. serviced.
PFD1 COOLING – PFD1 has poor
cooling. Reducing power usage. The PFD and/or MFD is overheating and is reducing power consumption by dimming
MFD1 COOLING – MFD1 has poor the display. If problem persists, the system should be serviced.
cooling. Reducing power usage.
& ALERTS
MFD & PFD Message Advisories (Cont.)

Message Comments
PFD1 KEYSTK – PFD1 [key name]
Key is stuck. A key is stuck on the PFD and/or MFD bezel. Attempt to free the stuck key by
MFD1 KEYSTK – MFD [key name] pressing it several times. The system should be serviced if the problem persists.
Key is stuck.
CNFG MODULE – PFD1 The PFD1 configuration module backup memory has failed. The system should be
configuration module is inoperative. serviced.
PFD1 VOLTAGE – PFD1 has low
The PFD1 voltage is low. The system should be serviced.
voltage. Reducing power usage
MFD1 VOLTAGE – MFD1 has low
The MFD voltage is low. The system should be serviced.
voltage. Reducing power usage
Database Message Advisories
Message Comments
MFD1 DB ERR – MFD1 navigation
database error exists. The MFD and/or PFD detected a failure in the navigation database. Attempt to
PFD1 DB ERR – PFD1 navigation reload the navigation database. If problem persists, the system should be serviced.
database error exists.
MFD1 DB ERR – MFD1 basemap
The MFD and/or PFD detected a failure in the basemap database.
PFD1 DB ERR – PFD1 basemap
MFD1 DB ERR – MFD1 terrain
database error exists. The MFD and/or PFD detected a failure in the terrain database. Ensure that the
terrain card is properly inserted in display. Replace terrain card. If problem persists,
PFD1 DB ERR – PFD1 terrain the system should be serviced.
MFD1 DB ERR – MFD1 terrain
database missing.
The terrain database is present on another LRU, but is missing on the specified LRU.
PFD1 DB ERR – PFD1 terrain
database missing.
& ALERTS
Database Message Advisories (Cont.)

Message Comments
MFD1 DB ERR – MFD1 obstacle
database error exists. The MFD and/or PFD detected a failure in the obstacle database. Ensure that the
data card is properly inserted. Replace data card. If problem persists, the system
PFD1 DB ERR – PFD1 obstacle should be serviced.
MFD1 DB ERR – MFD1 obstacle
database missing. The obstacle database is present on another LRU, but is missing on the specified
PFD1 DB ERR – PFD1 obstacle LRU.
database missing.
MFD1 DB ERR – MFD1 airport
terrain database error exists. The MFD and/or PFD detected a failure in the airport terrain database. Ensure that
the data card is properly inserted. Replace data card. If problem persists, the system
PFD1 DB ERR – PFD1 airport should be serviced.
terrain database error exists.
MFD1 DB ERR – MFD1 airport
terrain database missing. The airport terrain database is present on another LRU, but is missing on the
PFD1 DB ERR – PFD1 airport specified LRU.
terrain database missing.
MFD1 DB ERR – MFD1 Safe Taxi
database error exists. The MFD and/or PFD detected a failure in the Safe Taxi database. Ensure that the
data card is properly inserted. Replace data card. If problem persists, the system
PFD1 DB ERR – PFD1 Safe Taxi should be serviced.
MFD1 DB ERR – MFD1 Chartview The MFD detected a failure in the ChartView database (optional feature). Ensure the
database error exists. data card is properly inserted. Replace data card. If problem persists, system should
be serviced.
MFD1 DB ERR – MFD1 FliteCharts The MFD detected a failure in the FliteCharts database (optional feature). Ensure the
database error exists. data card is properly inserted. Replace data card. If problem persists, system should
be serviced.
MFD1 DB ERR – MFD1 Airport The MFD detected a failure in the Airport Directory database. Ensure that the data
Directory database error exists. card is properly inserted. Replace data card. If problem persists, the system should be
serviced.
& ALERTS
Database Message Advisories (Cont.)

Message Comments
DB MISMATCH – Navigation The PFD and MFD have different navigation database versions or regions installed.
database mismatch. Xtalk is off.Crossfill is off. Check the AUX-SYSTEM STATUS Page to determine versions or
regions. Also, check the AUX-SYSTEM STATUS Page for a database synchronization
function not completed. After synchronization is complete, power must be turned
off, then on.
DB MISMATCH – Terrain database The PFD and MFD have different terrain database versions or regions installed.
mismatch. Check the AUX-SYSTEM STATUS Page to determine versions or regions. Also,
check the AUX-SYSTEM STATUS Page for a database synchronization function not
completed. After synchronization is complete, power must be turned off, then on.
DB MISMATCH – Obstacle The PFD and MFD have different obstacle database versions or regions installed.
database mismatch. Check the AUX-SYSTEM STATUS Page to determine versions or regions. Also,
check the AUX-SYSTEM STATUS Page for a database synchronization function not
completed. After synchronization is complete, power must be turned off, then on.
DB MISMATCH – Airport Terrain The PFD and MFD have different airport terrain database versions or regions
database mismatch. installed. Check the AUX-SYSTEM STATUS Page to determine versions or regions.
Also, check the AUX-SYSTEM STATUS Page for a database synchronization function
not completed. After synchronization is complete, power must be turned off, then
on.
DB MISMATCH – Standby The PFD and MFD have different standby navigation database versions or regions
Navigation database mismatch. installed. Check the AUX-SYSTEM STATUS Page to determine versions or regions.
Also, check the AUX-SYSTEM STATUS Page for a database synchronization function
not completed. After synchronization is complete, power must be turned off, then
on.
NAV DB UPDATED – Active System has updated the active navigation database from the standby navigation
navigation database updated. database.
TERRAIN DSP – [PFD1 or
One of the terrain, airport terrain, or obstacle databases required for TAWS in the
MFD1] Terrain awareness display
specified PFD or MFD is missing or invalid.
unavailable.
& ALERTS
GMA 1347 Message Advisories

