Avionics Training

Avionics Training

Utilización del tiempo:

Por la mañana:
8:30  10:00
10:00 – 10:30 Coffee Break
10:30 12:00

12:00  13:30 almuerzo

Por la tarde:
13:30 15:00
15:00 15:15 Coffee Break
15:15  17:00
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Programación
Primero dia:
Mañana:
ADS-B Lynx NGT-9000
Panel de audio PMA 7000
Kannad ELT

Tarde:
Instrumento standby L3 ESI-500 / MAG-500
Introduccion al GTN 650

Segundo dia:
Mañana:
Navegador GPS/ VHF GTN 650 – tiempo con el entrenador por computadora
Introduccion al PFD/MFD G500 y integración con el GTN 650

Tarde:
Entrenador del PFD/MFD G500 por computadora
Una hora en el helicoptero
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Preguntas son siempre bienvenidas!

Quanto más, mejor. Nos permite saber quales son las dudas y
se el entrenamiento está siendo eficiente.
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Los slides seguientes son en inglés.

Me gustaria muchíssimo ser capable
de hacerlos em español, pero
desoladamente mi conoscimiento
limitado de la lengua no me permite!
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New equipment
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Circuit breaker Locations
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ADS-B Lynx NGT-9000

Welcome to the ADS-B world!

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The Lynx NGT-9000 unit is far more than a simple transponder.

Comparig the NGT-9000 with a transponder is like comparing a
bicycle with a big motorbike.

To better understand the functionalities of it, a brief introduction to

what the ADS-B means for the future of Air Traffic Management is
shown in the next slides.
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A Mode “S” transponder is quite different from a mode

“A” or “C” transponder.
The main differences are:
- Unique 24-bit identification
- Transmits without being interrogated (“Squitter” as opposed to “Skwawk”)
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The 24-bit ID code

- The 24-bit identification is unique for each aircraft. There are no two aircraft in the
world with the same 24-bit identification. Its like a photo ID, or a driver’s license.

- A mode “S” transponder comes from the factory with a “factory default” 24-bit code
such as “000000...” or “111111....”. The operator must request to their aviation
authority the assigment of a code. Once the code is assigned, the transponder must
be configured to transmit it.
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How to verify the programmed 24-bit ID code

- Selecting options (the little gear at the upper right corner) and status we can see the
ID and position data:
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Mode “S” transponders have set the stage for ADS-B

because of their capability to transmit continuously
without being interrogated.

ADS-B means:
- Automatic because the crew does not command the transmissions
- Dependent because the Air Traffic Control depends on the transmissions by the
aircraft to know where they are
- Surveilance because it is a system for monitoring air traffic
- Broadcast because it is a system where everybody transmits and everybody
receives. In other terms: there is no need to logon.
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The GPS is an essential component of the ADS-B

system.

The GPS generates a very precise geographic position to be transmitted by

the transponder or UAT.
Today the most important parameter transmitted by the ADS-B equipment is
the GPS position.

But ADS-B goes far beyond that.

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The way Air Traffic is controlled will change

completely.
Instead of a ground radar plotting your position, you tell the air traffic controllers your position.
The transponders used in ADS-B transmit a lot of information:
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In the future, ADS-B will allow the controller to know not only what
you are doing but also what you intend to do.
( by transmitting data such as selected altitude and/or speed, selected approach procedure,
selected heading, etc.)
In the future, TCAS will be replaced by a collision avoidance
system based on ADS-B which will also take into account the
relative horizontal position.
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ALL THIS TECHNOLOGY TO TRANSMIT AIRCRAFT DATA TO THE AIR
TRAFFIC CONTROL SYSTEM IS CALLED ADS-B OUT.
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THE OTHER SIDE OF THE COIN IS CALLED: ADS-B IN.

