Avidyne IFD540 Pilot's Manual

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IFD540 Integrated Flight Display | PILOT GUIDE TABLE OF CONTENTS 1 System Overview ..............................................................1-1 INTENDED FUNCTION ................................................................1-2 FUNCTIONAL OVERVIEW ..........................................................1-2 BASIC CONCEPTS ......................................................................1-3 Page Function Keys .............................................................................. 1-3 Line Select Keys ................................................................................... 1-4 Right Knob Labeling .............................................................................. 1-4 Color Philosophy ................................................................................... 1-5 GENERAL IFD OPERATIONS .....................................................1-6 Bezel Layout ......................................................................................... 1-6 Power Control ....................................................................................... 1-8 Brightness Controls ............................................................................... 1-9 Start-Up Sequence ............................................................................. 1-10 Database Currency States .................................................................. 1-12 Page Layout and Formats ................................................................... 1-13 Com-Nav ............................................................................................ 1-15 Direct-To Operations ........................................................................... 1-22 Function Keys ..................................................................................... 1-23 Touch screen ...................................................................................... 1-25 Dual IFD Operatons ............................................................................ 1-28 WAAS vs Non-WAAS Operations ....................................................... 1-31 Interaction with External Devices ........................................................ 1-32 Before Takeoff Techniques ................................................................. 1-32 2 FMS Pages .........................................................................2-1 FPL (FLIGHT PLAN) TAB .............................................................2-1 FMS Basic concepts ............................................................................. 2-1 Creating A New Flight Plan ................................................................... 2-2 Selecting a Departure ........................................................................... 2-6 Saving/Naming A Flight Plan................................................................. 2-7 Activating A Flight Plan ......................................................................... 2-8 Copying A Flight Plan ........................................................................... 2-8 Inverting A Flight Plan ........................................................................... 2-8 Preview Flight Plans ............................................................................. 2-8 Modifying A Flight Plan ......................................................................... 2-9 Inserting a Waypoint ............................................................................. 2-9 Deleting a Waypoint ............................................................................ 2-10 Editing a Waypoint .............................................................................. 2-10 Adding a Vertical Constraint ................................................................ 2-11 Entering and Intercepting A Radial ...................................................... 2-12 Deleting A Flight Plan ......................................................................... 2-13 Creating a Holding Pattern .................................................................. 2-13 Deleting a Holding Pattern .................................................................. 2-14 Editing a Holding Pattern .................................................................... 2-14 Flight Plan Sequencing ....................................................................... 2-15 Lateral Offsets .................................................................................... 2-16 Gaps or Discontinuities in Flight Plans ................................................ 2-16 Enroute Descents ............................................................................... 2-18 Entering an Arrival and Approach........................................................ 2-19 Activating a Leg .................................................................................. 2-23

Use of the Map-FPL Split Page ........................................................... 2-23 INFO TAB ...................................................................................2-26 ROUTE TAB ...............................................................................2-29 Creating a New Route ......................................................................... 2-30 Naming a Route .................................................................................. 2-30 Copying a Route ................................................................................. 2-31 Inverting a Route ................................................................................ 2-32 Activating a Route ............................................................................... 2-33 Deleting a Route ................................................................................. 2-33 WPT (USER WAYPOINTS) TAB ................................................2-34 Creating a User Waypoint ................................................................... 2-34 Naming A User Waypoint .................................................................... 2-35 Deleting a User Waypoint ................................................................... 2-35 Designating a User Waypoint as an Airfield......................................... 2-35 NRST (NEAREST) TAB ..............................................................2-36 3 Map Pages .........................................................................3-1 MAP TAB ......................................................................................3-1 Map Controls ........................................................................................ 3-1 Other Map Features .............................................................................. 3-4 Decluttering the Map ............................................................................. 3-8 Map Panning......................................................................................... 3-8 Graphical Flight Planning (“Rubber Banding”) ....................................... 3-9 Map Information Pop-Up Boxes .......................................................... 3-11 Datalink Weather Overlays and Operations......................................... 3-13 Datalink RADAR ................................................................................. 3-14 TFRs .................................................................................................. 3-19 Indications of Data Age ....................................................................... 3-20 Terrain ................................................................................................ 3-21 Terrain Awareness (TA) ...................................................................... 3-21 Forward Looking Terrain Alerting (FLTA) ............................................ 3-23 Traffic Display ..................................................................................... 3-26 CHART TAB ...............................................................................3-28 4 Aux Pages ..........................................................................4-1 AUDIO TAB ..................................................................................4-1 Volume Control ..................................................................................... 4-1 Satellite Radio Tuning ........................................................................... 4-2 Com Presets ......................................................................................... 4-4 UTILITIES TAB .............................................................................4-6 Timers .................................................................................................. 4-6 Calculators ............................................................................................ 4-9 Electronic Checklist ............................................................................. 4-12 SETUP TAB ................................................................................4-16 Datablock Setup ................................................................................. 4-16 Map Setup .......................................................................................... 4-30 FMS Setup .......................................................................................... 4-31 User Options ....................................................................................... 4-32 SYSTEM TAB .............................................................................4-42 Fuel Management ............................................................................... 4-42 System Status ..................................................................................... 4-43

5 Navigation ..........................................................................5-1 GENERAL ....................................................................................5-1 LEVELS OF INTEGRATION .........................................................5-1 NAV SOURCE KNOB ...................................................................5-4 OBS MODE ..................................................................................5-7 VOR COURSE DEPICTION .......................................................5-10 ARMED VS ENGAGED/ACTIVE INDICATIONS ........................5-11 FMS HOOKS ..............................................................................5-12 APPROACH PROCEDURES .....................................................5-13 Precision Approaches ......................................................................... 5-14 Non-Precision Approaches ................................................................. 5-14 Back Course Approaches ................................................................... 5-14 WAAS Approaches ............................................................................. 5-15 MISSED APPROACH .................................................................5-18 RETRY APPROACH ..................................................................5-20 6 General ...............................................................................6-1 CAUTION ADVISORY SYSTEM (CAS) / ALERTS .......................6-1 Master Caution Lamps .......................................................................... 6-1 Warning-Caution-Advisory Message Bar ............................................... 6-2 ALERTS TAB ................................................................................6-3 EXCEEDANCES | WARNINGS RED .................................................... 6-4 Exceedances | Cautions Yellow ........................................................... 6-5 Exceedances | Advisories CYAN .......................................................... 6-9 NIGHT OPERATIONS ................................................................6-16 IFD Display Brightness........................................................................ 6-16 IFD Bezel Brightness .......................................................................... 6-16 Charts Lighting Scheme ...................................................................... 6-17 Display of Terrain on Map ................................................................... 6-17 SYSTEM FAILURES ..................................................................6-18 Power distribution ............................................................................... 6-18 Loss of IFD ......................................................................................... 6-18 Loss of Display ................................................................................... 6-19 Loss of Bezel Controls ........................................................................ 6-20 Loss of Touchscreen Control .............................................................. 6-20 Loss of GPS (Dead Reckoning) .......................................................... 6-21 FCC RF Exposure Requirements ........................................................ 6-22 SUBSCRIPTIONS ......................................................................6-23 DATA UPDATES ........................................................................6-23 CHECKLIST BACKUP/RESTORATION PROCEDURE .............6-29 Saving Electronic Checklists ............................................................... 6-29 Reloading Previously Stored Checklists .............................................. 6-30 DATALOGS DOWNLOAD ..........................................................6-31 SOFTWARE UPDATES .............................................................6-35 HIGH TEMPERATURE OPERATIONS ......................................6-35 CHARGING FROM THE USB ....................................................6-36 PLUG AND PLAY DETAILS .......................................................6-37 CLEANING THE DISPLAY .........................................................6-38 USE OF GLOVES.......................................................................6-39