Message Comments
GMA1 FAIL – GMA1 is inoperative. The audio panel self-test has detected a failure. The audio panel is unavailable. The
system should be serviced.
GMA1 CONFIG – GMA1 config The audio panel configuration settings do not match backup configuration memory.
error. Config service req’d. The system should be serviced.
MANIFEST – GMA1 software
The audio panel has incorrect software installed. The system should be serviced.
GMA1 SERVICE – GMA1 needs The audio panel self-test has detected a problem in the unit. Certain audio functions
service. Return unit for repair. may still be available, and the audio panel may still be usable. The system should be
serviced when possible.
GIA 63 Message Advisories

Message Comments
GIA1 CONFIG – GIA1 config error.
Config service req’d. The GIA1 and/or GIA2 configuration settings do not match backup configuration
GIA2 CONFIG – GIA2 config error. memory. The G1000 system should be serviced.
Config service req’d.
GIA1 CONFIG – GIA1 audio config
error. Config service req’d. The GIA1 and/or GIA2 have an error in the audio configuration. The G1000 system
GIA2 CONFIG – GIA2 audio config should be serviced.
error. Config service req’d.
GIA1 COOLING – GIA1 temperature
too low. The GIA1 and/or GIA2 temperature is too low to operate correctly. Allow units to
GIA2 COOLING – GIA2 temperature warm up to operating temperature.
too low.
GIA1 COOLING – GIA1 over
temperature. The GIA1 and/or GIA2 temperature is too high. If problem persists, the G1000
GIA2 COOLING – GIA2 over system should be serviced.
temperature.
GIA1 SERVICE – GIA1 needs service.
Return the unit for repair. The GIA1 and/or GIA2 self-test has detected a problem in the unit. The G1000
GIA2 SERVICE – GIA2 needs service. system should be serviced.
Return the unit for repair.
& ALERTS
GIA 63 Message Advisories (Cont.)

Message Comments
MANIFEST – GIA1 software mismatch,
communication halted. The GIA1 and/or GIA 2 has incorrect software installed. The G1000 system should
MANIFEST – GIA2 software mismatch, be serviced.
communication halted.
COM1 TEMP – COM1 over temp.
Reducing transmitter power. The system has detected an over temperature condition in COM1 and/or COM2. The
transmitter is operating at reduced power. If the problem persists, the G1000 system
COM2 TEMP – COM2 over temp. should be serviced.
Reducing transmitter power.
COM1 SERVICE – COM1 needs
service. Return unit for repair. The system has detected a failure in COM1 and/or COM2. COM1 and/or COM2 may
COM2 SERVICE – COM2 needs still be usable. The G1000 system should be serviced when possible.
COM1 PTT – COM1 push-to-talk key
is stuck. The COM1 and/or COM2 external push-to-talk switch is stuck in the enable (or
“pressed”) position. Press the PTT switch again to cycle its operation.
COM2 PTT – COM2 push-to-talk key If the problem persists, the G1000 system should be serviced.
is stuck.
COM1 RMT XFR – COM1 remote
transfer key is stuck. The COM1 and/or COM2 transfer switch is stuck in the enabled (or “pressed”) posi-
tion. Press the transfer switch again to cycle its operation. If the problem persists,
COM2 RMT XFR – COM2 remote the G1000 system should be serviced.
transfer key is stuck.
RAIM UNAVAIL – RAIM is not GPS satellite coverage is insufficient to perform Receiver Autonomous Integrity Moni-
available from FAF to MAP waypoints. toring (RAIM) from the FAF to the MAP waypoints.
LOI – GPS integrity lost. Crosscheck
Loss of GPS integrity monitoring.
with other NAVS.
GPS NAV LOST – Loss of GPS naviga-
Loss of GPS navigation due to insufficient satellites.
tion. Insufficient satellites.
GPS NAV LOST – Loss of GPS
Loss of GPS navigation due to position error.
navigation. Position error.
Loss of GPS navigation due to GPS failure.
navigation. GPS fail.
& ALERTS
GIA 63 Message Advisories (Cont.)

Message Comments
ABORT APR – Loss of GPS navigation.
Abort approach due to loss of GPS navigation.
Abort approach.
TRUE APR – True north approach. Displayed after passing the first waypoint of a true north approach when the nav
Change hdg reference to TRUE. angle is set to ‘AUTO’.
GPS1 FAIL – GPS1 is inoperative.
A failure has been detected in the GPS1 and/or GPS2 receiver. The receiver is
GPS2 FAIL – GPS2 is inoperative. unavailable. The G1000 system should be serviced.
GPS1 SERVICE – GPS1 needs service.

Return unit for repair. A failure has been detected in the GPS1 and/or GPS2 receiver. The receiver may still
GPS2 SERVICE – GPS2 needs service. be available. The G1000 system should be serviced.
Return unit for repair.
NAV1 SERVICE – NAV1 needs service.
Return unit for repair. A failure has been detected in the NAV1 and/or NAV2 receiver. The receiver may still
NAV2 SERVICE – NAV2 needs service. be available. The G1000 system should be serviced.
NAV1 RMT XFR – NAV1 remote
transfer key is stuck. The remote NAV1 and/or NAV2 transfer switch is stuck in the enabled (or “pressed”)
state. Press the transfer switch again to cycle its operation. If the problem persists,
NAV2 RMT XFR – NAV2 remote the G1000 system should be serviced.
G/S1 FAIL – G/S1 is inoperative.
A failure has been detected in glideslope receiver 1 and/or receiver 2. The G1000
G/S2 FAIL – G/S2 is inoperative. system should be serviced.
G/S1 SERVICE – G/S1 needs service.