It refers to data which is transmitted from the ground system – and from other
aircraft – to you.
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WITH ADS-B IN YOU CAN RECEIVE:

Traffic information (TIS-B)

Weather forecast, graphical

weather (UAT only, available
in the US)
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L-3 Lynx NGT-9000:
Smart touch screen

L-3 has an interactive trainer available free of

charge for download. Compatible with IOS
(Ipad) and Android.
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When NGT-9000 is powered up before start, the first thing to appear is
the splash screen:

The status screen appears next:

The green text “System pass”appears along with an aural “System Test
Passed”
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Important remark:

If the Lynx NGT-9000 is set to transmit on 1090Mhz (Mode-S

transponder frequency), then UAT transmissions are inhibited.
However the unit continues to receive data (ADS-B in) on the UAT
frequency.
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If something goes wrong during the initial self-test:

If System Status is “System Fail”, then the message “Self-Test Failures Occurred” is shown on the
right side of the display and the “System Test Failed” is heard through the aircraft audio system.

The option to restart the unit or to continue start up in a degraded mode is shown on the right side of
the display.
• Tap the Restart button to restart the system.
• If the “System Fail” message continues to be seen tap the Continue button to proceed. Check the
Pilots’ Guide for troubleshooting and corrective actions.
• If System Status is “System Degraded”, then the message “See MSG Window” is shown on the
right side of the display. This is what shows in the Message Window:

• Tap Continue button to proceed. Check the Pilots’ Guide for troubleshooting and corrective actions.
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Optional Flight ID screen:

If available:
For general aviation and private flights, one should enter the tail #.
It is critical that the correct tail number is entered. Wrong tail number will create an
inconsistency with the 24-bit aircraft identification and some air traffic control systems
will detect this inconsistency.
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Once the splash screen, the status screen and the flight ID (optional)
screens are shown, the Normal Operation screen appears.
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The display has two regions: left side and right side.
Each one of them has multiple pages. The active page is
indicated by the dots at the bottom of it:
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The active page can be changed by swiping the finger left to

right or right to left:
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Modes of operation:
Stand By - Stops all transponder transmission.

Ground - Does not reply to Mode C/S All-Call interrogations and outputs ADS-B at a
slower surface rate.

ON - Puts the transponder in ATC mode A in which it replies to interrogations, but

does not report the plane’s altitude.

ALT – It is the default mode. It puts the transponder in ATC mode C. When the
aircraft is Inflight the transponder replies to interrogations and includes the plane’s
pressure altitude in the replies.
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Transponder code varies from country
to country. For example, in the US it is
1200, in Brazil 2000.
To change the VFR code, tap the
options icon...

...Then edit the VFR code:

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The traffic display shows a combination of TCAS and ATAS

detections. ATAS traffic symbol (pointing triangle) is
directional, TCAS is not (rhombus – diamond shaped):
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Traffic data:
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If a nearby traffic is ATAS (not TCAS) extra information about

it can be obtained by taping on its symbol and taping on the
“i” icon:
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Sensitivity levels:
Traffic detecion has two sensitivity levels, both
TCAS and ATAS.

The NGT-9000 is programmed to have these two sensitiviity levels:

one for takeoff and landing operations and another for cruise flight.
The switching between the two is automatic and based on height
above terrain and speed.
The reason for having these two levels is to prevent the unit to issue
excess, nuisance alerts and prevent the unit from issuing advisories
when it is already too late.
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Lightning detection
Lightning detection is an optional function that is set up during installation. The
lightning function continuously monitors electrical discharges from thunderstorms
within a 200 nmi radius of the aircraft and plots the location of the discharges as cells
or strikes on the right application screen.
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Display of lightning activity

The display of discharges that are detected can be done in
two modes:
“STK (strike) and “CEL” (cell).
The lower half of the button shows the current mode selection in green
text. Refer to Table 2-11 for Lightning Symbology.
• Set the mode for Strike to display strike data on the screen. Strike
data is most useful during periods of light electrical activity as this
will show the strengthening thunderstorm sooner then cell data.
• Set the mode for Cell to display cell data on the screen. Cell data
is used during heavy electrical activity.
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Display of lightning activity

The lightning strikes are depicted as the symbols above. They remain
displayed for sometime (for up to 3 minutes), changing symbol as time
passes.
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Lightning settings
Settings can be changed by accessing the lightning options (gear shaped Options
Button in the upper right corner) of the right application screen. Tap the button to
open the Lighting Setting page:

• The View Mode toggle button can be set for either 120 or 360 degrees.
• The Stab Mode toggle button can be set for either On or Off. When set to “On” the position of
the electrical discharge points on the display are automatically adjusted as the aircraft changes
heading. Stab should always be “On” except for system without a
heading source or if heading is invalid.
It is recommended that Stabilization be set to “Off” if heading is invalid and remain off until
heading input is corrected. When set to Off the heading indicator is not displayed and a “STAB
OFF” message is shown on the screen.
• Along with the software information the status of the WX-500 is indicated as “OK” in white
text, “Degraded” in amber text, or “Failed” in red text. If degraded or failed is shown a fault code
and description is shown. Multiple codes will rotate one at a time for 3 second periods.
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The Lynx NGT-9000 has a maintenance mode

for screen calibration.

