JL

G1000 Advanced Systems and IFR Descent: Comprehensive Notes

Advanced Systems, G1000, and IFR Descent Notes

  • Context of session

    • Guest speaker: Sean Dawson, a Southwest pilot, former Republic Airlines instructor and interview board member.
    • Purpose: introduce advanced systems, how profiles are built, and how descent/approach structures are managed.
    • Schedule note: speaker will join multiple classes for about 10–15 minutes, then head to flight academy for the afternoon.

  • IFR descent fundamentals under 91.175

    • Three conditions must apply to descend below the minimums (MDA/DA) during a portion of an instrument approach: 91.175
    • Listed concepts observed in class:
    • Stable/descent characteristics are required for continued descent.
    • Stabilized descent in flight visibility as prescribed for the instrument approach being performed.
      • Example: if the approach requires 1 ext{ SM} visibility, you must maintain at least 1 ext{ SM} visibility.
    • Visual cues for the runway environment must be present.
    • Note: The instructor mentioned there are 11 items in the visual/lighting/marking context for descent minimums (not rotating beacon). Specific items include runway markings, lighting, etc., but exclude the rotating beacon.
    • Practical takeaway: Always verify you meet all three criteria before descending below MDA/DA.

  • GPS, G1000 page groups overview

    • Four main page groups:
    • Map group
    • Waypoint group
    • Auxiliary group
    • Nearest group
    • Bottom-right corner indicators on the MFD show:
    • Current page group, total pages in the group, and the placement of the current page within the group.
    • NAV basics: Aviate, Navigate, Communicate – fly the airplane first. If a button push yields an undesirable result, use CLR (press in and hold) to revert to the map page and start over.

  • Map page group details

    • Subpages within Map group:
    • Navigational map
    • Traffic map
    • Optional: Storm scope
    • Weather data link
    • Terrain proximity (TOS)
    • Weather and traffic data sources:
    • Weather: FIS-B (Foxtrot Uniform Sierra) via ADS-B
    • Traffic: TIS-B via ADS-B
    • These data are received through FIS-B and TIS-B streams after ADS-B in/out upgrade.
    • Note: The ADS-B upgrade enables three data streams: weather, traffic, and terrain (optional) through the FIS-B/TIS-B channels.

  • Waypoint page group details

    • Contents and utilities:
    • Airport procedures
    • Weather information pages (airport information, departures)
    • Intersections, MDB, VOR, and User Waypoint (soft keys bolded for emphasis)
    • Actions available:
    • Load procedures into the FMS (departure, arrival, or approach)
    • Direct-to capabilities vs. loading into a flight plan (departure/arrival/approach)
    • Facility to load an approach and see if the radar vector or a direct-to fix is used during the approach
    • Important terms:
    • You can load a direct-to waypoint or load into a departure/arrival/approach sequence.

  • Auxiliary page group

    • Functions: Trip planning, Utility, GPS status, System setup, and optional XM satellite radio (XM radio channel observed on one aircraft; some may have free channels with advertisements).
    • ADF observation: Some aircraft (e.g., 461) have an ADF; remember ADF tracks an NDB and should not be relied upon in IMC or as a primary navigation method for IFR.
    • Practical caution: Do not rely on ADF/NDB in instrument meteorological conditions; do not use ADF for IFR approaches.

  • Nearest page group

    • Capabilities:
    • Find nearest airports, intersections, NDBs, VORs, and user waypoints
    • Nearest frequencies and airspaces are accessible from this page
    • User Waypoint concept:
    • A user waypoint is a custom point defined by longitude/latitude
    • Example anecdote: students once created a user waypoint with a humorous label in a practicing area; avoid unnecessary or silly entries.