Return unit for repair. A failure has been detected in glideslope receiver 1 and/or receiver 2. The receiver
G/S2 SERVICE – G/S2 needs service. may still be available. The G1000 system should be serviced when possible.
& ALERTS
GIA 63W Message Advisories

Message Comments
GIA1 CONFIG – GIA1 config error.
Config service req’d. The GIA1 and/or GIA2 configuration settings do not match backup configuration
GIA2 CONFIG – GIA2 config error. memory. The system should be serviced.
Config service req’d.
GIA1 CONFIG – GIA1 audio config
error. Config service req’d. The GIA1 and/or GIA2 have an error in the audio configuration. The system should
GIA2 CONFIG – GIA2 audio config be serviced.
GIA1 COOLING – GIA1
temperature too low. The GIA1 and/or GIA2 temperature is too low to operate correctly. Allow units to
GIA2 COOLING – GIA2 warm up to operating temperature.
temperature too low.
GIA1 COOLING – GIA1 over
temperature. The GIA1 and/or GIA2 temperature is too high. If problem persists, the system
GIA2 COOLING – GIA2 over should be serviced.
temperature.
GIA1 SERVICE – GIA1 needs
service. Return the unit for repair. The GIA1 and/or GIA2 self-test has detected a problem in the unit. The system
GIA2 SERVICE – GIA2 needs should be serviced.
service. Return the unit for repair.
HW MISMATCH – GIA hardware
mismatch. GIA1 communication
halted.
A GIA mismatch has been detected, where only one is SBAS capable.
HW MISMATCH – GIA hardware
mismatch. GIA2 communication
halted.
& ALERTS
GIA 63W Message Advisories (Cont.)

Message Comments
MANIFEST – GIA1 software
mismatch, communication halted. The GIA1 and/or GIA 2 has incorrect software installed. The system should be
MANIFEST – GIA2 software serviced.
MANIFEST – GFC software
Incorrect servo software is installed, or gain settings are incorrect.
MANIFEST– COM1 software
COM1 and/or COM2 software mismatch. The G1000 system should be serviced.
MANIFEST– COM2 software
MANIFEST– NAV1 software
NAV1 and/or NAV2 software mismatch. The G1000 system should be serviced.
MANIFEST– NAV2 software
Reducing transmitter power. The system has detected an over temperature condition in COM1 and/or COM2.
The transmitter is operating at reduced power. If the problem persists, the system
COM1 CONFIG – COM1 config
error. Config service req’d. COM1 and/or COM2 configuration settings do not match backup configuration
COM2 CONFIG– COM2 config memory. The G1000 system should be serviced.
Reducing transmitter power. The system has detected an over temperature condition in COM1 and/or COM2. The
transmitter is operating at reduced power. If the problem persists, the G1000 system
COM1 SERVICE – COM1 needs
service. Return unit for repair. The system has detected a failure in COM1 and/or COM2. COM1 and/or COM2
COM2 SERVICE – COM2 needs may still be usable. The system should be serviced when possible.
& ALERTS

Message Comments
COM1 PTT – COM1 push-to-talk
key is stuck. The COM1 and/or COM2 external push-to-talk switch is stuck in the enable (or
“pressed”) position. Press the PTT switch again to cycle its operation.
COM2 PTT – COM2 push-to-talk If the problem persists, the system should be serviced.
key is stuck.
COM1 RMT XFR – COM1 remote
transfer key is stuck. The COM1 and/or COM2 transfer switch is stuck in the enabled (or “pressed”)
position. Press the transfer switch again to cycle its operation. If the problem
COM2 RMT XFR – COM2 remote persists, the system should be serviced.
LOI – GPS integrity lost. Crosscheck
GPS integrity is insufficient for the current phase of flight.
with other NAVS.
Loss of GPS navigation due to insufficient satellites.
navigation. Insufficient satellites.
Loss of GPS navigation due to position error.
navigation. Position error.
Loss of GPS navigation due to GPS failure.
navigation. GPS fail.
ABORT APR – Loss of GPS
Abort approach due to loss of GPS navigation.
navigation. Abort approach.
APR DWNGRADE – Approach
Vertical guidance generated by SBAS is unavailable, use LNAV only minimums.
downgraded.
TRUE APR – True north approach. Displayed after passing the first waypoint of a true north approach when the nav
Change HDG reference to TRUE. angle is set to ‘AUTO’.
GPS1 SERVICE – GPS1 needs
service. Return unit for repair. A failure has been detected in the GPS1 and/or GPS2 receiver. The receiver may still
GPS2 SERVICE – GPS2 needs be available. The system should be serviced.
NAV1 SERVICE – NAV1 needs
service. Return unit for repair. A failure has been detected in the NAV1 and/or NAV2 receiver. The receiver may
NAV2 SERVICE – NAV2 needs still be available. The system should be serviced.
& ALERTS

Message Comments
NAV1 RMT XFR – NAV1 remote
transfer key is stuck. The remote NAV1 and/or NAV2 transfer switch is stuck in the enabled (or
“pressed”) state. Press the transfer switch again to cycle its operation. If the
NAV2 RMT XFR – NAV2 remote problem persists, the system should be serviced.
G/S1 FAIL – G/S1 is inoperative.
A failure has been detected in glideslope receiver 1 and/or receiver 2. The system
G/S2 FAIL – G/S2 is inoperative. should be serviced.
G/S1 SERVICE – G/S1 needs