1 System Overview This manual assumes that the pilot is appropriately licensed, is proficient in operation of the aircraft and its equipment, and is in compliance with all Federal Aviation Regulations (FARs). All images contained in this manual are for reference use only, and are subject to change. Avidyne strongly recommends that pilots use the IFD540 system only under VFR conditions until completely familiar with its operation and use. Boxed areas marked as NOTE within this manual identify certain situations or areas of operation having heightened safety implications. While it is important for the operator to be familiar with all of the information in the manual, it is essential to the safe use of the IFD540 that pilots give careful attention to the material contained within these NOTEs. In order to avoid a diversion of attention from the task of safely taxiing, pilots should avoid performing the described cockpit tasks while the aircraft is in motion on the ground. It remains the pilot’s duty to monitor the IFD for proper function upon activation and during use. Internal IFD540 data logs and the storage devices that record and store data are property of Avidyne. IFD540 Integrated Flight Display

INTENDED FUNCTION The Avidyne IFD540 is a GPS-nav-com radio whose primary function is to conduct nav-com tuning and communication, and serve as the principal navigation sensor/system for all IFR VHF (“VLOC”) and GPS-based navigation and instrument flying (enroute and approach), provided it is either installed in the “primary field of view” or is connected to an external CDI/HSI indicator that is installed in the “primary field of view” as well as a remote source selection annunciator. Supplemental functions include serving as a moving-map flight management system (FMS), and electronic charts and checklists along with a number or timer and calculator types of utilities. FUNCTIONAL OVERVIEW The Avidyne IFD540 Integrated Flight Display (IFD) system supports the following functions:  Flight Management System (FMS)  WAAS and non-WAAS GPS Navigation  VHF Radio Nav/Com (16W and 10W variants)  Moving Map  Terrain Awareness and Forward Looking Terrain Alerting  Weather Datalink and Lightning sensor depictions  Traffic  Electronic Approach Plates  Electronic Checklists  Data Logging  Caution Advisory System (CAS)  Utilities (e.g. Schedulers, Timers, Calculators)  Multi-touch Touch screen Control  Multiple IFD Operations

COOL FEATURE Multi-Touch Touch Screen Control The IFD supports multi-touch touch screen technology meaning that features such as two- fingered pinch zoom for range changing on maps and charts is fully enabled. The system has been designed for single-pilot IFR operation and features a Page and Tab user interface. Most functions revolve around the three Page Function Keys that appear across the bottom edge of the bezel. Each of the three functional pages has associated tabs, which contain related data, often in different views. These functions and tabs are covered in detail throughout this reference manual. BASIC CONCEPTS PAGE FUNCTION KEYS The 3 buttons along the bottom of the IFD bezel are called Page Function Keys. Each key is labeled by function:  FMS (Flight Management System)  MAP (Moving Map)  AUX (System Pages) Each page has a number of associated tabs. Each Page Function key has a left and right rocker nature to it. Select the page of interest by pressing the middle of the Page Function Key and navigate through the available tabs by pressing the left or right side of the Page Function Key. Continual pressing of one side of the function key will automatically step through the tabs. Page Function Keys and Tabs

LINE SELECT KEYS Line Select Keys, typically abbreviated to LSK in this manual, are the buttons found along the left vertical side of the bezel. These are different from Page Function Keys in that they also have a label, just inside the bezel adjacent to the physical LSK which indicates the function of the LSK. Pressing the LSK or touching the LSK label on the display either performs the labeled action or changes the state. For the cases where there is a list of selectable options, browse the list by pressing the LSK. LSK Types  State LSKs – Green button title in the first row and a white state display in the second row indicates a list of choices. Traverse the list in one direction by pressing the line select key or in the other direction by touching the label.  Action LSKs – Pressing the LSK or display label enables the action indicated on the label. LSK Types RIGHT KNOB LABELING The bottom right IFD knob is a modal knob in that its function is context dependent and is “soft-labeled” on the display. As a general rule, the inner and outer rings of the dual concentric knob perform the same function – it’s just that the inner ring is “fine” control and the outer ring is “coarse” control of that function. The symbol used to represent the right knob is a ring with a center dot. State LSKs – Push the button or touch the label to cycle through the list of choices Action LSK – Press the button or touch the label to engage an action (bring up Wx Overlay on map)

Right Knob Label Scheme In the example above, the outer ring scrolls through a list in a coarse manner and the inner ring scrolls through the same list stopping at each minor field along the way. Pushing the knob generates a drop-down menu. COLOR PHILOSOPHY There are a few generalities with the use of color that are consistent across the IFD as described in the table below: IFD Feature/Function Color Page Function Keys Green – Active; White – Available but not currently active. Note: AUX can also be Red, Yellow or Cyan if there is an active alert as described later in this manual. FMS “Fly To” Data (e.g. active leg of flight plan, To Waypoint datablock) Magenta Active Nav Data (e.g. Active Com freq, Active Nav freq, Active Nav Source mode) Green Line Select Key Labels Light Green Line Select Key States White

GENERAL IFD OPERATIONS The IFD540 Integrated Flight Display (IFD) is a touch screen GPS-Nav-Com that has been designed to be both a retrofit GPS- Nav-Com or a clean install GPS-Nav-Com. As a retrofit installation, the unit was designed to be plug-and-play compatible with a Garmin 530/W unit. BEZEL LAYOUT Starting in the top left corner and working counter-clockwise around the bezel, the IFD540 has:  Power/Volume/Squelch knob; Volume / Power / Squelch Knob Frequency Swap USB Port Line Select Keys (LSKs) Com/Nav Manual Tuning Knob Page Function Keys Cam Latch Context Sensitive IFD Knob CDI Nav Source Knob Ambient Light Sensor Dedicated Function Keys

 Frequency (Active Standby) Swap dedicated button;  USB port for database updates, datalog downloads, software updates and powering USB devices in-flight;  Four (4) Line Select Keys (LSKs) that are page dependent with soft key labels adjacent to each;  Dual Concentric Rotary Knob as a means of manually tuning Com and Nav frequencies;  Three (3) Page Function keys along the bottom (FMS, MAP, AUX);  Mechanical Cam Latch control for tray installation;  Dual Concentric Rotary Knob that is page dependent;  Six (6) Dedicated Function Keys consisting of: o Direct-To (“-D->”) o Procedure (“PROC”) o Nearest (“NRST”) o Frequency List (“FREQ) o Enter (“ENTR”) o Clear (“CLR”)  Ambient Light Sensor;  CDI Nav Source knob.

