DOCSLIB.ORG

GFC 700 AFCS Supplement

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text
GFC 700 AFCS Supplement GFC 700 AFCS Supplement GFC 700 AFCS Supplement Autopilot Basics Flight Director vs. Autopilot Controls Activating the System Modes Mode Awareness What the GFC 700 Does Not Control Other Training Resources Automation Philosophy Limitations Modes Quick Reference Tables Lateral Modes Vertical Modes Lateral Modes Roll Hold Heading Select (HDG) Navigation (NAV) Approach (APR) Backcourse Vertical Modes Pitch Hold Altitude Hold (ALT) Glidepath (GP) Glideslope (GS) Go Around (GA) Selected Altitude Capture (ALTS) Autopilot Procedures Preflight Takeoff / Departure En Route Arrival/Approach Approaches Without Vertical Guidance Approaches With Vertical Guidance Revised: 02/08/2021 Missed Approach Autopilot Malfunctions/Emergencies Annunciations Cautions (Yellow) Warnings (Red) Emergency Procedures Manual Electric Trim Control Wheel Steering C172 w/ GFC700 Autopilot Checklist Piper Archer w/ GFC700 Autopilot Checklist Supplement Profile Addenda Autopilot Basics Flight Director vs. Autopilot ATP’s newer Cessna 172s and Piper Archers come factory-equipped with the GFC 700 Automatic Flight Control System (AFCS). The GFC 700 AFCS, like most autoflight systems, includes both a flight director (FD) and an autopilot (AP). The FD calculates the pitch and bank angles needed to fly the desired course, heading, altitude, speed, etc., that the pilot has programmed. It then displays these angles on the primary flight display (PFD) using magenta command bars. The pilot can follow the desired flight path by manipulating the control wheel to align the yellow aircraft symbol with the command bars. Alternately, the pilot can activate the AP, which uses servos to adjust the elevators, ailerons, and elevator trim as necessary to follow the command bars. Controls The AFCS is activated and programmed using buttons on the left bezel of the PFD and the multifunction display (MFD). The two sets of buttons are identical, but the set on the MFD is easier to reach (and easier for the instructor in the right seat to see, to confirm proper operation). There are 4 buttons on the left side of the pilot’s control wheel (and in the Piper Archer, also on the right side of the copilot’s control wheel) that serve to disengage the autopilot and operate the electric trim. These are positioned such that the pilot can press them with their thumb while using the control wheel. On Cessna 172s, one additional button, the Go Around Switch, is located near the throttle so the pilot can advance the throttle and push the button in one motion during a go-around. On Piper Archers, the equivalent Takeoff/Go-Around Switch is located on the throttle lever. Operating these controls brings the pilot’s attention inside the aircraft, particularly for pilots who are not yet completely familiar with their operation. This could distract the pilot from their Revised: 02/08/2021 obligation to see and avoid other aircraft. Pilots using autoflight systems must be conscious of how much time they are spending heads-down. Alternate between scanning for traffic and operating the autopilot. If you cannot devote enough heads-up time to collision avoidance while simultaneously programming the autopilot, stop using the autopilot. Fly by hand, and become ​ ​ more familiar with the GFC 700 before using it on future flights. Activating the System Pressing the FD button will activate the FD but not the AP. Then, to activate the AP, press the AP button. If the FD is not already active, pressing AP will activate both. Modes To use an AFCS, the pilot must select one or more FD modes that tell the system what to track: ​ ​ a heading, a navigational signal, an airspeed, a vertical speed, etc. For the GFC 700, these modes are divided into two groups: vertical modes and lateral modes. The pitch angle shown by the command bars is determined by the vertical mode, and the roll angle is determined by the lateral mode. In some circumstances, the pilot may want the FD to use one mode until some condition is met, then switch to another mode. For example, the pilot might want to fly a particular heading to intercept a VOR radial, or to climb at a particular airspeed before leveling off at a given cruising altitude. In this case, the mode currently being used is called the active mode, and the one to ​ ​ which the AFCS will switch is the armed mode. ​ ​ Mode Awareness One of the most common causes of autoflight errors is a lack of mode awareness. That is, the pilot loses track of which mode the AFCS is in, and therefore fails to anticipate how the AFCS will behave. The key to maintaining mode awareness is to keep the AFCS Status Box in your scan. This box is at the top of the PFD, just below the Navigation Status Box. It is divided into three segments: ● Left: lateral