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VORTAC very high frequency omnidirectional range station and tactical air navigation
VPL Vertical Protection Level
VPROF VNV profile, vertical profile
VPTH VNV path, vertical path
VR Heading Vector to Radial
VS vertical speed
VSI Vertical Speed Indicator
VSR Vertical Speed Required
VTF vector to final
W watt(s), west
WAAS Wide Area Augmentation System
WARN warning (GPS position error)
WGS-84 World Geodetic System - 1984
WPT waypoint(s)
WW world wide
WX weather
XFER, XFR transfer
XPDR transponder
XTALK cross-talk
XTK cross-track
190-00494-02 Rev. B Garmin G1000 Pilot’s Guide for the Cessna Citation Mustang
SYSTEM
OVERVIEW
FLIGHT
INSTRUMENTS EICAS AUDIO PANEL
& CNS
FLIGHT
MANAGEMENT
HAZARD
AVOIDANCE AFCS ADDITIONAL
FEATURES APPENDICES INDEX
519
Appendix D
Frequentlyuently Asked Questions
If a particular aspect of G1000 operational capability is not addressed by these commonly asked questions or in the index, contact Garmin (see the copyright page or back cover for contact information) or a Garmin-authorized dealer. Garmin is dedicated to supporting its products and customers.
What is WAAS?
The Wide Area Augmentation System (WAAS) uses a system of ground stations to correct any GPS signal errors. These ground stations correct for errors caused by ionospheric disturbances, timing, and satellite orbit errors. It also provides vital integrity information regarding the health of each GPS satellite. The signal correction is then broadcast through one of two geostationary satellites. This correction information can then be received by any WAAS-enabled GPS receiver.
WAAS is designed to provide the additional accuracy, availability, and integrity necessary to enable users to rely on GPS for all phases of flight. WAAS is currently available in the United States, including Alaska and Hawaii.
H
ow does WAAS affffect apppproach operations?
Both LNAV/VNAV and LPV approaches use the accuracy of WAAS to include vertical (glide path) guidance capability. The additional accuracy and vertical guidance capability allows improved instrument approaches to an expanded number of airports throughout the U.S.
The implementation of LPV approaches further improves precision approach capabilities. LPV approaches are designed to make full use of the improved GPS signal from the WAAS. This approach combines the LNAV/VNAV vertical accuracy with lateral guidance similar to the typical Instrument Landing System (ILS). LPV approaches allow lower approach minimums.
What is RAIM and how does it affffect apppproach operations?
RAIM is an acronym for Receiver Autonomous Integrity Monitoring. RAIM is a GPS receiver function that performs the following functions:
• Monitors and verifies integrity and geometry of tracked GPS satellites
• Notifies the pilot when satellite conditions do not provide the necessary coverage to support a certain phase of flight
• Predicts satellite coverage of a destination area to determine whether the number of available satellites is sufficient to satisfy requirements NOTE: If RAIM is not predicted to be available for the final approach course, the approach does not become
active, as indicated by the “RAIM not available from FAF to MAP” message and the LOI annunciation flagging on the HSI.
Garmin G1000 Pilot’s Guide for the Cessna Citation Mustang 190-00494-02 Rev. B
SYSTEM
OVERVIEW
FLIGHT
AUDIO PANEL EICAS INSTRUMENTS
& CNS
FLIGHT
MANAGEMENT
HAZARD
ADDITIONAL AFCS AVOIDANCE
INDEX APPENDICES FEATURES
520
Appendix D
For RAIM to work correctly, the GPS receiver must track at least five satellites. A minimum of six satellites is required to allow RAIM to eliminate a single corrupt satellite from the navigation solution.
RAIM ensures that satellite geometry allows for a navigation solution calculation within a specified protection limit (2.0 nm for oceanic and en route, 1.0 nm for terminal, and 0.3 nm for non-precision approaches). The G1000 System monitors RAIM and issues an alert message when RAIM is not available (see Appendix A). Without RAIM, GPS position accuracy cannot be monitored. If RAIM is not available when crossing the FAF, the pilot must fly the missed approach procedure.
Why are there not any apppproaches available for a flight plan?
Approaches are available for the final destination airport in a flight plan or as a direct-to (keep in mind that some VOR/VORTAC identifiers are similar to airport identifiers). If a destination airport does not have a published approach, the G1000 indicates “NONE” for the available procedures.
What happppens when an apppproach is selected? Can a flight plan with an apppproach, a departure, or an arrival be stored?
　
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