POWER CONTROL The IFD is regulated by a pair of circuit breakers. There is also a power control on the top left corner of the unit but the IFD will automatically start when the aircraft bus power is applied. The power button can be used to turn the unit off (press and hold and watch 5 second count down expire) or to turn the unit back on if it had been manually turned off. Manual Power Down After power application, the bezel keys backlighting will be turned on. Several seconds later, the IFD display will begin to have indications.

BRIGHTNESS CONTROLS Each IFD has brightness controls to control both the bezel and the display brightness. The user can access individual controls to allow for either manual control of brightness, automatic control of brightness in response to the cockpit dimming controls/rheostats or automatic control of brightness in response to the ambient light sensor that is embedded in the bezel. The controls for all are on the AUX page using the User Options LSK of the Setup tab. Brightness Controls If the IFD540 appears “inoperative” or non-responsive from a lighting perspective, check the aircraft instrument lighting rheostat to ensure it is not set to a night position.

START-UP SEQUENCE The startup sequence of the IFD is as follows:  A splash screen will be displayed during system initialization and will be automatically removed when the IFD is initialized. The Page Function keys (e.g. FMS, MAP, AUX) will not be lit up while the splash screen is present;  An agreement of the limitation of your legal rights must be made via the bezel “ENTR” button. Note: For the duration that the agreement page is displayed, the IFD is activating the signals that connect with a remote annunciator panel as well out outputting self-test data to external devices. Use that condition as a lamp test and external signal check;  A software version and database currency page is displayed IF there any expired databases. Avidyne does not recommend operating with expired databases but the system will allow operation by pressing the “Proceed” followed by the “Confirm” LSKs;  If there is a fuel flow system connected to the IFD, then the IFD will automatically transition to the Fuel Management Page. If the fuel flow system does not provide fuel totalizer data, you will need to input the fuel on board and press the “ENTR” key. If the fuel flow system does provide fuel totalizer data, confirm the total is correct and press the “ENTR” key. If there is no fuel flow system connected, then the unit progresses directly to the FMS page and FPL tab, in principle ready for a flight plan to be loaded or verified;  The IFD is now ready for normal use. The agreement page, database expiration and fuel management entries are all skipped if the unit is powered on in-flight.

NOTE Some Data May Be Delayed at Startup Some data such as fuel flow and fuel totalizer may experience a 5-10 second delay during post start initialization. For those aircraft configured with fuel totalizers, this may result in some fuel display changes on the Fuel Mgmt tab during that period including prompting the pilot to enter in initial fuel. That should resolve itself within a few seconds. Another example concerns the FMS nav database initialization. In this case, the message “Please wait – System Initializing” may be displayed on the FPL tab for 10-30 seconds. Additionally, if the unit has been exposed to extreme cold prior to start, it may take a warm up period to achieve standard performance. TIPS AND TECHNIQUES Manual Check of Database Dates Even if the databases are all current, you can still view the date/status of each database from the AUX page, Database Status display as described in Section 4 of this manual. TIPS AND TECHNIQUES “GPS No Position” Message Possible at Startup If the GPS alignment takes an unusually long time (e.g more than 2 minutes) to acquire an initial position fix, the “GPS No Position” advisory message will be displayed. This message will automatically clear itself when a fix is acquired. If the message does not remove itself by the time you are ready to taxi, it is a clear indication that your system has not determined its initial position and action may be required on your part.

DATABASE CURRENCY STATES The following table describes the various database currency states that may be observed at startup: Database Status Message Color In Effect Valid Thru Light Green Has Expired Expired Yellow Not Yet Effective Effective Yellow Charts Issue Date Between 14 and 21 Days Old (i.e. up to a week out of date) Update Available Light Green Charts Issue Date Older Than 21 Days (i.e. more than a week out of date) Update Required Yellow Invalid Database Invalid Yellow NOTE Use of Not Yet Effective Data If attempting to use not-yet-effective data (e.g. charts or nav), it is the responsibility of the pilot in command to verify there are no differences between the current data and the not-yet-effective data before it is permissible to use the not-yet-effective data.

PAGE LAYOUT AND FORMATS The left column (radio frequencies and context-sensitive line select keys), top data strip and nav source knob indication, and bottom edge set of page tabs are always displayed on every page. Page Layout Use a combination of the page function keys (FMS, MAP, AUX) and the associated tabs, to change the contents of the rest of the display. Each page has a number of associated tabs. Each Page Function key has a left and right rocker nature to it. Select the page of interest by pressing the middle of the Page Function key and Top strip datablock area Nav Source Label Configurable Data Strip Page Tabs Context sensitive Line Select Keys (LSKs) Com/Nav Blocks

navigate through the available tabs by pressing the left or right side of the Page Function key. The desired tab can also be touched to directly jump to that tab. The last tab selected on any given page is retained in memory and will be displayed when you return to that page. COOL FEATURE Split Pages The split pages where extra data can be displayed along the right edge can be handy pages in all phases of flight. Some pages can display a data strip along the right edge of the display. The FPL tab and NRST tab on the FMS page and the Map tab on the MAP page are prime examples. In the cases where this is available, a labeled side tab is displayed. That extra data strip can be pulled out for display or pushed back in for hiding by using any of the following methods:  Touch the side tab (shown in gray boxes below);  Use a left or right swiping motion on the tab as required to pull it out or push it back;  Press and momentarily hold the left or right side of the Page Function key as required to uncover or hide the extra data strip. Map-Data Split Map-FPL Split Map-NRST Split

COM-NAV The VHF radio consists of a Com radio that covers the frequency band from 118.0 MHz to 136.990 MHz and a Nav radio that covers the frequency band from 108.0 MHz to 117.95 MHz. Both 25 kHz and 8.33 kHz spacing is supported. The radio can be configured as a 16 watt or 10 watt transmitter at the factory prior to shipping. Display The active com frequency (the frequency that the radio will transmit on when the Push-To-Talk button is pressed) is displayed in green and the standbys (there can be more than one standby frequency) are displayed in white. Display of the frequencies can be formatted in several ways via the “User Options” and “Datablock Setup” LSKs of the SETUP tab on the AUX page (see the Datablock Setup description in Section 4 for more details). The default display format is two com frequencies (active and #1 standby) above two nav frequencies (active and #1 standby). A custom display format can be set up to display the active com and up to four standby com frequencies. The frequency that will be swapped into the active frequency when the bezel Frequency Swap button is pressed is called the “# 1 Standby”. For example, in the case where the user has set up 4 com slots to be displayed, any one of slots 2, 3 or 4 can be selected to be the “#1 Standby” simply by touching the slot. In every case, the “#1 Standby” slot is visually indicated by a cyan outline.

