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Figure 5-139 Descending to the Missed Approach Point
In this missed approach procedure, the altitude immediately following the MAP (in this case ‘6368ft’) is not part of the published procedure. It is simply a Course to Altitude (CA) leg which guides the aircraft along the runway centerline until the required altitude required to safely make the first turn toward the MAHP is exceeded. In this case, if the aircraft altitude is below the specified altitude (6,368 feet) after crossing the MAP, a direct-to is established to provide a course on runway heading until an altitude of 6,368 feet reached. After reaching 6,368 feet, a direct-to is established to the published MAHP (in this case MOGAL). If the aircraft altitude is above the specified altitude after crossing the MAP, a direct-to is established to the published fix (MOGAL) to begin the missed approach procedure. The altitude constraint value defaults to 400 feet AGL when there is no Course to Altitude defined in the published procedure.
In some missed approach procedures this a Course to Altitude leg may be part of the published procedure. For example, the procedure dictates a climb to 5,500 feet, then turn left and proceed to the Missed Approach Hold Point (MAHP). In this case, The altitude would be labeled appear in the list of waypoints as ‘5500ft’. Again, if the aircraft altitude is lower than the prescribed altitude, a direct-to is established on a Course to Altitude leg when the missed approach procedure is activated.
278 Garmin G1000 Pilot’s Guide for the Cessna Citation Mustang 190-00494-02 Rev. B
Flight Management anagement
SYSTEM
OVERVIEW
FLIGHT
AUDIO PANEL EICAS INSTRUMENTS
& CNS
FLIGHT
MANAGEMENT
HAZARD
ADDITIONAL AFCS AVOIDANCE
INDEX APPENDICES FEATURES
25) Upon reaching the MAP, it is decided to execute a missed approach. Automatic waypoint sequencing is suspended past the MAP. Select the SUSP Softkey on the PFD to resume automatic waypoint sequencing through the missed approach procedure.
A direct-to is initiated to MOGAL, which is the Missed Approach Hold Point (MAHP) as seen in Figure 5-140. The aircraft is climbing to 10,000 feet. The CDI flight phase now changes from LPV to MAPR as seen on the HSI.
Figure 5-140 Missed Approach Active
190-00494-02 Rev. B Garmin G1000 Pilot’s Guide for the Cessna Citation Mustang 279
Flight Management anagement
SYSTEM
OVERVIEW
FLIGHT
INSTRUMENTS EICAS AUDIO PANEL
& CNS
FLIGHT
MANAGEMENT
HAZARD
AVOIDANCE AFCS ADDITIONAL
FEATURES APPENDICES INDEX
26) The aircraft continues climbing to “AT or ABOVE” 10,000 feet at MOGAL. A holding pattern is established at the MAHP (MOGAL) as shown in Figure 5-141.
Figure 5-141 Establishing the Holding Pattern
27) The aircraft maintains 10,000 feet while following the magenta line through the hold as in Figure 5-142.
Figure 5-142 Hold Established
280 Garmin G1000 Pilot’s Guide for the Cessna Citation Mustang 190-00494-02 Rev. B
Flight Management anagement
SYSTEM
OVERVIEW
FLIGHT
AUDIO PANEL EICAS INSTRUMENTS
& CNS
FLIGHT
MANAGEMENT
HAZARD
ADDITIONAL AFCS AVOIDANCE
INDEX APPENDICES FEATURES
5.12 Abnormal Operationperation
This section discusses the Dead Reckoning mode of operation and the subsequent indications. Noteote: Dead Reckoning Mode only functions in Enroute (ENR) or Oceanic (OCN) phase of flight. In all other phases, an invalid GPS solution produces a “NO GPS POSITION” annunciation on the map and the G1000 stops using GPS.
While in Enroute or Oceanic phase of flight, if the G1000 detects an invalid GPS solution or is unable to calculate a GPS position, the system automatically reverts to Dead Reckoning (DR) Mode. In DR Mode, the G1000 uses its last-known position combined with continuously updated airspeed and heading data (when available) to calculate and display the aircraft’s current estimated position.
It is important to note that estimated navigation data supplied by the G1000 in DR Mode may become increasingly unreliable and must not be used as a sole means of navigation. If while in DR Mode airspeed and/or heading data is also lost or not available, the DR function may not be capable of accurately tracking estimated position and, consequently, the system may display a path that is different than the actual movement of the aircraft. Estimated position information displayed by the G1000 through DR while there is no heading and/or airspeed data available should not be used for navigation.
DR Mode is inherently less accurate than the standard GPS/WAAS Mode due to the lack of satellite measurements needed to determine a position. Changes in wind speed and/or wind direction compound the relative inaccuracy of DR Mode. Because of this degraded accuracy, other navigation equipment must be relied upon for position awareness until GPS-derived position data is restored.
　
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