Here’s how to access it:

Apply power to the Lynx NGT-9000.
2. When the splash screen is shown press and hold (continue holding when the status and version
screens are showing) in the lower left corner of the display until the Activate Maintenance Mode window
is shown on the right screen.
3. Tap the Yes button to restart the unit in Maintenance Mode. Note - Pressing the No screen button or
10 seconds of inactivity starts normal operation mode.
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Audio panel PMA-7000H

The installation in the UH1H includes Marker Beacon.

The panel can be switched ON or EMG by pressing the volume knob.
When switched to EMG, the panel is in fact off but allows the audio coming from COMM1 to pass thru
directly to the pilot.
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With this audio system, pilot

has priority.
If both pilots press the PTT button at the same
time, the pilot will transmit, the copilot will not.
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PTT action:
1 – Quick press: ICS (intercom)
2 – Press and hold: Radio TRX

Transmissions can also be

done using the pedal PTT.

There is also a Hot Mike switch on the

pedestal for crew conversation.
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These upper three buttons are
Receive selectors

These lower three buttons are

Transmit selectors.

Selecting a COM radio for transmit automatically

selects the same COM radio for receive.
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TAWS is heard through AUX. Deselecting it

cuts off all TAWS aurals.
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Split mode

The split mode can be activated at any time by pressing the desired combination of XMT buttons.
For instance, to activate a Com 1/Com 2 split, press and hold the Com 1 button, and then press the
Com 2 button while holding the Com 1 button. This places the pilot on Com 1 and the Copilot on
Com 2.
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Split mode - limitation

Due to the nature of VHF communications signals, and the size
constraints in general aviation aircraft, it is probable that there will
be some bleed-over in the Split mode, particularly on adjacent
frequencies.
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When split mode is in use, pilot is isolated from copilot (no

hot mike between the two). However, if ICS is selected,
voice-activated audio between the two becomes available.
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Intercom
The intercom has a noise-cancelling feature called IntelliVox®. No adjustment is
necessary. There is no field adjustment. Through three individual signal processors, the
ambient noise appearing in all microphones is constantly being sampled. Non-voice
signals are blocked. When someone speaks, only their microphone circuit opens, placing
their voice on the intercom.
The system is designed to block continuous tones, therefore people humming or whistling
in monotone may be blocked after a few moments.
For consistent performance, any headset microphone must be placed within ¼-inch of
your lips, preferably against them.
It is also advisable to keep the microphone out of direct wind path.
The a Microphone Muff Kit also is very useful to optimize the mike performance.
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Intercom modes
I SO : (Up Position): The pilot is isolated from the intercom and is connected only to
the aircraft radio system. He will hear the aircraft radio reception (and sidetone
during radio transmissions). Copilot will hear passengers’ intercom and
Entertainment 1, while passengers will hear copilot intercom and Entertainment 2.
Neither will hear aircraft radio receptions or pilot transmissions.

A LL : (Middle Position): All parties will hear the aircraft radio and intercom. Crew will
hear Entertainment 1, passengers will hear Entertainment 2. During any radio or
intercom communications, the music volume automatically decreases. The music
volume increases gradually back to the original level after communications have
been completed.