COOL FEATURE Multiple Standby Frequencies The com (or nav) frequencies can be formatted to act as a type of quick directory when set up ahead of time. This can be handy in local area operations when just a few standard frequencies are expected to be used for a flight – for example ATIS, Ground, and Tower frequencies can be entered in three com slots for quick swapping into the active channel. Touch the frequency slot that you want to be the #1 Standby at any given time and then when the bezel Frequency Swap button is pressed, that slot is what is swapped with the Active channel. Multiple Frequency Formats

COOL FEATURE Decoded Agency Identifier The agency (e.g. Clearance Delivery, Ground, Tower, Approach, etc) for the Active and each displayed Standby com frequency are displayed in each com frequency slot. This is a handy reminder of the agency to which you have tuned in each slot. Similarly, if the frequency displayed is a nav frequency, then the Morse code decoded identifier will be displayed and will stay displayed for as long as the IFD can decode the Morse code, which serves as a usable means to Tune-Identify-Monitor. If a slot is receiving a voice transmission, a “RX” indication will be displayed along the right edge of the given com slot. When the active frequency is transmitting, a “TX” indication will be displayed along the right edge of the Active com slot. Tuning Tuning can be accomplished through several methods. Whichever frequency slot has been selected as the #1 Standby can be manually tuned by twisting the bottom left knob on the bezel. The outer ring changes the digits to the left of the decimal point and the inner ring changes the digits to the right of the decimal point. The slot being tuned this way is highlighted in reverse video as depicted in the 126.000 example below. Manual Com/Nav Tuning Reverse Video Depiction

A second way to manually tune a frequency is to touch the Active or Standby frequency slot and when a virtual keyboard is displayed, type the desired frequency into the numeric keypad and press the Enter (“Enter” on the virtual keypad or “ENTR” on the bezel) button. The numeric keypad will time out and be removed after 10 seconds of inactivity. Another way to manually tune a frequency (only useful for tuning VOR Nav frequencies) is to type the identifier of the desired frequency (e.g. “GDM” for the Gardner VOR) via the alphanumeric virtual keypad. An automatic, geographic-based prediction algorithm (“geofill”) is running such that the most likely VOR station is filled in based on your geographic position. Manual Entry of VOR Identifier A more automated way to tune a com frequency is to press the “FREQ” button along the right edge of the bezel. This will present a list of likely frequencies and that list can be scrolled via an up/down motion with touch or via twisting the right hand knob. If touch was used, double tap on the row that you want to put into the #1 Standby. If the knob was used to scroll through the list, push the knob in to put the frequency into the #1 Standby slot. Frequencies can also be nominated to be put into the #1 Standby from other pages on the IFD540 such as the INFO or NRST Tab on the FMS page.

Switching Between Com and Nav To access the Nav frequencies for display or editing, push in the lower left knob to toggle between Com frequencies and Nav frequencies. The displayed set of frequencies will always time out back to com frequencies following 20 seconds of inactivity on the Nav frequency display. Invalid Frequency Entry Attempt Attempting to type an invalid frequency (e.g. typing a nav freq in a com slot) will produce a temporary error message indicating the mistake. This message is unavailable in dual IFD installations that have Keyboard Convenience mode (described later) turned on. Notification of Invalid Frequency Entry Attempt COOL FEATURE Shortcuts to Com Tuning Shortcuts are provided to aid speed and ease of manually entering a com frequency in the IFD. For example, there is no need to type the leading “1” for frequencies, the decimal point, trailing zeros or the thousandth digit. For 121.700, type “217” and press Enter.

Frequency List The “FREQ” function key along the right edge of the bezel has three tabs along the top edge of the page:  Airport – the most logical com frequencies (e.g. ATIS, ASOS, AWOS, CTAF, Tower, Ground, Clearance Delivery, etc) associated with the origin airport and then when airborne and more than 5nm from the origin, the destination airport;  Enroute – the most likely enroute ARTCC and other enroute com frequencies (e.g. FSS) for the current geographic position;  Recent – a running list of the com frequencies that had been selected for the Active frequency slot within a given power cycle. Freq List Page Each additional press of the “FREQ” function key will cycle to the next top tab. The top tabs can also be touched to activate that specific list. The tabs only populate when there is a GPS position. When a desired frequency has been located in the list, it can be placed into the #1 Standby slot by either double tapping it via touch or pushing the bottom right dual concentric push knob.

Emergency Com Frequency 121.5 kHz can be quickly put into the Active com slot by pressing and holding the bezel frequency swap button for approximately 3 seconds. Stuck Mic If the IFD determines that there is a stuck mic situation (defined as 30 seconds or more of continuous transmission), a “Stuck Mic” CAS message (Blue Advisory message) will be displayed. Remote Tuning Control and Frequency Swapping The IFD supports a host of remote tuning and frequency swapping capability. A “Com Presets” LSK will be present on the AUDIO tab of the AUX page and up to 16 com frequencies can be preset. Some aircraft installations will also include a dedicated Remote Tuning control (e.g. dedicated button on the yoke) which will step through the list of preset com frequencies loading each into the #1 Standby slot. Each time that control is activated, the display will pop up a dialog box next to the #1 Standby slot indicating which item in the preset com list has been selected. In addition, a cyan arrowhead will be displayed next to the currently selected frequency on the Com Preset page. Another capability that can be added during installation is a remote com frequency swapping function that, when activated, performs the same action as pressing the bezel Frequency Swap button. In this case, your hands do not need to leave the controls to command a frequency swap. Typical installations that support this feature include a dedicated Frequency Swap control (e.g. dedicated button on the yoke). Pressing and holding the dedicated Frequency Swap control button for approximately 3 seconds will insert 121.5 kHz into the Active com slot. Other remote tuning and frequency swapping capability is present when dedicated third-party radio control display units are wired into the aircraft. Usually in these cases, when the radio control display unit is active, the Active and #1 Standby frequencies are only displayed on that external control display unit and not on the IFD, even though the actual radio is still housed inside the IFD.

DIRECT-TO OPERATIONS A dedicated Direct-To function key is located along the right edge of the IFD bezel. Pressing that button from any page will display a green Direct-To dialog box that will be pre-populated with a logical waypoint. Direct-To Dialog and Confirmation Dialog Boxes If that pre-populated waypoint is the desired waypoint, press the “ENTR” function key along the right edge of the bezel twice (Direct-To, Enter, Enter) or touch the Activate dialog box that pops up on the display to accept. If a different waypoint is desired, there are a number of ways in which the proper waypoint can be entered in that Direct-To dialog box:  Twist the outer ring of the bottom right IFD knob to scroll up/down through a flight plan list that re-populates the waypoint in the dialog box from the active FMS flight plan (Note that the Missed Approach must be activated to use this technique for points in the published missed approach).