service. Return unit for repair. A failure has been detected in glideslope receiver 1 and/or receiver 2. The receiver
G/S2 SERVICE – G/S2 needs may still be available. The system should be serviced when possible.
FAILED PATH – A data path has
A data path connected to the GDU or the GIA 63/W has failed.
failed.
GEA 71 Message Advisories
Message Comments
GEA1 CONFIG – GEA1 config error. The GEA1 configuration settings do not match those of backup configuration
Config service req’d. memory. The G1000 system should be serviced.
MANIFEST – GEA1 software The #1 GEA 71 has incorrect software installed. The G1000 system should be
mismatch, communication halted. serviced.
GSR 56 Message Advisories
Message Comments
GSR1 FAIL – GSR1 has failed. A failure has been detected in the #1 GSR 56. The system should be serviced.
GDC 74A Message Advisories
Message Comments
ADC1 ALT EC – ADC1 altitude error
GDC1 is reporting that the altitude error correction is unavailable.
correction is unavailable.
ADC1 AS EC – ADC1 airspeed error
GDC1 is reporting that the airspeed error correction is unavailable.
correction is unavailable.
MANIFEST – GDC1 software The GDC 74A has incorrect software installed. The G1000 system should be
& ALERTS
GTX 33 Message Advisories
Message Comments
XPDR1 CONFIG – XPDR1 config The transponder configuration settings do not match those of backup configuration
error. Config service req’d. memory. The system should be serviced.
MANIFEST – GTX1 software
The transponder has incorrect software installed. The system should be serviced.
XPDR1 SRVC – XPDR1 needs
The #1 transponder should be serviced when possible.
XPDR1 FAIL – XPDR1 is
There is no communication with the #1 transponder.
inoperative.
GRS 77 Message Advisories
Message Comments
AHRS1 TAS – AHRS1 not receiving The #1 AHRS is not receiving true airspeed from the air data computer. The AHRS
airspeed. relies on GPS information to augment the lack of airspeed. The system should be
serviced.
AHRS1 GPS – AHRS1 using backup The #1 AHRS is using the backup GPS path. Primary GPS path has failed. The
GPS source. system should be serviced when possible.
AHRS1 GPS – AHRS1 not receiving The #1 AHRS is not receiving any or any useful GPS information. Check AFMS
any GPS information. limitations. The system should be serviced.
AHRS1 GPS – AHRS1 not receiving
The #1 AHRS is not receiving backup GPS information. The system should be serviced.
backup GPS information.
AHRS1 GPS – AHRS1 operating The #1 AHRS is operating exclusively in no-GPS mode. The system should be
exclusively in no-GPS mode. serviced.
AHRS1 SRVC – AHRS1 Magnetic- The #1 AHRS earth magnetic field model is out of date. Update magnetic field model
field model needs update. when practical.
GEO LIMITS – AHRS1 too far The aircraft is outside geographical limits for approved AHRS operation. Heading is
North/South, no magnetic compass. flagged as invalid.
MANIFEST – GRS1 software
The #1 AHRS has incorrect software installed. The system should be serviced.
& ALERTS
GMU 44 Message Advisories

Message Comments
HDG FAULT – AHRS1 magnetometer A fault has occurred in the #1 GMU 44. Heading is flagged as invalid. The AHRS
fault has occurred. uses GPS for backup mode operation. The G1000 system should be serviced.
MANIFEST – GMU1 software The GMU 44 has incorrect software installed. The G1000 system should be
GDL 69/69A Message Advisories
Message Comments
GDL69 CONFIG – GDL 69 config GDL 69 configuration settings do not match those of backup configuration
error. Config service req’d. memory. The G1000 system should be serviced.
GDL69 FAIL – GDL 69 has failed. A failure has been detected in the GDL 69. The receiver is unavailable. The G1000
system should be serviced
MANIFEST – GDL software The GDL 69 has incorrect software installed. The G1000 system should be
Miscellaneous Message Advisories
Message Comments
FPL WPT LOCK – Flight plan Upon power-up, the system detects that a stored flight plan waypoint is locked.
waypoint is locked. This occurs when an navigation database update eliminates an obsolete waypoint.
The flight plan cannot find the specified waypoint and flags this message. This can
also occur with user waypoints in a flight plan that is deleted.
Remove the waypoint from the flight plan if it no longer exists in any database,
Or
update the waypoint name/identifier to reflect the new information.
FPL WPT MOVE – Flight plan The system has detected that a waypoint coordinate has changed due to a new
waypoint moved. navigation database update. Verify that stored flight plans contain correct waypoint
locations.
TIMER EXPIRD – Timer has expired. The system notifies the pilot that the timer has expired.
DB CHANGE – Database changed. This occurs when a stored flight plan contains procedures that have been manually
Verify user modified procedures. edited. This alert is issued only after an navigation database update. Verify that
the user-modified procedures in stored flight plans are correct and up to date.
DB CHANGE – Database changed. This occurs when a stored flight plan contains an airway that is no longer
Verify stored airways. consistent with the navigation database. This alert is issued only after an
navigation database update. Verify use of airways in stored flight plans and reload
airways as needed.
& ALERTS
Miscellaneous Message Advisories (Cont.)

Message Comments
FPL TRUNC – Flight plan has been This occurs when a newly installed navigation database eliminates an obsolete
truncated. approach or arrival used by a stored flight plan. The obsolete procedure is
removed from the flight plan. Update flight plan with current arrival or approach.
LOCKED FPL – Cannot navigate This occurs when the pilot attempts to activate a stored flight plan that contains
locked flight plan. locked waypoint. Remove locked waypoint from flight plan. Update flight plan
with current waypoint.
WPT ARRIVAL – Arriving at
Arriving at waypoint [xxxx], where [xxxx] is the waypoint name.
waypoint -[xxxx]
STEEP TURN – Steep turn ahead. A steep turn is 15 seconds ahead. Prepare to turn.
INSIDE ARSPC – Inside airspace. The aircraft is inside the airspace.
ARSPC AHEAD – Airspace ahead Special use airspace is ahead of aircraft. The aircraft will penetrate the airspace
less than 10 minutes. within 10 minutes.
ARSPC NEAR – Airspace near and
Special use airspace is near and ahead of the aircraft position.
ahead.
ARSPC NEAR – Airspace near – less
Special use airspace is within 2 nm of the aircraft position.
than 2 nm.
APR INACTV – Approach is not The system notifies the pilot that the loaded approach is not active. Activate
active. approach when required.
SLCT FREQ – Select appropriate The system notifies the pilot to load the approach frequency for the appropriate
frequency for approach. NAV receiver. Select the correct frequency for the approach.
SLCT NAV – Select NAV on CDI for The system notifies the pilot to set the CDI to the correct NAV receiver. Set the CDI
approach. to the correct NAV receiver.
PTK FAIL – Parallel track unavailable:
Bad parallel track geometry.
bad geometry.
IAF waypoint for parallel offset has been passed.
past IAF.
IAF waypoint for parallel offset has been passed.
past IAF.
UNABLE V WPT – Can’t reach The current vertical waypoint can not be reached within the maximum flight path
current vertical waypoint. angle and vertical speed constraints. The system automatically transitions to the
next vertical waypoint.
& ALERTS