CREW (Down Position): Pilot and copilot are connected on one intercom channel
and have exclusive access to the aircraft radios. They may also listen to
Entertainment 1. Passengers can continue to communicate with themselves without
interrupting the Crew and also may listen to Entertainment 2. Anytime the
PMA7000H is in either the C OM 1/C OM 2, C OM 1/ C OM 3 ("Split Mode"), the pilot
and copilot intercom is controlled with the ICS button. The passengers will maintain
intercommunications, but never hear aircraft radios.
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(requires
an external
switch)
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Marker Beacon receiver

The Marker Beacon Receiver uses visual and audio indicators to alert you when the aircraft passes over a
75 MHz transmitter.
The Blue lamp, labeled "O," is the Outer Marker lamp and has an associated 400 Hertz 'dash' tone. The
lamp and tone will be keyed at a rate of two tones/flashes per second when the aircraft is in the range of
the Outer Marker Beacon.
The Amber lamp, labeled "M," is the Middle Marker lamp and is coupled with a 1300 Hertz tone. It is keyed
alternately with short 'dot' and long 'dash' bursts at 95 combinations per minute.
The White lamp, labeled "I," is the Inner marker and has a 3000 Hertz 'dot' tone. The lamp and tone will be
keyed at a rate of six times per second.
The audio from the Marker Beacon Receiver can be heard by selecting the "MKR" push-button switch. To
adjust the volume level, there is a service adjustment located on the top of the unit.
A three-position switch is used to set the receiver sensitivity and to test the indicator lamps. Use "HI"
sensitivity initially. This allows you to hear the outer marker beacon about a mile out. Then select the “LO”
sensitivity to give you a more accurate location of the Outer Marker. The spring loaded down switch
position is marker “Test” and illuminates all three lamps simultaneously to assure the lamps (internal and
external) are in working order. TST does not activate MM sense output.
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ELT KANNAD AF-H INTEGRA

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ELT antenna installation

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ELT KANNAD AF-H INTEGRA

transmission frequencies:
121.5 Mhz and 406Mhz.

It uses an external antenna and, if this antenna is damaged,

for example after a crash, uses an internal antenna. The unit
verifies electronically if the external antenna is performing
properly. If the performance is not satisfactory, it switches
automatically to the internal antenna.
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Purpose of these frequencies:
406 Mhz contains the aircraft ID and can be received by The COSPAS-SARSAT sattelites.
COSPAS-SARSAT is a system Launched in the early eighties by the four founder countries (Canada,
France, Russia, USA), the COSPAS-SARSAT system provides satellite aid to search
and rescue (SAR) operations for maritime, aeronautical and terrestrial vehicles anywhere in the world.
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Purpose of these frequencies:

121.5 Mhz is regarded as the frequency for the final phases of search. Its transmission lasts
longer but does not contain any embedded digital information.
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The ELT must be registered.

Its registration results in an ID code which must be configured. With this ID transmitted on
406Mhz, the COSPAS-SARSAT system immediately identifies your aircraft distress signal.
In addition to the COSPAS-SARSAT sattelites, the Galileo system, began in 2013 to receive
406Mhz distress signals and to relay them to the search and rescue system.
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The mandatory switch position during flight is ARM.

To avoid consumption, the internal GPS receiver is not power supplied in
ARM mode. After a crash (automatic activation) or manual activation, the
internal GPS will try to acquire a position in continuous mode during one hour and by
different sequences up to 24 hours of 406 MHz transmission. If the internal GPS
receiver acquires a valid position, then the message will contain the true position in the
next 406 MHz burst. If the internal GPS receiver does not acquire a valid position, then
the message will contain the default value (GPS position not valid).

With new batteries, the duration of the 121.5 transmission is over 48 hours at
-20°C for INTEGRA ELTs and over 48 hours at -40°C for INTEGRA (ER) ELTs.
As it is therefore preferable to keep the battery power for 121.5 MHz homing
frequency transmission for the rescue operations, in compliance with
COSPAS-SARSAT specifications, the 406 MHz transmission is deliberately stopped
after 24 hours to extend the 121.5 MHz transmission for as long as possible.
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The KANNAD AF-H INTEGRA ELT has a built-in GPS.
To avoid consumption, the internal GPS receiver is not power supplied in ARM mode. After a crash
(automatic activation) or manual activation, the internal GPS will try to acquire a position in continuous
mode during one hour and by different sequences up to 24 hours of 406 MHz transmission. If the
internal GPS receiver acquires a valid position, then the message will contain the true position in the
next 406 MHz burst. If the internal GPS receiver does not acquire a valid position, then the message
will contain the default value (GPS position not valid).
If the installation includes a NAV Interface equipment (external GPS), the position of the internal GPS
will always take priority. The logic is as follows:

• If only the internal GPS acquires a valid position, then the message will contain the true position of the internal
GPS in the 406 MHz burst;

• If only the external GPS acquires a valid position, then the message will contain the true position of the external
GPS in the 406 MHz burst;

• If both internal and external GPS acquire a valid position, then the message will contain the true position of the
internal GPS acquire a valid position;

• If neither the internal GPS, nor the external GPS acquire a valid position, then the message will contain the
default value (GPS position not valid).
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The current number of satellites

monitoring 406Mhz and the embedded
GPS make the ELT a VERY effective
device to aid the search for the
helicopter. It is crucial to use the best
maintenance practices to keep the
ELT in good working order.
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Self-test procedure
• Check that the antenna is correctly connected
Do not perform self-test without antenna connected!
• Tune aircraft radio to 121.5 MHz and ensure you can hear it.
• Switch from position "OFF" to position "ARM" or press RESET &
TEST on the Remote Control Panel (ensure that the ELT switch is in
position "ARM").
• Listen for the buzzer or watch the LED - it operates during the
whole Self-test procedure. Close to the end of self-test a short (3
sweeps) 121.5 transmission is made - confirm this on the aircraft
radio.
• 10 seconds after the beginning of the self test, the test result is
displayed with the red visual indicator and the buzzer will sound:
• One long flash (duration 1 seconds) indicates that the system is
operational and that no error conditions were found.
• A series of short flashes (200 ms) indicates the test has failed.
It is recommended to perform a self-test at least once every six months but it
should not be done more than once a month. The ELT battery is NOT recharged
by the helicopter’s electrical system.
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The number of flashes gives an indication of the faulty

parameter detected during the self-test:

A better test of the unit’s transmission capability can be done with a 121.5Mhz
receiver a couple of hundred meters away from the helicopter, to validate the
antenna performance.
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ATTENTION
Any test that transmits distress signals shall only be conducted
during the first five minutes of any UTC, (coordinated universal
time) hour, and restricted in duration to not more than five seconds.
Be sure to notify any nearby control tower of your intentions.

CAUTION
If the ELT is left transmitting for more than 50 seconds, 406Mhz will
start transmitting, the satellites will receive the signal and consider it
valid.
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Maintenance and proper care

ELT Battery useful life: 6 years in service life (ETSO/TSO/COSPAS-SARSAT margins
included)

IMPORTANT: If the ELT has been activated for more than 1 hour, the battery shall be
replaced.
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When everything else fails…

This unit is there to help you!

ESI-500 / MAG-500
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The ESI-500 receives direct pneumatic

pressure from the helicopter’s pitot-
static system.
It does not depend on any external
ADC.
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Installation Diagram
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Pilots’ Menu

Menu items that have gray text are unselectable.

Rotating the knob allows the user to scroll through the menu, wrapping at
the end of the list to the beginning item. An active menu item has cyan
text.
Pressing the knob initiates a change to the menu item option. The main
menu shifts up, becomes the sub menu title, the submenu slides in from
bottom, and is displayed below the title.
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Battery indications,
State of Charge (SOC)
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Maintenance
Menu
(not for normal operation)

TO ENTER MAINTENANCE MODE:

1. Press and hold the knob while applying power to the unit. Continue to hold until the acknowledge screen (if applicable) or normal display mode is shown.
2. If the unit has the Synthetic vision function, press the Menu button to acknowledge database details.
3. Press the menu button to enter the menu and rotate the knob until System Install menu item is highlighted and press the knob.
4. An ‘Enter Maintenance Mode?’ confirmation message is shown on the screen.
5. Press the knob to Confirm.
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Powering Up the Unit

The EI-500 does NOT have an ON/OFF switch. It goes ON when the bus bar which feeds the
ESI is powered up.
The indicator transitions through the startup sequence (Self Test and System Identification).
The unit will begin normal start up displaying the splash screen.
Next thing that happens is the EADI alignment.
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To increase display brightness:

When the pilot menu is not active, pressing and holding the Menu button will increase the
display brightness. Use the pilot menu item ‘Set Brightness Offset’ to adjust the brightness
level.