mode annunciations ● Right: vertical mode annunciations ● Center: autopilot status annunciations Active modes are displayed in green and are towards the center of the PFD. Armed modes are displayed in white and are towards the edges of the PFD. When the AFCS transitions from an armed to an active mode, the white armed annunciation moves to the green active mode field and flashes for ten seconds. If the mode annunciation flashes yellow, the AFCS has lost the sensor or navigation data needed to compute commands in that mode. The aircraft will roll wings level or hold the current pitch angle (depending on the affected axis). The annunciation will flash for 10 seconds, then revert to the Pitch Hold or Roll Hold mode. Revised: 02/08/2021 While the AP is engaged, a green “AP” annunciation appears in the center of the AFCS Status Box. If the AP is manually disengaged, this annunciation will flash yellow for 5 seconds (along with a two-second disconnect tone) and then disappear. If the AP is automatically disengaged, it will flash red (along with the aural disconnect alert) until the pilot acknowledges the alert. Scanning the AFCS Status Box is critical for mode awareness, but scanning for traffic is critical for collision avoidance. Alternate your scan: traffic, AFCS status, flight instrument readings, back to traffic, etc. If monitoring the automation is requiring so much attention that your traffic scan deteriorates, shut off the automation and fly by hand. What the GFC 700 Does Not Control The GFC 700 AFCS has no control over the throttle setting of the aircraft. The pilot must adjust the power as necessary to maintain the desired flight profile. In descents, failure to sufficiently reduce power could lead to an overspeed condition. In climbs, failure to sufficiently increase power could result in minimal climb rates or dangerously low airspeed. The GFC 700 also has no control over the aircraft’s rudder. It is a two-axis autopilot, meaning that it controls pitch and roll but not yaw. The pilot must keep their feet on the rudder pedals and make appropriate inputs to keep the aircraft in coordinated flight. Other Training Resources The flight environment is a distracting and expensive place to learn how to operate an autoflight system. Fortunately, there are a wealth of resources available to learn about the GFC 700 on the ground: ● “GFC 700 Training” video on the Garmin YouTube channel ​ ● King Schools “Flying the Garmin G1000” course ● Manuals: G1000 Pilot’s Guides, Cockpit Reference Guides, aircraft POH/AFM ● Garmin G1000 Trainer software Automation Philosophy When using an autoflight system, it is critical to remember that you, the pilot, are still flying the ​ ​ airplane. You are pressing buttons and turning knobs, instead of moving a control wheel, but you must still… ● Evaluate the current flight conditions. ● Choose a course of action that will keep the flight safe and legal. ● Make appropriate control inputs to carry out that course of action. ● Monitor the aircraft’s response to your control inputs. ● Adjust your control inputs if the aircraft is not behaving as desired. An autopilot is a useful tool for relieving some of the physical workload of flying the airplane, but it cannot take on the mental workload required to exercise good aeronautical decision-making ​ ​ (ADM). Autoflight systems will behave exactly the way they’re programmed by Garmin’s engineers and the pilot, even if that behavior is illogical or unsafe in the current situation. As a result, like any computer, the GFC 700 can only ever be as good as the pilot who is using it. Revised: 02/08/2021 The autopilot also has no ability to scan for and avoid traffic. Whenever weather conditions allow, all pilots (whether VFR or IFR) are required to maintain vigilance so as to see and avoid other aircraft (14 CFR 91.113). Using an autopilot does not relieve you of this responsibility! The idea of “staying ahead of the airplane” applies very much to the use of autoflight systems as well. When using the autopilot, you should know exactly where you expect the aircraft to be and what you expect it to do well before it actually happens. If you don’t, you won’t be able to catch any errors, malfunctions, or other unexpected behavior. While flying on autopilot, ask yourself occasionally: ● If it disconnected right now, could I immediately jump in and continue with the flight? ● If it started deviating from the flight path I want it to take, would I know immediately? If you can’t answer “yes” to both questions, you have allowed the autopilot to get ahead of you. It’s taking you places before you have a chance to apply your ADM skills, and it has no ADM skills of its own--this is not a good combination. Limitations In Cessna 172 aircraft, the autopilot feature of the GFC 700 AFCS may not be used: ● During takeoffs and landings.