When the desired waypoint is displayed, press the knob in to accept;  Touch the waypoint field in the pop-up green Direct-To dialog box to generate a virtual keyboard and type in the desired waypoint name. When the desired waypoint is displayed, press Enter on the keypad or bezel to accept;  Twist the inner ring of the lower right IFD knob while the pop-up green Direct-To dialog box is displayed to go into edit mode. The inner ring changes the character and the outer ring changes the cursor position in the waypoint name field. It may not be necessary to fill in all letters of the waypoint name since they will auto-fill. When the desired waypoint is displayed, press Enter on the keypad or bezel to accept. FUNCTION KEYS In addition to the Direct-To and Frequency List function keys that have already been described, the IFD has a Nearest (“NRST”) function key and an Enter (“ENTR”) function key and a Clear (“CLR”) function key that perform the following functions:  Nearest – Simultaneously jumps to a Nearest page (if not already there) and presents a list of the nearest airports to your present position. Each additional press of the “NRST” function key changes the nearest list to another category as defined in the list below: o Nearest Airports o Nearest Airports to Destination o Nearest VORs o Nearest NDBs o Nearest Intersections o Nearest ARTCCs o Nearest FSS o Nearest Airspace o Nearest User Waypoints

 Procedure – The “PROC” function key acts as a shortcut for attaching a published arrival or approach procedure to a waypoint in your flight plan. It can be used at any time. The first press of the function key results in the IFD displaying the FPL tab of the FMS page with the Approach field of the next destination after the active leg highlighted in reverse video and a drop down list of available published approaches listed. Pressing it a 2nd time will step the reverse video over the Arrival field and present a drop down box of available published arrivals. Each subsequent press of the “PROC” key will step through all following destination airfield approaches and arrivals in the flight plan and wrap back around to the top of the flight plan. When the drop down box appears over the intended data field, twist the bottom right IFD knob to scroll up or down the list until the desired procedure is highlighted and then push the knob in to add that procedure to the flight plan. If there is no flight plan, pressing the “PROC” key will present the FPL tab with an insert cursor at the top of the page but will not present any procedures.  Enter – The use can vary slightly depending on the scenario, but “ENTR” is always related to the Enter/Accept/Confirm use;  Clear – The use can vary slightly depending on the scenario, but ”CLR” is always related to Clear/Backspace/CAS Message Clear use.

TOUCH SCREEN The IFD uses a capacitive touch screen technology that allows multi-touch operation (e.g. two-fingered pinch zoom). Many types of gloves can be used during touch screen operations. The IFD employs a “hybrid touch” design in that virtually every interaction can be accomplished either through bezel controls or touch. This allows for flexibility in operational use. Some features or functions naturally lend themselves to being easier to accomplish through touch (e.g. map panning) and some are naturally easier to do via physical bezel controls (e.g. changing pages or using dedicated functions like the Freq List). We have found that individual usage patterns tend to emerge and personal preference has a strong influence as well. Perhaps most importantly, hybrid touch is useful during turbulent or bumpy flight conditions where it is often very difficult to precisely and reliably touch the desired point on the display. Having a physical bezel control provides an “anchor point or control” to hold on to and exercise the intended action. TIPS AND TECHNIQUES User Control to Turn Touch Off The “User Options” LSK on the SETUP tab of the AUX page provides a touch screen on/off selection capability. This can come in handy in excessively bumpy flight conditions when even attempting to use physical bezel controls can result in inadvertent touching of the screen and potentially causing unintentional display changes. The on/off setting will persist across power cycles. Touch zone targets have been intentionally oversized wherever possible to aid in accurate touch screen behavior. As noted above, virtually every feature or function of the IFD can be accomplished either by touch or by physical bezel control. The following table identifies the exceptions to that rule:

Bezel-only Control Input Functions Touch screen-only Control Input Functions Selecting page function keys (e.g. changing the “major” pages of FMS, MAP, AUX) Map panning Power on/off Graphical Flight Planning (“Rubber banding”) Changing the Primary Nav Source Calling up a map page info box Starting the Frequency List Selecting a #2 or #3 standby frequency for swapping into the active frequency slot Frequency Swap --- When editing data (e.g. FMS waypoint data or nav/com frequencies) using touch, virtual keyboards are displayed on the IFD. There are two formats – a numeric keyboard and an alpha keyboard with a means to switch back and forth between formats. Virtual Alpha Keyboard

Virtual Numeric Keyboard Each keyboard has a scratchpad in the lower right corner. The scratchpad is a free text field for data entry with some data entry validity logic applied to the data that is trying to be entered. For example, when trying to type in an invalid frequency, the com tuning application will immediately sense that entry to be invalid and present an alert box stating the entry is invalid. Invalid Keyboard Entry Alert

TIPS AND TECHNIQUES Optimal Touch Performance To maximize touch performance, the more surface area of a finger that can make contact with the glass, the better. Try to avoid using just fingernail contact or just the tip of a finger. Increased pressure on the glass by your finger should not have any positive effect. Many types of gloves will work (see “Use of Gloves” section in the back of this manual), but performance will likely be degraded. DUAL IFD OPERATONS Some installations may involve two IFDs (e.g. IFD540-IFD540, IFD540-IFD440, IFD440-IFD440) that can work in a more integrated fashion. Method of Data Share (Dual IFD Operations) Dual IFDs will be connected via the Byteflight digital Databus. While any of the com ports can be configured for the dual IFD “CrossSync” communication, it is generally recommended that Com 3 be used to stay consistent with the vast majority of fielded GNS530/430 systems that the IFD will be replacing. In those cases, Com 3 is already wired for box-to-box communication and that connection is used for dual IFD connections with no further work. Keyboard Convenience Mode (Dual IFD Operations) When Keyboard Convenience mode is enabled via the “User Options” LSK of the SETUP tab on the AUX page, the second IFD will automatically present a virtual keyboard when the other IFD is in a mode where data is being entered or edited. In other words, if Keyboard Convenience mode is turned on, a virtual keyboard will be displayed on the “other” IFD at all the same times as if the aircraft were configured for a single IFD and a keyboard is displayed on that unit.

Shared Data (Dual IFD Operations) The following list of data will be shared between two IFDs if properly configured for data sharing:  Enables the integration of the Caution Alerting System (CAS) to allow a single acknowledgement of any of the Global messages to be removed from both units by acknowledging them on either unit;  Enables flight plan synchronization, including modification of the flight plan to be reflected on both IFDs (this does allow for flight plan/procedure preview on the second IFD);  Enables stored routes to be synchronized across both IFDs (this does allow for route preview on the second IFD);  Enables fuel planning (e.g. initial fuel entry) to be synchronized across both IFDs;  Enables user waypoints to be synchronized across both IFDs;  Enables sensor settings and data (traffic, datalink, lightning, air data, etc) to be shared across both IFDs. NOTE Full Data Sharing Requires Consistent WAAS For complete data sharing between dual IFDs, both units will need to have the same WAAS antenna configuration – either both are WAAS or both are non-WAAS. If one IFD is set up with a WAAS antenna and one is set up with a non-WAAS antenna, then the FMS-related data (flight plans, waypoints, routes) will not be shared between IFDs.

Independent Data (Dual IFD Operations) The following list of data will never be shared between two IFDs no matter how they are configured:  IFD page and tab selection;  Map view, range, declutter, and overlay settings;  Chart extent box depiction on map;  Nav Source selection;  Com/Nav settings (e.g. 8.33 vs 25 kHz spacing);  Com/Nav frequency selections (therefore no cross-side tuning or display);  Nav deviation data (therefore no navigation miscompare alerts are provided);  Local CAS alerts;  Datablock configuration;  Chart displayed;  Electronic Checklists data and state;  Calculators and Utilities data. . NOTE Data Sharing Tolerates Inconsistent Databases While Avidyne strongly recommends the databases on each IFD be kept up-to-date and on the same cycle, data sharing between IFDs as defined above in “Data Sharing (Dual IFD Operations)” is not disabled when different data cycles are present on the two IFDs.