To adjust barometric pressure:

Adjust barometric pressure by rotating the knob when the pilot menu is not active.
Millibars (MB) and Hectopascals (HPA) are adjusted in increments of 1.0 and Inches of
Mercury (IN) are adjusted in increments of 0.01.
Press the knob to set the Standard Pressure Barometric Setting (29.92 In.Hg, 1013 hPa,
1013 mb) when the menu is not active. The barometric setting display will show ‘STD’.
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Powering Down the Unit

Shutdown Procedure:
1. Remove aircraft power from the ESI-500. (Battery backup is now functioning as indicated
by battery icon in upper left side of display.)
2. Press Menu button. The BATT Shutdown menu item should be highlighted.
3. Press the knob to select BATT Shutdown.
4. Press the knob to Confirm.
• Cancel can be chosen by rotating the knob until it is selected (highlighted in blue). Press the
knob to return to the Menu list.

Auto Off Feature

If configured for Auto Off, the unit automatically removes power after the user configurable
time (5, 40, 70 minutes) has expired. When five minutes remain in the Auto Off cycle, the pilot
is given the option (see message below) to remain on battery power, otherwise the unit will
shut down.
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Two contingency scenarios:

First scenario: total loss of the aircraft electrical system
The ESI-500 will continua to function as a PFD, showing attitude, altitude, airspeed, vertical
speed and heading.
In this case the ESI-500 internal battery will power the unit for approximately 1 hour.

Second scenario: Main EFIS displays are lost but radios and nav equipment
still working.
In this scenario all the indications available in the previous one plus NAV indications, which
can be VOR, LOC/GS or GPS.
In this case the ESI-500 is still being charged by the helicopter’s electrical system, therefore
there is no time limit.
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Use of VOR/LOC/GS indications on the ESI-500:

All deviation indications are shown in green.

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Use of GPS indications on the ESI-500:

The vertical GPS scale only appears on a LPV approach.

The “CRS” readout is shown when the GPS is in OBS mode;
Otherwise it is replaced by “DTK”. In this case the track is
provided by the GPS receiver unit.
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LPV approach on the ESI-500
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If navigation data from the selected navigation source is not available,

Then the deviation indication is replaced by a red “X”.
Possible display invalidities are shown in the picture below:
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Things to keep in mind about the ESI-500:

1 – Its internal battery will not charge if ambient temperature

is above 40˚C.
Recharging heats up the Li-Ion battery, and to prevent it from overheating, charging
is cutoff at 40˚C.

2 – The message “BATT CAL DUE ” is important.

An uncalibrated battery will inform a wrong SOC (“State of Charge”). The calibration
is a lengthy process: may take up to 8 hours to complete.
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An important tip for later use:

Garmin has a “GTN Trainer” available to the customers, a computer-based

(Windows or Ipad) simulator. It is free-of charge for those who are customers,
and for a US$ 25.00 fee for non-customers. It can be downloaded from
https://buy.garmin.com/en-US/US/prod95993.html
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Those that think that “touch screen” should not be
used in an aircraft...

...will have to change their minds!

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Garmin GTN 650 Garmin GTN 750

These two units have the exact same functionality. The only
difference is: GTN 650, because of the smaller screen, requires
scrolling or swapping the screen for the user to access all functions.
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What can be done with this equipment:

RNAV(GNSS), RNAV(GPS) approaches provided that the LNAV MDA is
used. LNAV/Baro VNAV ou LPV minima can not be used.
Enroute RNAV navigation.

What can NOT be done with this equipment:

RNAV(RNP) approaches with containment area
Flight along RNP routes.
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This is the minimum that can be

used.
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O GTN 650 is WAAS-enabled. It is in the Manual.
However this service is probably not available in Honduras, due to the lack
of reference stations.
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Basic requisite for IFR, GNSS-based RNAV operation:
RAIM is mandatory.
GTN-650 announces any loss of RAIM. If that happens during a RNAV
operation, a contingency procedure to alternate to some other means of
navigation must be carried out immediately.
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The page that is the center of everything:

(like our computer “Desktop”)

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The next few slides shows the screen

sequencing that takes place when the
equipment is turned ON.
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The initial screens appearing on the GTN 650 show:

a) Copyrights
b) Database list and system version
c) Instrument panel self test
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Tabs capacity is a fuel quantity less than full used as reference. Some aircraft
have a mark in the tank or in the fuel gauge for that.
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Except for the HOME and Direct-To keys, everything else

can be done through the touch screen.