Load more

Recommended publications
  • Enhancing Flight-Crew Monitoring Skills Can Increase Flight Safety
    Enhancing Flight-crew Monitoring Skills Can Increase Flight Safety 55th International Air Safety Seminar Flight Safety Foundation November 4–7, 2002 • Dublin, Ireland Captain Robert L. Sumwalt, III Chairman, Human Factors and Training Group Air Line Pilots Association, International Captain Ronald J. Thomas Supervisor, Flight Training and Standards US Airways Key Dismukes, Ph.D. Chief Scientist for Aerospace Human Factors NASA Ames Research Center To ensure the highest levels of safety each flight crewmember must carefully monitor the aircraft’s flight path and systems, as well as actively cross-check the actions of each other.1 Effective crew monitoring and cross-checking can literally be the last line of defense; when a crewmember can catch an error or unsafe act, this detection may break the chain of events leading to an accident scenario. Conversely, when this layer of defense is absent the error may go undetected, leading to adverse safety consequences. Following a fatal controlled flight into terrain (CFIT) approach and landing accident (ALA) involving a corporate turbo-prop the surviving pilot (who was the Pilot Not Flying) told one of the authors of this paper, “If I had been watching the instruments I could have prevented the accident.” This pilot’s poignant statement is quite telling; in essence, he is stating that if he had better monitored the flight instruments he could have detected the aircraft’s descent below the minimum descent altitude (MDA) before it struck terrain. This pilot’s statement is eerily similar to a conclusion reached by the U.S. National Transportation Safety Board (NTSB) after an airliner descended through the MDA and impacted terrain during a nighttime instrument approach.
    [Show full text]
  • Aircraft Engine Performance Study Using Flight Data Recorder Archives
    Aircraft Engine Performance Study Using Flight Data Recorder Archives Yashovardhan S. Chati∗ and Hamsa Balakrishnan y Massachusetts Institute of Technology, Cambridge, Massachusetts, 02139, USA Aircraft emissions are a significant source of pollution and are closely related to engine fuel burn. The onboard Flight Data Recorder (FDR) is an accurate source of information as it logs operational aircraft data in situ. The main objective of this paper is the visualization and exploration of data from the FDR. The Airbus A330 - 223 is used to study the variation of normalized engine performance parameters with the altitude profile in all the phases of flight. A turbofan performance analysis model is employed to calculate the theoretical thrust and it is shown to be a good qualitative match to the FDR reported thrust. The operational thrust settings and the times in mode are found to differ significantly from the ICAO standard values in the LTO cycle. This difference can lead to errors in the calculation of aircraft emission inventories. This paper is the first step towards the accurate estimation of engine performance and emissions for different aircraft and engine types, given the trajectory of an aircraft. I. Introduction Aircraft emissions depend on engine characteristics, particularly on the fuel flow rate and the thrust. It is therefore, important to accurately assess engine performance and operational fuel burn. Traditionally, the estimation of fuel burn and emissions has been done using the ICAO Aircraft Engine Emissions Databank1. However, this method is approximate and the results have been shown to deviate from the measured values of emissions from aircraft in operation2,3.
    [Show full text]
  • E6bmanual2016.Pdf
    ® Electronic Flight Computer SPORTY’S E6B ELECTRONIC FLIGHT COMPUTER Sporty’s E6B Flight Computer is designed to perform 24 aviation functions and 20 standard conversions, and includes timer and clock functions. We hope that you enjoy your E6B Flight Computer. Its use has been made easy through direct path menu selection and calculation prompting. As you will soon learn, Sporty’s E6B is one of the most useful and versatile of all aviation computers. Copyright © 2016 by Sportsman’s Market, Inc. Version 13.16A page: 1 CONTENTS BEFORE USING YOUR E6B ...................................................... 3 DISPLAY SCREEN .................................................................... 4 PROMPTS AND LABELS ........................................................... 5 SPECIAL FUNCTION KEYS ....................................................... 7 FUNCTION MENU KEYS ........................................................... 8 ARITHMETIC FUNCTIONS ........................................................ 9 AVIATION FUNCTIONS ............................................................. 9 CONVERSIONS ....................................................................... 10 CLOCK FUNCTION .................................................................. 12 ADDING AND SUBTRACTING TIME ....................................... 13 TIMER FUNCTION ................................................................... 14 HEADING AND GROUND SPEED ........................................... 15 PRESSURE AND DENSITY ALTITUDE ...................................