TIPS AND TECHNIQUES Maximize Your Map Configurations Because you can individually configure each IFD Map overlay, a common technique is to set up one IFD map overlay to display Datalink weather and the other to display sensor (e.g. Lightning) weather. Similarly, you can display METAR flags on one IFD and winds aloft on the 2nd IFD. Likewise, you can display FLTA and TA on one IFD and turn them off on the other IFD. Avidyne would love to hear from you about your dual IFD techniques at www.avidynelive.com; post them in the IFD540/440 Touch Screen GPS/NAV/COM section. WAAS VS NON-WAAS OPERATIONS The IFD supports both WAAS and non-WAAS operations. In each case, the IFD is still considered a “/G” system for flight plan filing purposes. When configured to be connected to an approved WAAS antenna at installation, the IFD serves as a fully-certified WAAS GPS navigator. Published WAAS procedures will be available and presented in the various drop-down list choices in the FMS and WAAS glideslopes will be displayed, when appropriate. When configured to be connected to a non-WAAS antenna or a non-approved WAAS antenna at installation, the IFD will not provide any WAAS functionality. For example, WAAS approaches such as LPVs will not be presented as an available choice within the FMS. For dual IFD installations in which one IFD is WAAS capable and the other IFD is non-WAAS capable (a perfectly acceptable combination under the STC), there are some limitations on the nature of data sharing between the IFDs. In this case, FMS- related data is not shared between the IFDs (e.g. flight plans, stored routes and user waypoints).

INTERACTION WITH EXTERNAL DEVICES Each IFD is capable of communicating with several hundred third- party devices. Reference the Installation Manual for a complete list of devices supported and any hardware/software baseline restrictions or view the supported device list at http://www.avidyne.com/products/ifd540/ifd-interfaces.asp As a condition for certification, the IFD is approved for integration with all equipment the GNS 530 is approved for, plus the IFD is approved for integration with additional equipment beyond those authorized for use with the GNS system. BEFORE TAKEOFF TECHNIQUES Set up the flight plan per your plans or the assigned ATC IFR clearance. If multiple pilots share the airplane, be sure to check User Options and datablock selections to ensure set up for your personal preferences. Avidyne recommends creating and using the Checklist utility and including a Before Takeoff checklist that meets your personal needs. TIPS AND TECHNIEQUES Avoid The Use of Polarized Sunglasses Avidyne recommends avoiding using polarized sunglasses when using the IFD due to likely washing out of colors and apparent dimming.

2 FMS Pages The Flight Management System (FMS) pages are where flight plans are created, modified, stored and deleted. Ground operations are the ideal time to enter the intended flight plan into the FMS. FPL (FLIGHT PLAN) TAB FMS BASIC CONCEPTS For properly configured dual IFD installations, enter your plan into only one of the IFDs and the data is automatically shared between them. Each leg of a flight plan has its own color-coded background designed to make the overall flight plan easier to read at a glance. Each flight plan can consist of up to 128 legs. The origin and all airport waypoints are depicted with a blue background. The active leg of the flight plan is always depicted with a magenta background. All other legs of a flight plan are depicted with a gray background. Flight Plan Detail

There are two types of cursors – an insert cursor and an edit cursor. Rotate the “FMS” knob in the lower right corner of the IFD to see the visual difference. The insert cursor will appear as a thin blue horizontal line that appears between flight plan legs. This allows you to insert new legs. The edit cursor appears as a wrap- around blue box that encircles the entire leg and allows you to edit an existing leg. Insert Cursor Edit Cursor Individual fields within a leg can be edited by rotating the bottom right inner IFD knob that highlights each editable field within the flight plan. When the desired field is highlighted with reverse video, push the knob to get into edit mode. Turn the knob to edit the value or type via the keyboard, then push the knob again to exit edit mode. Using a combination of the push and rotation actions of the knob, along with the dropdown boxes (explained below), an entire flight plan can be entered within seconds. CREATING A NEW FLIGHT PLAN The first time the “Flight Plan” tab of the FMS page is accessed following power-on, an empty flight plan page is presented with the origin waypoint pre-populated. The origin will be the closest airport to the current GPS position, or the airport from the previous power down if GPS position has not locked on yet. In almost every case, your hand can stay on the bottom right IFD knob. Through a combination of pushes and turns, you can enter the entire flight plan.

Flight Plan and Scroll Bar COOL FEATURE Geofill™ is a geographic-based prediction algorithm that significantly reduces the number of pilot actions for entering waypoints. Usually after the first character entry, the system uses existing characters to determine the closest, and most likely, waypoint based on your geographic position or existing flight plan. If a flight plan has more legs than can be displayed on a single page, a scroll bar is presented along the right edge of the flight plan. It indicates where the viewable window is with respect to the entire flight plan as well as where the active leg in the flight plan is. In the image above, the magenta vertical rectangle in the scroll bar indicates the active leg is just below the origin. There are a number of flight plan legs out of sight below the bottom of the display.

COOL FEATURE Airways and Flight Plan Creation The FMS can use published airways in its database to quickly build long flight plans with few keystrokes. When a flight plan waypoint is a valid airway entry or exit point, the list of available airways is presented in a drop down box. The list is quickly scrolled to the desired exit point and then all intermediate intersections along that airway are automatically populated into the flight plan. The pictures below are an example of the airway drop down box that is displayed when building a flight plan and then the exit point choices once the airway is chosen. Use the bottom right IFD knob to scroll the list for the desired airway and exit point off the airway. The exit list is presented in the order by which the intersections will be reached, not in alphabetical order. Airway Drop Down Box

Airway Exit Points TIPS AND TECHNIQUES Expanding and Compacting the Flight Plan The “Flight Plan” tab of the FMS page provides a means to show every leg of the flight plan (“Expanded”) or an abbreviated version of the flight plan (“Compact”) via the “View” LSK. The compact view hides all intermediate legs of an airway between the entry and exit point. It also hides intermediate legs of published departures, arrivals and approaches such as step down fixes. The active procedure or airway is always expanded.

SELECTING A DEPARTURE If a published departure exists for the origin/departure airfield, then a drop down list of available departure procedures can be displayed by using the inner ring of the bottom right IFD knob to highlight the departure procedure window for that origin/departure airfield and pushing in that knob. Departure Procedure Drop Down List TIPS AND TECHNIQUES Vector Standard Instrument Departure (SID) Vector (or Radar) SIDs are not likely to be part of the list of available departures in the FMS dropdown. This is due to the nature of the data encoding from the supplier. They are however likely to be present in the list of available charts for the departure field. Vector (or Radar) SIDs are typically straight out departures on assigned headings.