Message Comments
VNV – Unavailable. Excessive track The current track angle error exceeds the limit, causing the vertical deviation to go
angle error. invalid.
VNV – Unavailable. Unsupported The lateral flight plan contains a procedure turn, vector, or other unsupported leg
leg type in flight plan. type prior to the active vertical waypoint. This prevents vertical guidance to the
active vertical waypoint.
VNV – Unavailable. Excessive
The current crosstrack exceeds the limit, causing vertical deviation to go invalid.
crosstrack error.
VNV – Unavailable. Parallel course
A parallel course has been selected, causing the vertical deviation to go invalid.
selected.
NON WGS84 WPT – Do not use GPS The position of the selected waypoint [xxxx] is not calculated based on the WGS84
for navigation to -[xxxx] map reference datum and may be positioned in error as displayed. Do not use
GPS to navigate to the selected non-WGS84 waypoint.
TRAFFIC FAIL – Traffic device has The system is no longer receiving data from the traffic system. The traffic device
failed. should be serviced.
NON WGS84 WPT – Do not use GPS The position of the selected waypoint [xxxx] is not calculated based on the WGS84
for navigation to-[xxxx] map reference datum and may be positioned in error as displayed. Do not use
GPS to navigate to [xxxx].
STRMSCP FAIL – Stormscope has
Stormscope has failed. The G1000 system should be serviced.
failed.
MAG VAR WARN – Large magnetic The GDU’s internal model cannot determine the exact magnetic variance for
variance. Verify all course angles. geographic locations near the magnetic poles. Displayed magnetic course angles
may differ from the actual magnetic heading by more than 2°.
SVS – SVS DISABLED: Out of Synthetic Vision is disabled because the aircraft is not within the boundaries of the
available terrain region. installed terrain database.
SVS – SVS DISABLED: Terrain DB Synthetic Vision is disabled because a terrain database of sufficient resolution (9
resolution too low. arc-second or better) is not currently installed.
SCHEDULER [#] – <message>. Message criteria entered by the user.
CHECK CRS – Database course for Selected course for LOC1 differs from published localizer course by more than 10
LOC1 / [LOC ID] is [CRS]°. degrees.
CHECK CRS – Database course for Selected course for LOC2 differs from published localizer course by more than 10
LOC2 / [LOC ID] is [CRS]°. degrees.
& ALERTS
Message Comments
[PFD1 or MFD1] CARD 1 REM – The SD card was removed from the top card slot of the PFD or MFD. The SD card
Card 1 was removed. Reinsert card. needs to be reinserted.
[PFD1 or MFD1] CARD 2 REM – The SD card was removed from the bottom card slot of the PFD or MFD. The SD
Card 2 was removed. Reinsert card. card needs to be reinserted.
[PFD1 or MFD1] CARD 1 ERR –
The SD card in the top card slot of the PFD or MFD contains invalid data.
Card 1 is invalid.
[PFD1 or MFD1] CARD 2 ERR –
The SD card in the bottom card slot of the PFD or MFD contains invalid data.
Card 2 is invalid.
TRN AUD FAIL – Trn Awareness audio
The audio source for terrain awareness is offline. Check GIA1 or GIA 2.
source unavailable.
TERRAIN AUD CFG – Trn Awareness
Terrain audio alerts are not configured properly. The system should be serviced
audio config error. Service req’d.
REGISTER GFDS – Data services are The GSR 56 is not registered with Garmin Flight Data Services, or its current
inoperative, register w/GFDS. registration data has failed authentication.
13.10 FLIGHT PLAN IMPORT/EXPORT MESSAGES

In some circumstances, some messages may appear in conjunction with others.
Flight Plan Import/Export Results Description
‘Flight plan successfully imported.’ A flight plan file stored on the SD card was successfully imported as a
stored flight plan.
‘File contained user waypoints only. User The file stored on the SD card did not contain a flight plan, only user
waypoints imported successfully. No stored waypoints. These waypoints have been saved to the system user
flight plan data was modified.’ waypoints. No flight plans stored in the system have been modified.
‘No flight plan files found to import.’ The SD card contains no flight plan data.
‘Flight plan import failed.’ Flight plan data was not successfully imported from the SD card.
‘Flight plan partially imported.’ Some flight plan waypoints were successfully imported from the SD card,
however others had errors and were not imported. A partial stored flight
plan now exists in the system.
‘File contained user waypoints only.’ The file stored on the SD card did not contain a flight plan, only user
waypoints. One or more of these waypoints did not import successfully.
& ALERTS
Flight Plan Import/Export Results Description

‘Too many points. Flight plan truncated.’ The flight plan on the SD card contains more waypoints than the system
can support. The flight plan was imported with as many waypoints as
possible.
‘Some waypoints not loaded. Waypoints The flight plan on the SD card contains one or more waypoints that the
locked.’ system cannot find in the navigation database. The flight plan has been
imported, but must be edited within the system before it can be activated
for use.
‘User waypoint database full. Not all loaded.’ The flight plan file on the SD card contains user waypoints. The quantity
of stored user waypoints has exceeded system capacity, therefore not all
the user waypoints on the SD card have been imported. Any flight plan
user waypoints that were not imported are locked in the flight plan. The
flight plan must be edited within the system before it can be activated for
use.
‘One or more user waypoints renamed.’ One or more imported user waypoints were renamed when imported due
to naming conflicts with waypoints already existing in the system.
‘Flight plan successfully exported.’ The stored flight plan was successfully exported to the SD card.
‘Flight plan export failed.’ The stored flight plan was not successfully exported to the SD card. The
SD card may not have sufficient available memory or the card may have
been removed prematurely.
INDEX
A WAAS 6-32 7-23, 9-2, 13-23