    [Show full text]
  • Design and Analysis of Advanced Flight: Planning Concepts
    NASA Contractor Report 4063 Design and Analysis of Advanced Flight: Planning Concepts Johri A. Sorerisen CONrRACT NAS1- 17345 MARCH 1987 NASA Contractor Report 4063 Design and Analysis of Advanced Flight Planning Concepts John .A. Sorensen Analytical Mechanics Associates, Inc. Moantain View, California Prepared for Langley Research Center under Contract NAS 1- 17345 National Aeronautics and Space Administration Scientific and Technical Information Branch 1987 F'OREWORD This continuing effort for development of concepts for generating near-optimum flight profiles that minimize fuel or direct operating costs was supported under NASA Contract No. NAS1-17345, by Langley Research Center, Hampton VA. The project Technical Monitor at Langley Research Center was Dan D. Vicroy. Technical discussion with and suggestions from Mr. Vicroy, David H. Williams, and Charles E. Knox of Langley Research Center are gratefully acknowledged. The technical information concerning the Chicago-Phoenix flight plan used as an example throughout this study was provided by courtesy of United Airlines. The weather information used to exercise the experimental flight planning program EF'PLAN developed in this study was provided by courtesy of Pacific Southwest Airlines. At AMA, Inc., the project manager was John A. Sorensen. Engineering support was provided by Tsuyoshi Goka, Kioumars Najmabadi, and Mark H, Waters. Project programming support was provided by Susan Dorsky, Ann Blake, and Casimer Lesiak. iii DESIGN AND ANALYSIS OF ADVANCED FLIGHT PLANNING CONCEPTS John A. Sorensen Analytical Mechanics Associates, Inc. SUMMARY The Objectives of this continuing effort are to develop and evaluate new algorithms and advanced concepts for flight management and flight planning. This includes the minimization of fuel or direct operating costs, the integration of the airborne flight management and ground-based flight planning processes, and the enhancement of future traffic management systems design.
    [Show full text]
  • Flight Deck Solutions and Technologies Moving the Industry Forward
    FLIGHT DECK SOLUTIONS AND TECHNOLOGIES MOVING THE INDUSTRY FORWARD GARMIN INTERNATIONAL, INC. Garmin.com 1200 East 151st Street, Olathe, KS 66062 GARMIN (EUROPE) LTD. GARMIN SINGAPORE PTE. LTD. p: 866.739.5687 f: 913.397.8282 Liberty House, Hounsdown Business Park 46 East Coast Road #05-06, Singapore 428766 Southampton, Hampshire, SO40 9LR, U.K. p: 65.63480378 f: 65.63480278 p: +44 (0)87.0850.1243 f: +44 (0)23.8052.4004 e: [email protected] ©2018 Garmin Ltd. or its subsidiaries. All rights reserved. Specifications and descriptions are preliminary and subject to change without notice. The Bluetooth word mark and logos are registered trademarks owned by Bluetooth SIG, Inc. and any use of such marks by Garmin is under license. iPad, iPhone and Apple are trademarks of Apple Inc., registered in the U.S. and other countries. Android™ is a trademark of Google Inc® GARMIN INTEGRATED FLIGHT SYSTEMS: SOLUTIONS SCALED FOR ANY SIZE AIRCRAFT Whether you fly a large business jet, a hard-working helicopter, a light jet, a turboprop, piston twin or single-engine aircraft – whatever size or shape your cockpit takes, you can be sure there’s a Garmin glass flight deck solution perfectly scaled to fit. No other leading avionics manufacturer offers such breadth of capability – or such versatile configurability – in its lineup of glass-integrated suites for new aircraft and aftermarket installation. Designed to help pilots make better decisions faster, each of these Garmin glass systems seamlessly integrates control and presentation of virtually all “big picture” flight references used in the cockpit. Information once scattered across myriad instruments and gauges is now consolidated for easy viewing on a pilot’s primary flight display (PFD) and multifunction display (MFD).