Back to
previous
screen

Zoom out or
zoom in
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There are two concentric knobs, a large one and a smaller one, to enter
various data types.
However they are not essential. All data entry through them can also be
done through the touch screen.

Large knob

Small knob

Tip on active knob function

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Before any IFR RNAV operation:
Do the RAIM prediction.
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Creating a new flight plan

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Creating a new flight plan (cont.)

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Creating a new flight plan (cont.)

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The active flight plan page

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How to enable crossfilling a flight plan
Once a flight plan is programmed into one of the dual-installation GTN’s, it can be
automatically crossfilled to the other one. For that to be possible, crossfilling must be
enabled on the System Setup page.
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Waypoint options
Touching a flight plan waypoint will show a
“Waypoint Options” menu.

(touch a key to select the option)

Close the options menu by touching the “Back” key.
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The current (active) leg
The active leg is shown in Magenta, as the KDLS-KBKE leg below.
The aircraft will navigate along this leg.

To change the active leg, touch the intended active waypoint (menu options will
show) and touch “Activate Leg”.
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Loading an airway
An airway can be loaded starting at any waypoint.
Using an airway eliminates the need to enter each and every waypoint along it.
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Two tips about loading an airway:

1 - The “Load Airway” menu item is enabled only when there are airways
past the chosen waypoint.

2 – The “Preview” button next to the “Load” button allows examining the
route with the airway before loading it.
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Loading a procedure
To load a procedure (STAR, SID, Approach):
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Loading a procedure
To load a visual approach:
Vectors to Final (VTF) should be used.
This mode generates a course similar to a localizer. All waypoints preceeding the
FAF are erased. VTF is enabled when a full approach is in the flight plan. VTF may
cancel the APPR phase of flight.
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To load a visual approach (cont.):

A very recent sofware update allows the pilot to load a
visual approach when close to the destination airport:
When a flight plan is loaded, the GTN will also provide a shortcut to
optionally load and activate a visual approach when the aircraft is
within 5 miles of the destination airport if an approach is not already
selected. By utilizing visual approach guidance within the GTN, pilots
are provided a more stable descent and precise flight path throughout
the approach and landing phases of flight while operating in visual
conditions.
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Flying direct to a point
The direct key allows flying direct to:
1 – Any waypoint;
2 – A waypoint of the flight plan; or
3 – One of the nearest airports.

Press the Direct-to key on the right side of the unit. A flight plan must be activated or a Nearest
Airport selected before before information is provided in the Direct-to-Waypoint page.
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Flying direct to a point (cont.)

160
˚
Direct to waypoint Direct via course 160 to waypoint
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Adding a holding pattern

A holding can be added to any flight plan waypoint:

Select Flight Plan  Hold at WPT  enter holding data  Load Hold
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OBS Mode
The OBS mode is selected on the Default Nav page.
The usual navigation mode is sequencing through the flight plan waypoints
and using the active leg direction for guidance.
In the OBS mode it is different: The active waypoint becomes a “pseudo VOR”
and the pilot can choose which “radial”, or course, he wants to follow.
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Some map symbols

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Some map symbols (cont.)
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GTN 650 Messages

There is a large number of different possible
messages. Read the GTN 650 Pilot’s Guide
for the full list. Some important messages
are shown at right:
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Exercise:
Create a flight plan from
Tegucigalpa to San Pedro Sula,
flight level 100.
Store this flight plan in the catalog.
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G500H flight & display system

GRS77H

GDC 74H
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The G500 visible to the pilot is the GDU620.
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The AHRS needs sometime to align.

Fastest AHRS alignment is achieved with the aircraft stationary and with all AHRS inputs
valid (3-D GPS position, magnetometer, and air data). During initial power up on the
ground, no GPS position and/or magnetic anomalies are common. If the aircraft is taxied
prior to AHRS alignment, alignment may be delayed until after a valid 3-D GPS position is
available.