Approaches 9-2 Cell 10-2
Abnormal COM operation 12-2 Approach activation 4-4 Cell mode 10-2
Activate a flight plan 8-4 Approach markers Cell movement 10-5
Active channel 11-16 Signal augmentation 5-2 Chart Not Available 11-12, 11-15
Active database 1-14 Approach Mode 6-20 Chart options 11-12, 11-15
Active flight plan 8-4 Approach Mode, AFCS 6-31, 6-32 ChartView 11-11
Active Navigation Database 1-14 AP DISC Switch 6-1, 6-34 ChartView functions 11-11
ADF 1-7, 5-3 Arrival procedure 7-12, 7-14, 7-20 ChartView plan view 11-12
ADS-B RR-2, 10-12, 10-14, 13-7 Arrivals 9-1 ChartView softkeys 11-11
AFCS 13-4 Assist 3-4, 3-6, 3-7 Checklists 11-20–11-21
Age 10-7 Attitude indicator 2-3 Checklist softkeys 11-20
AHRS 13-21, 13-22 Audio alerting system 13-1 Cloud Tops 10-4
Aircraft alerts 13-3 Audio panel 4-3, 5-1 CLR 1-3, 3-9
AIRMET 10-5 Audio Panel controls Coast mode 10-12
Airport frequency 7-29 SPKR 5-2 Code selection 4-5
Airport information 7-25 Audio panel controls Command Bars, flight director 6-2
Airspace alerts 7-33 ADF 5-3 COM frequency window 4-1
Airspeed indicator 2-3 DME 5-3 COM Knob 4-3
Airspeed Reference 6-8 NAV1 5-3 Controls 1-2
Airspeed trend vector 2-3 NAV2 5-3 Control Wheel Steering (CWS) 6-23
Airways 8-7 Aural alerts 13-7 Create a new user waypoint 8-1
Alerting system 13-1 Automatic audio muting 11-18 CWS Button 6-1–6-23
Alerts 13-1 Autopilot 13-4 Cyclones 10-5
Alert levels 13-2 Auto-tuning 4-4 Cylinder Head Temperature 3-1, 3-4
Alert Pop-Up 10-24 Automatic Flight Control System (AFCS)
ALT 1-4, 1-8, 2-4, 6-4, 6-6, 6-13, 7-22, Status Annunciations 6-34 D
10-13 Status Box 6-2
Altitude alerting 2-4 Data logging 11-24
Automatic squelch 4-3 Day/Night views 11-13, 11-15
Altitude constraints 1-11 Autopilot 6-22–6-23
Altitude hold 1-4 Day view 11-13, 11-15
Autopilot disconnect 6-16, 6-23 DB Mismatch 1-13, 1-15
Altitude Hold Mode 6-6 Auxiliary video 11-24
Altitude mode 10-13 Dead Reckoning 2-12, 12-3, 13-9
Altitude Reference 6-6, 6-13 B Departures 9-1
Altitude restrictions 1-12 Direct-to 7-1, 7-2, 7-3, 7-4, 7-5, 7-12,
Altitude trend vector 2-4 Backcourse Mode 6-21 7-14, 7-23, 8-11
Altitude volume 10-13 Barometric minimum 2-8 DME 1-7
ALT Knob 1-4 Base reflectivity 10-4 DR 2-12
Ammeter 3-3, 3-9 BRG1 2-11 DR mode 12-3, 12-4
AOPA Airport Directory 11-15 BRG2 2-11 Dual CDU failure 12-2
AP 1-4, 13-4
C E
Approach
ILS 6-31 CAUTION 13-2 ECHO TOPS 10-4
Missed 6-33 CDI 2-9, 2-11, 7-3, 7-6, 7-14, 7-19, Edit a flight plan 8-9
190-00384-12 Rev. A Garmin G1000 Cockpit Reference Guide for the Cessna Nav III Index-1
INDEX
EDR 10-23 GA Switch (Go-Around) 6-1 Lightning 1-6, 1-9, 10-2, 10-4
Electronic checklists 11-20, 11-21, Glidepath 2-2, 2-6, 7-22 LNAV 2-6, 7-5
11-22 Glidepath Mode 6-14, 6-20 Load approach 8-9
Emergency checklist 11-21 Glidepath Mode (GP) 6-32 Load a VOR frequency 7-31
Engine Hours 3-3, 3-8 Glideslope 2-6, 7-22 Load departure 8-8
Engine Leaning 3-6 Glideslope Mode 6-15, 6-20 Loading Updated Databases 1-13
Engine Page 3-1 Glideslope Mode (GS) 6-31 Load the frequency for a controlling
Excessive Descent Rate 10-23 GMA 1347 1-1 agency 7-33
Exhaust Gas Temperature 3-2, 3-4 Go Around Mode (GA) 6-16, 6-33–6- Load the nearest ARTCC frequency
34 7-32
F LOI 2-11
H LOW ALT 2-5
FD 1-4, 13-4
FIS-B Weather 10-7, 10-8, 10-9, 10- Heading indication 2-9 Low Altitude 2-5
10, 10-11 Heading Select 1-3, 1-4 LPV 2-6, 7-5, 7-23
Five-Hundred Aural Alert 10-24 Heading Select Mode 6-18 LPV approach 6-24
FLC 1-4 Heading Select Mode (HDG) 6-25 M
Flight director 6-2–6-3 Headset(s) 5-3
Pitch modes 6-3–6-9 Horizontal situation indicator 2-8 Magnetic Field Variation Database
Roll modes 6-17–6-19 HSI 2-8 Update 1-15
Flight ID 4-5 Hurricanes 10-5 Manifold Pressure 3-1, 3-3, 3-4, 3-6,
Flight level change 1-4 3-7, 3-9
Flight Level Change Mode 6-28, 6-30 I Manual Electric Trim (MET) 6-22
Flight Level Change Mode (FLC) 6-8 ID RR-1, 1-3, 4-2, 4-3 MAP 7-1
Flight plan import/export messages IDENT function 4-5 Map panning 10-5
13-26 ILS approach 6-31 Marker beacon 2-7
Flight Plan Catalog 9-1, 9-2 Imminent Terrain Impact 10-20, 10-23 Message advisories 13-11–13-25
FliteCharts 11-14 Impact point 10-20, 10-23 MET 13-4
FliteCharts functions 11-14 Inhibit 10-20, 10-22 METAR 10-3, 10-5
FLTA 10-20, 10-23 Interrogations 4-5 Metric display 2-4
Forward Looking Terrain Avoidance IOI 10-18, 10-20, 10-23, 10-25, 13-5, MET Switch (Manual Electric Trim) 6-1
10-20, 10-23 13-6 MFD 1-1, 4-4
FPA 7-17 ITI 10-20, 10-23 Minimums 13-7
Freezing level 10-5 Missed approach 6-33
Frequency toggle key 1-3, 4-3 K Missed Approach 7-5, 7-23
Fuel Mistrim 13-4
Calculations 3-7 Key(s) 1-4 MKR/MUTE 5-2, 5-4
Flow totalizer 3-7 Mode S 4-4
Remaining 3-9 L Mode selection softkeys 4-5
Used 3-8 Lean Display 3-5, 3-6 Morse code identifier 4-3
Fuel Flow 3-1, 3-3, 3-4, 3-8 Leaning 3-7
Fuel Quantity 3-2, 3-4, 3-9 Leaning, Engine 3-4 N
Lean Display 3-1, 3-4, 3-6 Nav/Com controls 4-1
G Lighted obstacle 10-20, 10-24 NAV1 5-3
Index-2 Garmin G1000 Cockpit Reference Guide for the Cessna Nav III 190-00384-12 Rev. A
INDEX
NAV2 5-3 Presets 11-17 Standby Navigation Database 1-15