    [Show full text]
  • Aic France a 31/12
    TECHNICAL SERVICE ☎ : +33 (0)5 57 92 57 57 AIC FRANCE Fax : +33 (0)5 57 92 57 77 ✉ : [email protected] A 31/12 Site SIA : http://www.sia.aviation-civile.gouv.fr Publication date: DEC 27 SUBJECT : Deployment of CDO (continuous descent operations) on the French territory 1 INTRODUCTION After a trial and assessment period, the DSNA (French Directorate for Air Navigation Services) would now like to deploy continuous descent operations all across the French territory. When well performed by pilots, continuous descent reduces the effects of aircraft noise on the residential areas near airports and CO2 emissions. Continuous descent approach performance indicators for the residential community (reduction of noise linked to the elimination of superfluous sound levels) are or shall soon be available for all large French airports. The gains in CO2 shall be included in national greenhouse gas emission monitoring indicators. The DSNA will use this AIC to provide a set of recommendations and procedures on how to create, deploy and use this type of operation at national level, in order to help airlines perform successful CDO. Both the applications of the internationally standardized general principles and the French choices for fields which are not yet standardized are described in this AIC. 2 DEFINITION CDO (Continuous Descent Operations) is a flight technique which enables aircraft to have optimized flight profiles, either linked to instrument approach procedures and adapted airspace structures or air control techniques, by using reduced engine power and whenever possible, configurations limiting aerodynamic drag, in order to decrease the following: - noise nuisance in the areas surrounding the aerodromes, - emissions of gases into the atmosphere, - consumption of aircraft fuel.
    [Show full text]
  • Garmin Reveals Autoland Feature Rotorcraft Industry Slams Possible by Matt Thurber NYC Helo Ban Page 45
    PUBLICATIONS Vol.50 | No.12 $9.00 DECEMBER 2019 | ainonline.com Flying Short-field landings in the Falcon 8X page 24 Regulations UK Labour calls for bizjet ban page 14 Industry Forecast sees deliveries rise in 2020 page 36 Gratitude for Service Honor flight brings vets to D.C. page 41 Air Transport Lion Air report cites multiple failures page 51 Rotorcraft Garmin reveals Autoland feature Industry slams possible by Matt Thurber NYC helo ban page 45 For the past eight years, Garmin has secretly Mode. The Autoland system is designed to Autoland and how it works, I visited been working on a fascinating new capabil- safely fly an airplane from cruising altitude Garmin’s Olathe, Kansas, headquarters for ity, an autoland function that can rescue an to a suitable runway, then land the airplane, a briefing and demo flight in the M600 with airplane with an incapacitated pilot or save apply brakes, and stop the engine. Autoland flight test pilot and engineer Eric Sargent. a pilot when weather conditions present can even switch on anti-/deicing systems if The project began in 2011 with a Garmin no other safe option. Autoland should soon necessary. engineer testing some algorithms that could receive its first FAA approval, with certifi- Autoland is available for aircraft manu- make an autolanding possible, and in 2014 cation expected shortly in the Piper M600, facturers to incorporate in their airplanes Garmin accomplished a first autolanding in followed by the Cirrus Vision Jet. equipped with Garmin G3000 avionics and a Columbia 400 piston single. In September The Garmin Autoland system is part of autothrottle.