  • Flight plan group and overall plan management

    • Active flight plan vs. flight plan catalog
    • Capacity: up to 99 flight plans stored; each plan can hold up to 31 waypoints
    • Purpose: organize routes, arrivals, departures, and approaches before flight

  • Procedure button (loading approaches and procedures)

    • Button label often shown as “procedure” (b r o c in the notes)
    • Loading a departure or arrival or approach requires an airport in the active flight plan
    • If you try to load an approach without an airport in the active plan, you’ll need to spell the airport (e.g., “Keyhoe Hotel Uniform Foxtrot”)
    • It’s easier to have the airport in the active flight plan so approach data pops up automatically
    • When loading an approach, the G1000 provides a list of applicable approaches for the loaded airport; you can select one
    • Approach execution options:
    • Final segment can be flown via radar vectors or via direct-to a Nafix (fix)
    • The system may prompt: “Would you like a procedure turn?” with options Yes/No
    • ATC clearance caveats:
    • If ATC clears you straight-in (e.g., “cleared I-P-D straight-in for RNAV XX approach”), you should comply with ATC guidance
    • If you intend to perform a procedure turn, communicate that as needed; ATC clearance supersedes your GPS-based expectations
    • If you are in IMC and lose situational awareness while reloading, adhere to “Aviate, Navigate, Communicate” and request vectors or reprogram as needed; you can request “vector for now” to regain situational awareness

  • Practical tips for using the G1000 during flight

    • Start with a loaded home/destination in the active flight plan to ensure the G1000 has a data destination for navigation
    • If you’re doing a local flight and plan to do approaches, ensure the destination airport is in your active flight plan to enable approach data loading
    • If ATC instructs you to go direct with a procedure turn or to proceed straight-in, follow ATC clearance and coordinate for the appropriate procedure on your FMS
    • When re-loading in the cockpit, don’t panic; use CLR to reset to map view and re-enter data as needed
    • There is a sim lab (G1000 tabletop) downstairs for practice when the lab is open; use it to become acclimated to the interface

  • System settings, CDI scaling, and GPS sensitivity

    • Setup page controls several parameters:
    • Date and time, navigational angle reference (magnetic vs true), airspace alerts, arrival alerts
    • Audio alerts (e.g., a loud “500 feet” voice that some students have found startling when approaching 500 ft AGL; this can be loud on some airframes like the 465)
    • CDI scaling for GPS nav source (instruments may use different course sensitivity scales in various flight modes)
    • CDI sensitivity notes:
    • Some older systems (e.g., KLN 94) allow selecting different sensitivity (e.g., 0.3) which strongly affects track accuracy over small units; moving from 0.3 to 1.0 can change how tightly the needle tracks a straight path
    • G1000 auto-adjusts CDI sensitivity during en-route vs. terminal vs. approach phases; the sensitivity range shifts (e.g., from a wider area en-route to a tighter 1 NM or 0.3 NM terminal approach)
    • Display preferences:
    • Date/time display: local time vs. UTC (Zulu); you can choose depending on preference
    • Nav angle reference: magnetic vs true
    • Units: feet vs meters, Celsius vs Fahrenheit

  • Pilot profile, timers, and the importance of time

    • Pilot profiles:
    • Up to 25 profiles can be stored; last selected profile is shown on the MFD splash screen
    • Timers and scheduler:
    • Built-in timer on the PFD (and MFD aux) for total flight time and time since departure
    • Timers are useful for IFR procedures, holds, and timed missed approach points (missed approach points are often time-based and depend on ground speed rather than indicated speed)
    • The system includes a scheduler for fuel switching between tanks, and it can be set to alert when a timer reaches zero
    • Fuel system notes (Cessna context used in training):
    • Two tanks with one valve in some configurations; you typically do not select left tank only or right tank independently in older analog systems; many training aircraft balance fuel automatically
    • Maximum fuel imbalance is managed by timers and the system’s logic; after landing, fuel volumes tend to equalize
    • DA/related fuel context: the notes mention a specific DA/drag considerations for a certain airframe family; revisions and updates are planned for January to allow more configurations for commercial transitioned aircraft

  • Alerts, backlighting, and emergency procedures

    • Alerts and autopilot: status pages show autopilot status and alerts; traffic alerts may show on PFD/MFD depending on equipment
    • Transponder indicator (Romeo): the “R” symbol indicates ATC is receiving your transponder reply; if the symbol lights up, your transponder is being interrogated
    • Emergency checklist: optional electronic checklist available via a soft key; can be used to quickly access emergency procedures
    • Display backlighting: auto via photocell or manual backlighting via display controls; photocell calibration curves optimize display appearance across lighting conditions
    • Partial panel note: instructors have warned against pulling AHARS/ADC breakers to force partial-panel operation; doing so can disable transponder or other essential avionics, and may trigger regulatory concerns if ADS-B signals are lost