SAVING/NAMING A FLIGHT PLAN From the Route tab of the FMS page, the current route, labeled Current Route, will be highlighted in magenta. If a valid origin and destination have been created in the flight plan (e.g. “KBED – CYQI”), the title will include these. To edit the name of a flight plan, use the outer ring of the bottom right bezel knob. Scroll up or down the route list until the desired flight plan is highlighted by a surround cursor. By pushing the knob, the selected route will load and the route name field will be shown in reverse video. Touch the reverse highlighted name field or push the bottom right IFD knob to generate a virtual keyboard with which to type the desired name. To accept the new route name press either the “ENTR” bezel key or the Enter button on the keyboard. Saving a Flight Plan Route Management Controls Routes Route Identifier that you entered Active Route Origin Airport Destination Airport

ACTIVATING A FLIGHT PLAN While you always have the option to manually activate the flight plan via a LSK on the Flight Plan tab, the created plan on the Flight Plan tab will automatically activate on takeoff roll when a threshold groundspeed is achieved (which is approximately 40 knots). If you built the flight plan on the “Route” tab, then you will need to manually activate it via the “Activate Route” LSK on the left side of the display. COPYING A FLIGHT PLAN From the “Route” tab of the “FMS” page, first select the route you wish to copy via the bottom right-hand knob or by touching the desired route, then press the “Copy” LSK on the left side of the bezel. This will present the route name in reverse video. You can either retain the pre-filled name or type a new one via the keyboard. Follow by pressing “Enter”. Now use the knob to scroll up or down the flight plan and edit it as required. If no editing is required, you have successfully saved or copied a flight plan. INVERTING A FLIGHT PLAN From the “Route” tab of the “FMS” page, use the bottom right knob on the IFD to scroll up or down the list of routes to the desired flight plan or touch the desired route to invert. Press the “Invert” LSK. This automatically inverts the flight plan and leaves the route name field highlighted in reverse video, allowing you type a new flight plan name, if desired. PREVIEW FLIGHT PLANS The flight plans (and procedures) can be previewed as they are being built while on the FMS page, using the FPL tab with the map partially exposed (Map-FPL split page as defined in Section 1 of this manual). As a flight plan is being built from that page, the map will automatically resize to continue to display the entire flight plan. Similarly, if a procedure is being added to a flight plan, the procedure selected from the dropdown list and the selected transition are drawn in real time on the automatically re-sizing map for visual confirmation of the choice.

Previewing a Flight Plan While Building It While in this mode, a temporary “FMS Preview - Waypoint”, “FMS Preview - Airway”, or “FMS Preview – Approach” message is displayed at the top of the page. MODIFYING A FLIGHT PLAN You can modify an existing flight plan in the FMS or create a new route while you are flying an existing one without affecting the existing active route. Several of the more common tasks are described below. INSERTING A WAYPOINT From the FPL tab, use the bottom right knob on the IFD to scroll up or down the flight plan until the insert cursor is positioned where the new waypoint is to be inserted. At that point, push the knob to generate a drop-down box from the cursor position. Scroll up and down in that drop down box until you find the option you seek. Press the knob again on the desired option. If it involves typing in a waypoint identifier, start typing on the virtual keyboard that is displayed. Geofill™ will typically find the correct waypoint by the 2nd character.

TIPS AND TECHNIQUES Back-to-Back Duplicate Waypoints Restriction The FMS will not permit entering back-to-back duplicate waypoints. A duplicate waypoint can be inserted elsewhere in the active flight plan (e.g. “above” the active approach or as a dummy waypoint “below” the published missed approach waypoints.) if this becomes operationally required during a flight scenario. DELETING A WAYPOINT From the FPL tab, use the bottom right knob on the IFD to scroll up and down the flight plan until the edit cursor surrounds the waypoint to be deleted. Press the “CLR” button on the right side of the bezel to delete the waypoint. Continue pressing the “CLR” button and it will walk up the flight plan deleting earlier waypoints as you go. Waypoints can also be deleted by touching the waypoint to be deleted and then selecting the L4 “Delete Waypoint” LSK. EDITING A WAYPOINT From the FPL tab, the bottom right knob on the IFD can be used to edit an existing waypoint. Using the knob, scroll up or down the flight plan until an edit cursor surrounds the waypoint to be modified. Use the inner ring of that knob to highlight one of the editable fields with reverse video. Pushing the knob provides a drop down box from which the changes can be made. Alternatively, touching the field to be edited will display a virtual keyboard which can be used to enter the desired data/changes.

ADDING A VERTICAL CONSTRAINT On virtually every waypoint, you can elect to assign a vertical constraint (e.g. cross the waypoint at or above a specific altitude, be at a specific altitude a specified distance prior to the waypoint, etc). This is accomplished by ensuring an edit cursor surrounds the waypoint of interest to select the waypoint and then either use the bottom right inner knob or touch the desired field to highlight one of the vertical constraint fields of the flight plan leg. Push the knob and enter the desired value or double tap the field to display a virtual keypad. This can be accomplished at any time on the ground or in-air. Vertical Constraint Choices Cross Type Altitude Number field (selecting distance in NM from waypoint for crossing constraint) At Or Below; At; At or Above. Altitude field (selecting the target altitude). Minimum allowable value is 100’. Vertical Constraint Fields The default value for the crossing distance is 5.0nm for airports and 0.0nm for all other waypoints. The only waypoints that do not permit vertical constraints are:  Origin  Destination, if it has an approach selected  Missed Approach Point  Altitude Terminated Legs

ENTERING AND INTERCEPTING A RADIAL FMS Method The FMS Course function will allow the pilot to navigate “To” or “From” the active waypoint while OBS is selected as the nav source. Push the Nav Source knob in to make OBS the active nav mode and then adjust the FMS (OBS) course using the external course adjust knob (i.e. course set knob on a CDI or HSI or EFIS). If there is no installed external course setting device, then twist the IFD nav source knob to adjust the FMS Course value. FMS Course mode makes the current waypoint act like a VOR. Select the desired radial to fly inbound or outbound. Adjusting the course to or from the active waypoint will be reflected by the To/From flag as in a traditional HSI. The course deviation indicator will be presented in relation to the selected course. As the FMS course is adjusted via the external course set knob (or the IFD nav source knob if no external device is installed), the active leg on the FPL tab will change to “Fly Course xxx” as shown in the image below. The FMS Course function will always be armed (i.e. it will always intercept the flight plan) in a To intercept. If the airplane is in a From course, it will intercept only if the dialed course trajectory intercepts the flight plan. If the dialed course does not intercept the flight plan, the airplane will fly that course indefinitely.