During in-flight alignment of the AHRS, minimize aircraft maneuvering. The AHRS will
align with shallow banking and pitch angles (less than 20 degrees of roll or 5 degrees of
pitch). AHRS alignment may not be possible during more aggressive maneuvers.
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During AHRS alignment:
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Attitude and heading are provided by the GRS

77H AHRS.
Possible AHRS failure modes:
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In case of loss of heading information, the compass

rose changes from heding up to track up:

Map orientations change from HDG UP to TRACK UP and Map orientations will
change back to HDG up when heading is restored. When heading fails, the heading
bug is not removed and the GDU continues driving the autopilot (if available)
heading error output using track in place of heading.
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Loss of heading (cont.):

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Flight Path Marker

The flight path marker show the direction the aircraft is moving, not the direction its
nose is pointing to.
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Radar Altimeter

When the radar altitude is 0, the brown band

will be level with the altitude tape pointer. As
the radar altitude increases above 0, the brown
band will move down the tape in an amount
equal to the current radar altitude.
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Radar Altimeter (cont.)

A Radio Altimeter test can be initiated anytime

by accessing the second auxiliary page.
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The AHRS uses a conversion table to know where the true north is. This
table is called IGRF (International Geomagnetic Reference Field), and is
updated every 5 years.
The IGRF (International Geomagnetic Reference Field) model is contained in the AHRS and is only
updated once every five years. The IGRF model is part of the Navigation Database. At system power-
up, the IGRF models in the AHRS and in the Navigation Database are compared, and if the IGRF
model in the AHRS is out of date, the user is prompted to update the IGRF model in the AHRS. After
the G500H splash screen is acknowledged on the MFD, the following update message appears.
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visible in the MAP page
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Symbols on the MFD

There are 4
declutter levels:
DCLTR
DCLTR-1
DCLTR-2
DCLTR-3
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Topographic scale
Inner
knob

“ENTER”
button
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The PFD knob

After 10 seconds of inactivity in another mode, the PFD

knob selected mode will revert to Heading mode.
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The “Soft Keys”

(soft because their functions change with the context)

The soft keys are located along the bottoms of the displays. The soft key labels shown depend on
the soft key level or page being displayed. The bezel keys below the soft keys can be used to
select the appropriate soft key. MFD functions indicated by the soft key labels vary depending on
the page selected and are located at the bottom of the MFD display. Press the soft key located
directly below the soft key label. To select the function indicated on the soft key label, press the soft
key directly below the label.
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The MFD knob
Turning the outer knob allows access to a huge amount of info,
laid out in 4 different pages (MAP, WX, AUX, FPL).

This banner shows

which page is active
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The MFD knob (cont.)
The MENU button and the MFD knob give access to a large
number of configuration options.

“ENTER”
button Turn the
Inner
knob
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The MFD knob (cont.)
Selecting the AUX page with the MFD knob give access to several pages
with a lot of information. A good part of it is not applicable to the Honduran
UH1H.
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MAP MENU
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TRAFFIC MENU
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CDI (course deviation indicator)

Pressing the CDI softkey

will sequence between
available options (GPS,
VOR/LOC)

Press the
CDI softkey
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Bearing needle

Pressing the PFD softkey will sequence

thru the available options (VOR, NDB,
etc), or OFF.

Press PFD
softkey
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Database update

Since these databases are not stored internally in the

GDU 620, a Supplemental Data Card containing identical
database versions must be kept in each display unit for
dual installations. After subscribing to the desired
database product, the database product will need to be
downloaded to a Supplemental Data Card. Insert the
Supplemental Data Card into the lower card slot shown in
Figure A-4. The Supplemental Data Card should not be
removed except to update the databases stored on the
card. The upper slot is typically used for updating the
navigation database and is then normally left open. The
Navigation card may be inserted in either slot, but should
use the same slot each time.
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TAWS
TAWS status as shown on the PFD:

TAWS alert categories:

Immediate
action
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TAWS
alerts
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TAWS – Descent rate alarm logic

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This is the end of our class lecture.

Practice with the trainer will follow.
If doubts arise later,
Feel free to send questions!
We will be more than happy to help.

Heliano.Cabral@uol.com.br
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