    [Show full text]
  • Flight Deck Solutions, Technologies and Services Moving the Industry Forward Garmin Innovation Brings Full Integration to Business Flight Operations and Support
    FLIGHT DECK SOLUTIONS, TECHNOLOGIES AND SERVICES MOVING THE INDUSTRY FORWARD GARMIN INNOVATION BRINGS FULL INTEGRATION TO BUSINESS FLIGHT OPERATIONS AND SUPPORT From web-based flight planning, fleet scheduling and tracking services to integrated flight display technology, head-up displays, advanced RNP navigation, onboard weather radar, Data Comm datalinks and much more — Garmin offers an unrivaled range of options to help make flying as smooth, safe, seamless and reliable as it can possibly be. Whether you operate a business jet, turboprop or hard-working helicopter, you can look to Garmin for industry-leading solutions scaled to fit your needs and your cockpit. The fact is, no other leading avionics manufacturer offers such breadth of capability — or such versatile configurability — in its lineup of flight deck solutions for aircraft manufacturers and aftermarket upgrades. When it comes to bringing out the best in your aircraft, Garmin innovation makes all the difference. CREATING A VIRTUAL REVOLUTION IN GLASS FLIGHT DECK SOLUTIONS By presenting key aircraft performance, navigation, weather, terrain routings and so on. The map function is designed to interface with a and traffic information, in context, on large high-resolution color variety of sensor inputs, so it’s easy to overlay weather, lightning, traffic, displays, today’s Garmin glass systems bring a whole new level of terrain, towers, powerlines and other avoidance system advisories, as clarity and simplicity to flight. The screens offer wide viewing angles, desired. These display inputs are selectable, allowing the pilot to add advanced backlighting and crystal-sharp readability, even in bright or deselect overlays to “build at will” the map view he or she prefers for sunlight.
    [Show full text]
  • Single Engine | Pressurized Turboprop Avionics Enhanced Automatic Flight Control System (Afcs)
    CABIN CLASS | SINGLE ENGINE | PRESSURIZED TURBOPROP AVIONICS ENHANCED AUTOMATIC FLIGHT CONTROL SYSTEM (AFCS) GARMIN G1000 NXi IS THE NEXT GENERATION OF GLASS COCKPITS No pilot help The G1000 NXi system takes the legacy G1000 glass flight deck platform to a higher level of performance and capability. It combines added processing power Light righting force with brighter, smoother high resolution displays and enhanced optional features including; SurfaceWatch runway identification and alerting technology, Connext Stronger righting force (Flight Stream 510) wireless cockpit connectivity, HSI mapping on your primary flight display, animated NEXRAD datalink weather and autopilot coupled visual Electronic Stability Automatic Level Mode Protection (ESP) (Optional) (Blue Button) approaches down to pilot selectable minimums. Any pilot who’s ever been startled Level Mode will return the aircraft to a to attention by a stall warning horn wings level attitude with zero vertical in a busy cockpit will appreciate the speed with the push of a button. It M500 G1000 NXi SHOWN *Shown with Aspen EFD1000 Standby Flight. Garmin GI-275 now standard. proactive stability augmentation of automatically engages the autopilot to the ESP monitoring technology. This return the aircraft to straight and level CONNECTED AIRCRAFT downloading to your mobile device — Flight Stream 510 (Optional) feature functions independently of the flight in case of pilot disorientation. G1000 NXi’s ability to simplify and then transfer the data to your aircraft Assemble all flight information on your mobile autopilot system ó although it uses the streamline your piloting workload when you get to the airport. device in advance, then wirelessly sync with HSI MAPPING NEXRAD DATALINK WEATHER same control servos to gently nudge the Approach and Landing starts even before you climb into the the cockpit once you get to the airport.
    [Show full text]
  • U.S. Airline Transport Pilot International Flight Language Experiences, Report 4: Non-Native English-Speaking Controllers Commun
    Federal Aviation Administration DOT/FAA/AM-10/12 Office of Aerospace Medicine Washington, DC 20591 U.S. Airline Transport Pilot International Flight Language Experiences, Report 4: Non-Native English-Speaking Controllers Communicating With Native English-Speaking Pilots O. Veronika Prinzo Civil Aerospace Medical Institute Federal Aviation Administration Oklahoma City, OK 73125 Alan Campbell Johns Creek, GA 30022 Alfred M. Hendrix Ruby Hendrix HCS Consulting Services Roswell, NM 88201 August 2010 Final Report OK-10-0077-JAH NOTICE This document is disseminated under the sponsorship of the U.S. Department of Transportation in the interest of information exchange. The United States Government assumes no liability for the contents thereof. ___________ This publication and all Office of Aerospace Medicine technical reports are available in full-text from the Civil Aerospace Medical Institute’s publications Web site: www.faa.gov/library/reports/medical/oamtechreports Technical Report Documentation Page 1. Report No. 2. Government Accession No. 3. Recipient's Catalog No. DOT/FAA/AM-10/12 4. Title and Subtitle 5. Report Date U.S. Airline Transport Pilot International Flight Language Experiences, August 2010 Report 4: Non-Native English-Speaking Controllers Communication With 6. Performing Organization Code Native English-Speaking Pilots 7. Author(s) 8. Performing Organization Report No. 1 2 3 3 Prinzo OV, Campbell A, Hendrix A, and Hendrix R 1FAA CAMI 2Capt. A Campbell 3Hendrix & Hendrix P.O. Box 25082 Johns Creek, GA Consulting Services Oklahoma City, OK 73125 30022 Roswell, NM 88201 9. Performing Organization Name and Address 10. Work Unit No. (TRAIS) FAA Civil Aerospace Medical Institute P.O.