  • PFD and instrument overview (what you should know on the glass cockpit)

    • Primary Flight Display (PFD) contents:
    • Airspeed indicator, True Airspeed (TAS), airspeed awareness ranges, and reference flags
    • Attitude indicator with slip/skid indicator, horizon line, aircraft symbol, and bank/pitch representation
    • Altimeter and barometric pressure setting with altitude select; altitude readout and altitude bug
    • Vertical deviation indicator and glide slope indicators (VDI and GSI)
    • PFD status and alerts:
    • The PFD also displays a flight director and autopilot status; the MFD may display traffic and terrain depending on configuration
    • The autopilot status and auto-throttle status show on the status page
    • Transponder and radar indicators:
    • The transponder reply indicator (Romeo) shows when ATC is receiving your signal
    • Navigation display relationship:
    • The gradient between PFD and MFD is important for situational awareness; ensure your active navigation destination matches what the aircraft believes its path is
    • Numerical details and example values:
    • Flight instruments include trend indicators; current trend vector shows where the airplane is heading in the next a few seconds (e.g., a 6-second trend vector) – the trend vector is a predictor of where the airplane will be in the next 6 ext{ s} if current rate continues
    • Airspeed trend indicator provides a forecast over the next 6 seconds
    • Altitude fields show major tick marks at 100 ft, minor ticks at 20 ft increments; the vertical speed indicator updates with values and may show digits when rate exceeds certain thresholds (e.g., > 100 ext{ fpm} indicating vertical motion)
    • VNAV and vertical guidance cues:
    • A magenta chevron on the VNAV target indicates remaining vertical guidance to reach the target within a minute of reaching top-of-descent or other programmed target time

  • Practical cautions and real-world relevance

    • Always ensure the active Nav/GP destination is loaded and visible in the FMS before takeoff and during climbs to prevent pilot deviation or navigation errors
    • The Southwest guest emphasizes the value of a well-structured resume and interview readiness as part of career development beyond technical skills
    • In operational terms, practice with the sim lab to gain familiarity with the G1000 interface and procedures when instructors are not actively teaching in the class
    • Real-world takeaway: when ATC clears straight-in or an alternative, follow ATC instructions and use the FMS/flight plan data to support the clearance; don’t assume you know better than ATC if you are uncertain
    • If you encounter a problem while reloading in3 IMC conditions, use “Aviate, Navigate, Communicate” and ask for vectors or re-clearance to regain situational awareness

  • Anecdotes and historical notes shared

    • Anecdote about a pilot deviation when a captain loaded data in the FMS but did not verify the active navigation destination; highlights the importance of verifying the active navigation data on the PFD/MFD
    • Anecdote about the loud 500 ft warning on some airframes and the challenge of muting or adjusting the volume
    • Anecdote about using the ADF in certain aircraft (e.g., 461) to track an NDB; caution against relying on ADF in IMC
    • Anecdote about a humorous user waypoint incident; a reminder to keep practice data accurate and professional when training in the North Practice area

  • Summary of practical steps for exam preparation

    • Know the three requirements for descent below minimums per 91.175 and be able to explain each clearly
    • Be able to describe the four G1000 page groups and what each contains, including sub-pages and soft keys
    • Be prepared to explain how to load and manage departures/arrivals/approaches, and how ATC clearances interact with the G1000’s internal data and procedures
    • Understand how to use the Map/Waypoint/Aux/Nearest groups to navigate, plan, and load procedures
    • Recognize the purpose of the flight timer, the fuel scheduler, and the importance of time in IFR procedures, holds, and missed approaches
    • Be able to discuss cockpit workflows in IMC: aviate first, then navigate and communicate; use CLR to revert pages when needed
    • Be familiar with system settings (date/time, nav angle reference, alerts), CDI sensitivity, and pilot profiles (up to 25) and their practical implications
    • Acknowledge the importance of ADS-B data for weather/traffic (FIS-B/TIS-B) and the potential regulatory implications if ADS-B becomes unavailable
    • Know the emergency procedures path and the optional electronic checklist if available; understand when to use them
    • Understand common pitfalls (e.g., loading an approach without a loaded destination; misinterpreting direct-to vs. radar vector aspects; the impact of ATC clearances) for safe, compliant instrument flying