Navigation 7-1 Procedure examples, AFCS 6-24–6-31 STBY Softkey 4-4
Navigation database 1-11, 1-12 Store Flight Plan 8-9
Navigation Mode 6-19–6-20 R Stormscope lightning data 1-6, 1-9,
Navigation Mode, AFCS 6-26–6-27 Red pointer 2-3 10-1, 10-2
Navigation status window 2-2 Remove departure, arrival, or approach Strike 10-2
NAV frequency window 4-1 8-9 Strike mode 10-2
NCR 10-23 Replies 4-5 SVS 13-25
Nearest Airports Page 7-25, 7-29, Required Vertical Speed 2-6, 7-18 Synchronization 1-14
7-30, 7-31, 7-32, 7-33, 8-1 Required Vertical Speed Indicator 7-18 SYNC Status 1-15
Nearest ARTCC & FSS frequencies 7-32 Reversionary mode 5-1, 12-1 System annunciations 13-1
Negative Climb Rate After Takeoff ROC 10-18, 10-20, 10-23, 10-25, System message advisories 13-10
10-23 13-5, 13-6
NEXRAD 10-3, 10-4, 10-7, 10-11 T
Roll Hold Mode (ROL) 6-17
NEXRAD Softkey 10-10 Roll modes, flight director 6-17–6-20 TA 10-12, 13-7
Non-path descent 6-13, 6-30–6-31 Roll Reference 6-18 Tachometer 3-1, 3-4, 3-7
O RTC 10-20, 10-23 TAF 10-3, 10-11
RVSI 7-18 TAS 10-12, 10-13, 10-14, 13-21
OBS 2-12 RX indicator 4-3 TAWS 10-16, 10-21, 10-22–10-26,
Obstacles 10-15, 10-20, 10-24, 13-13, R indication 4-5 13-6
13-18 TAWS-B 10-21
Oil Pressure 3-1, 3-7 S TAWS system test 10-23
Oil Temperature 3-1, 3-8 SBAS 1-11, 2-2, 2-5, 2-6, 2-9, 2-10, Temperature
Operation 5-2 6-3, 6-14, 6-20, 6-24, 7-5, Peak Cylinder 3-7
Optional 7-17, 9-2, 10-20, 10-22, 11-23, Turbine Inlet 3-7
NAV radios 4-3 12-3, 13-18, 13-19 Terrain 10-15, 10-16, 10-26, 12-2,
Overspeed protection, autopilot 6-35 Scheduler 11-18 13-13
Secure Digital (SD) card 11-20 Terrain 10-15, 10-16, 10-21, 10-24
P Terrain-SVS 10-16, 10-17, 10-20, 10-
Selected Altitude 6-6, 6-10, 6-13
Page group icon 1-10 Selected Altitude Capture Mode 6-6, 21, 11-1, 11-8, 13-5
Passenger address 5-2 6-10, 6-13 TFR 10-5
PA annunciator 5-2 Selected Course 6-20, 6-21 Timer 13-23
PA system 5-2 Selected Heading 6-18 TIS 10-12
PDA 10-23 Selected vertical speed 2-7 TNA Mute 10-12
Peak, Cylinder 3-7–3-8 Servos 6-22 TOD 7-17, 7-18, 7-21
Peak temperature 3-4, 3-7 Severe thunderstorm 10-5 Top of Descent 7-17, 7-18
PFD 1-1, 4-1, 4-4 SIGMET 10-5 Tornado 10-5
Pitch hold 1-4 Slip/Skid indicator 2-3 Traffic advisory 10-12, 10-13, 10-14,
Pitch Hold Mode (PIT) 6-5 Softkey function (MFD) 1-5, 1-9 10-26
Pitch modes, flight director 6-3–6-9 Speaker 5-2 Traffic Advisory 13-7
Pitch Reference 6-5 Speed ranges 2-3 Traffic map page 10-21
Power-up page 11-20 SQ 1-3, 4-2, 4-3, 5-1, 5-4 Traffic map page 10-12– 10-16, 10-24
Premature Descent Alert 10-23 Squelch 5-4 Transponder 4-4
190-00384-12 Rev. A Garmin G1000 Cockpit Reference Guide for the Cessna Nav III Index-3
INDEX
Transponder standby mode 4-4 W