    [Show full text]
  • GARMIN LTD. (Exact Name of Registrant As Specified in Its Charter)
    UNITED STATES SECURITIES AND EXCHANGE COMMISSION Washington, D.C. 20549 FORM 10‐K [X] ANNUAL REPORT PURSUANT TO SECTION 13 OR 15(d) OF THE SECURITIES EXCHANGE ACT OF 1934 For the fiscal year ended December 25, 2010 or [ ] TRANSITION REPORT PURSUANT TO SECTION 13 OR 15(d) OF THE SECURITIES EXCHANGE ACT OF 1934 For the transition period from to Commission file number 0‐31983 GARMIN LTD. (Exact name of registrant as specified in its charter) Switzerland 98‐0229227 (State or other jurisdiction (I.R.S. Employer Identification No.) of incorporation or organization) Vorstadt 40/42 8200 Schaffhausen N/A Switzerland (Zip Code) (Address of principal executive offices) Registrant’s telephone number, including area code: +41 52 620 1401 Securities registered pursuant to Section 12(b) of the Act: Registered Shares, CHF 10.00 Per Share Par Value NASDAQ Global Select Market (Title of each class) (Name of each exchange on which registered) Securities registered pursuant to Section 12(g) of the Act: None Indicate by check mark if the registrant is a well‐known seasoned issuer, as defined in Rule 405 of the Securities Act. YES [√] NO [ ] Indicate by check mark if the registrant is not required to file reports pursuant to Section 13 or Section 15(d) of the Act. YES [ ] NO [√ ] Indicate by check mark whether the registrant (1) has filed all reports required to be filed by Section 13 or 15(d) of the Securities Exchange Act of 1934 during the preceding 12 months (or for such shorter period that the registrant was required to file such reports), and (2) has been subject to such filing requirements for the past 90 days.
    [Show full text]
  • G1000 Nxi Cockpit Reference Guide for the Cessna NAV III Skywatch® and Stormscope® Are Registered Trademarks of L-3 Communications
    ® Cockpit Reference Guide Cessna NAV III FLIGHT INSTRUMENTS ENGINE INDICATION SYSTEM (EIS) NAV/COM/TRANSPONDER/AUDIO PANEL FLIGHT MANAGEMENT SYSTEM HAZARD AVOIDANCE AUTOMATIC FLIGHT CONTROL SYSTEM ADDITIONAL FEATURES ANNUNCIATIONS & ALERTS ABNORMAL OPERATION APPENDIX INDEX Copyright © 2016 Garmin Ltd. or its subsidiaries. All rights reserved. This manual reflects the operation of System Software version 2501.00 or later for the Cessna Nav III. 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 Aircraft On Ground (AOG) Hotline: 913.397.0836 Aviation Dealer Technical Support: 888.606.5482 Garmin AT, Inc., 2345 Turner Road SE, Salem, OR 97302, U.S.A. Tel: 503.581.8101 Fax 503.364.2138 Garmin (Europe) Ltd. Liberty House, Hounsdown Business Park, Southampton, Hampshire SO40 9LR U.K. Tel: +44 (0) 238 052 4000 Fax: +44 (0) 238 052 4004 Aviation Support: +44 (0) 370 850 1243 Garmin Corporation, No. 68, Zhangshu 2nd Road, Xizhi District, New Taipei City, Taiwan Tel: 34-93-357-2608 Fax: 34-93-429-4484 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.
    [Show full text]