Transponder Status bar 4-5
Trim adapter 6-22 WAAS 2-6, 6-24
Tropical storms 10-5 WARN 2-11, 2-12
Turbine Inlet Temperature 3-2, 3-4, 3-7 WARNING 13-2
Turbine Inlet Temperature (TIT) 3-7 Weather data link page 10-4
TX 4-3, 7-25 Weather product symbol 10-6
Weather warnings 10-5
U Wind direction 10-5
Wind speed 10-5
Unable to display chart 11-12, 11-15 Wings level 6-16, 6-18
Unlighted obstacle 10-20, 10-24
X
V
XM radio 11-16
Vacuum Pressure 3-2, 3-8 XM radio volume 11-18
VDI 7-18 XM satellite radio 11-16
Vertical Deviation 2-2, 2-6
Vertical deviation guidance 1-11, 1-12 Z
Vertical Deviation Indicator 7-18
Vertical navigation 1-11, 1-12 Zoom Window 11-26
Vertical Navigation flight control 6-10–6-14
Vertical Path Tracking Mode 6-10–6-11, 6-29
Vertical speed 1-4, 2-7
Vertical Speed Bug 2-7
Vertical speed guidance 1-11, 1-12
Vertical Speed Mode 6-7
Vertical Speed Reference 6-7
Vertical track 13-7
VHF 4-1
Video 11-24
VNAV 1-12, 7-1, 7-2, 7-3, 7-4
VNAV Target Altitude 6-10–6-13
VNAV Target Altitude Capture Mode 6-13
VNV 1-11, 1-12, 7-17, 13-24
VOL/PUSH ID 4-2
VOL/PUSH SQ 4-2, 4-3
Voltmeter 3-3, 3-9
Volume/squelch 5-4
VS 1-4
VSI 7-18
Vspeeds 2-3
VS TGT 7-17
Index-4 Garmin G1000 Cockpit Reference Guide for the Cessna Nav III 190-00384-12 Rev. A
Garmin International, Inc.
1200 East 151st Street
Olathe, KS 66062, U.S.A.
p: 913.397.8200 f: 913.397.8282
Garmin AT, Inc.

2345 Turner Road SE
Salem, OR 97302, U.S.A.
p: 503.391.3411 f: 503.364.2138
Garmin (Europe) Ltd

Liberty House, Bulls Copse Road
Hounsdown Business Park
Southampton, SO40 9RB, U.K.
p: 44/0870.8501241 f: 44/0870.8501251
Garmin Corporation
No. 68, Jangshu 2nd Road
Shijr, Taipei County, Taiwan
p: 886/2.2642.9199 f: 886/2.2642.9099
www.garmin.com
190-00384-12 Rev. A © 2004-2011 Garmin Ltd. or its subsidiaries

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Aviasoft C172 Guide PDF

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CESSNA 172 TRAINING MANUAL

Electrical Power Supply................................................................................................................... 80

REVIEW QUESTIONS...................................................................................................................... 168

The information is intended for ground reference and as an instructional aid to

At the time of publication, Cessna continues to produce a range of aircraft, from

Development of the C172

The Cessna 172 started as a relatively simple tricycle undercarriage development

In 1966 Cessna began assembly of US airframes at Reims Aviation in France. The

Illustration 1a Cessna 172

KIAS Knots Indicated Speed in knots as indicated on the airspeed

Vx Best Angle of The speed which results in the maximum gain in

Vbug Nominated The speed nominated as indicated by the speed

Vat Barrier Speed The speed to maintain at the 50ft barrier or on

RPM Revolutions Engine drive and propeller speed.

Moment Arm The horizontal distance in inches from reference

C of G Centre of The point about which an aeroplane would balance if

MZFW Maximum Zero The maximum permissible weight to prevent

SEW Standard The basic empty weight of a standard aeroplane,

FT to Meters 1 FT = 0.3048 m meters to ft 1 m = 3.281 FT

Litres Lt/kg kgs Litres lbs/lts Lbs

1.39 1 0.72 0.631 1 1.58

Crosswind Component per 10kts of Wind

Pilot's Operating Handbook Information

In 1975, the US General Aviation Manufacturer's Association introduced the 'GAMA

Section 8 Servicing Maintenance requirements, inspections, stowing, oil

Illustration 1b Cessna 172 Plan and Profile Views

 Note, speeds vary with type, modifications, weight, and density

Before flying different models, the Pilot's Operating Handbook should

Main Differences by year of manufacturing

A more comprehensive summary combined with serial numbers and model

Cessna 175 Certified Aircraft

Model History Table

C172 1956 28000- The first model C172, which was

Model Name Year Serial Significant Changes and Features

F172D Reims or 1963 F1720001- Made by Reims in France, some

Model Name Year Serial Significant Changes and Features

F172K Reims or F17200755 Made by Reims in France, some

Model Name Year Serial Significant Changes and Features

1982 17275035- Lycoming O-320 engine changed from

P172D Powerma 1963 P17257120 175hp Continental GO-300-E

Model Name Year Serial Significant Changes

US Air Force Models

Retractable Gear Model

1982 172RG0891 usable fuel 62USG. Adjustable

1983 172RG1100 Popular with flight schools as a

Model Name Year Serial Significant Changes

R172K - Hawk XP Models

Semi-monocoque construction is a light framework covered by skin that carries

Illustration 2a Fuselage Stations

The construction of the wing and empennage sections consists of:

 wrap around and formed sheet metal/aluminium skin panels;

Seats and Seat Adjustment

The pilot and copilot seats are

Illustration 2d Door Lock

When using an approved auxiliary child seat, it is important to ensure that

The main features are:

Illustration 3a Elevator Linkages

Illustration 3b Rudder Travel

The ailerons control system additionally includes:

 Sprockets and roller chains;

Illustration 3c Differential Ailerons

Frise ailerons are constru cted so that the

Differential and Frise Ailerons