The FMS Course function will be exited when the airplane intercepts the active waypoint in a To intercept or when intercepting a downpath leg in the From case. Pressing the nav source knob while the FMS course function is active will also cancel the FMS Course mode and return to GPS as the active nav source mode. The FMS Course will remain active if a From course is dialed and the airplane does not intercept the FPL. VLOC Method If the Nav Source knob is set to VLOC as the active nav mode and a VOR station is tuned and received, then use the external course knob on the CDI/HSI/EFIS/etc to set the desired inbound or outbound radial as required. DELETING A FLIGHT PLAN Select the “Routes” tab of the FMS page. Use the bottom right IFD knob to scroll to the desired flight plan in the list or touch the flight plan to highlight the route. Press the “CLR” button on the bezel and a green confirm dialog box pops up. Press “Enter” or “Cancel” LSKs or use the bezel “ENTR” or “CLR” buttons to finish the deletion. CREATING A HOLDING PATTERN A hold can be put on any waypoint that has a fix terminated leg – waypoints that terminate with a lat or lon position such as navaids, enroute waypoints, user waypoints, airports, etc. Legs that terminate at an altitude, DME distance, radial crossings, etc. do not support attaching a hold. Use the edit cursor on the flight plan to select the waypoint of interest, then push the bottom right IFD knob or touch the desired location to display a drop down list of options. Near the top of that list, you will see “Hold at ”. Scroll to highlight that drop down list entry and push the knob again. You have just added a holding leg, populated with standard hold data. Alternatively, use an insert cursor by positioning it where you want to insert a hold in your flight plan. Push in the bottom right IFD knob or touch the position on the glass. Note that a hold is available via the drop down list. Scroll up or down the dropdown list as required and push the bottom right knob or touch the hold

option in the list to insert a hold flight plan leg. DELETING A HOLDING PATTERN To delete a holding pattern in your flight plan, use the bottom right IFD to scroll as required to create an edit cursor surrounding the holding leg, or touch the hold leg to be deleted then press the “Delete Hold” LSK. EDITING A HOLDING PATTERN Position an edit cursor around the holding leg of interest in your flight plan. Use the inner ring of the bottom right IFD knob or touch the field to be edited to highlight the desired field (e.g. turn direction, leg length, leg units, inbound leg course) and make your edit. Any changes made will immediately be applied. COOL FEATURE Graphical Flight Plan Leg A graphical representation of each leg of a flight plan may be displayed within the FPL leg as shown in the image below. This is especially useful for procedure turns and holding patterns. Procedure Turn with Course Reversal

FLIGHT PLAN SEQUENCING The FMS assumes that the pilot will fly the flight plan as defined. If that does not occur, legs may not sequence as expected. Therefore, to manually sequence the desired leg, select it by either using the bottom right IFD knob or touch it and press the “Activate Leg” LSK followed by accepting the confirm dialog box when it is displayed. Doing so will turn that leg magenta, confirming that it is now the active leg. TIPS AND TECHNIQUES Impending Turn Notification If flying the defined flight plan, the IFD will provide a message about an impending turn that includes the upcoming desired track (DTK) and a 10 second (30 second if the required turn is more than 120 degrees) count down. COOL FEATURE Automatic VOR Tuning The FMS will automatically tune the next down-path VOR in the active flight plan into the primary nav frequency slot. TIPS AND TECHNIQUES Times to Turn Off Automatic VOR Tuning Sometimes it is desirable to turn off the Automatic VOR tuning feature via the “Auto-VLOC Tuning” selection in User Options on one of the IFDs in a dual IFD installation. An example of when this might be desirable is if you want to depict a crossing radial on IFD #2 for reference before crossing a VOR.

LATERAL OFFSETS The system supports a capability to create and fly a lateral offset from your flight plan. From the “FPL” tab of the FMS page, press the “Offset Route” LSK and use the right-hand knob on the IFD to dial in the desired offset. Use the outer ring for coarse control (1 nm increments) and the inner ring for fine control (0.1 nm increments). Rotate the knob left for left offsets and right for right offsets. Once the intended offset has been entered, press the “Confirm Right/Left x.x NM” LSK. At that point, the original LSK will indicate “Offset Route Right/Left X.X NM”. To delete a lateral offset, press the “Delete Offset” LSK. The maximum offset that can be dialed in is 20 NM. Lateral offsets are not available when in OBS mode. Lateral offsets are unaffected by graphical route planning (“rubber banding”) operations. Lateral Offset Map Depiction GAPS OR DISCONTINUITIES IN FLIGHT PLANS A “Gap In Route” will appear within the flight plan when there is a discontinuity between legs. A discontinuity occurs when the FMS cannot compute the guidance to the next leg due to an invalid leg type combination based on preset guidance rules. The objective is to inform the pilot that the Gap must be manually closed if you wish to sequence to the next waypoint. Otherwise, the leg before the Gap will not be sequenced and guidance will not be provided

to the next waypoint. If desired, close the gap by placing the cursor on it using the bottom right IFD knob or by touching it. Press the “CLR” bezel key or the L4 LSK on the FPL tab, “Connect & ”. Closing a Gap connects the waypoint prior to the Gap with the waypoint that follows by a direct (straight) leg. Connecting Gap in Route Avidyne recommends that you input the arrival and approach for the destination airfield and alternates into the FMS flight plan. Selecting a published arrival and/or approach will automatically load the procedure including all altitude constraints into the FMS. Take advantage of the system to stay ahead of the airplane by using the wind vector datablock selection (a constant calculation of estimated wind direction and speed) for arrival planning, and the electronic checklists and various map views.

ENROUTE DESCENTS A green circular top of descent (TOD) marker and label is drawn on the map when flying “on-path” along the FMS flight plan, giving a clear visual cue when it is appropriate to begin the enroute descent. It is based on the vertical constraint associated with a down-path waypoint. To generate the TOD feature:  There must be an altitude constraint defined on at least one down-path waypoint at least 50’ below present altitude;  There must be a valid GPS MSL Altitude or Baro Altitude;  The aircraft is less than 2nm from the active leg centerline;  Aircraft course is within 45 degrees of Desired Track (DTK). The TOD function is not available on any waypoint of an approach past the Final Approach Fix (FAF), or in holds, or procedures turns. The FMS uses a default of 500 feet per minute descent rate (or as edited in the “Preferred Descent Rate” field on the FMS Setup page). There is an associated tone (sounds like a door bell) and CAS countdown message 10 seconds prior to reaching the TOD point. The “TOD” label may be auto-decluttered from the map depending on map range and feature density. The TOD depiction and CAS message are removed from the map immediately after passing the TOD point. Top of Descent (TOD) Marker

COOL FEATURE Enter Approaches for Multiple “Destinations” The FMS will allow multiple airfields or destinations to be built into the flight plan. Each can have the published approach and missed approach as part of the plan. This is useful in pre-building your primary destination with a missed approach, expected alternate and its published approach. Similarly, a training flight with multiple intended approaches and locations can all be created in a single flight plan, before takeoff. TIPS AND TECHNIQUES Check Altitude Too Low CAS Message The IFD contains a yellow caution CAS message that is active whenever an approach has been activated and the aircraft altitude is below the Final Approach Fix (FAF) published altitude. If your flight plan contains consecutive approaches and you activate the next approach during climb out from the previous approach and prior to reaching the next approach’s FAF altitude, this “Check Altitude Too Low” message may be displayed. ENTERING AN ARRIVAL AND APPROACH From the FPL tab, use the bottom right knob on the IFD to scroll up or down the flight plan as required until the edit cursor surrounds the waypoint from which a published arrival and/or approach is to be inputted. Twist the inner knob until either the arrival or approach fields are highlighted. Push the knob to generate a dropdown list from which to select the desired arrival and/or approach, including Vectors-To-Final (VTF). As soon as one is selected, the arrival or approach field displays the name of the selected procedure and new legs are automatically added to the flight plan. If a runway is entered before an arrival is entered

and the runway does not belong to the arrival, the arrival is not accepted in the flight plan. A labeled white vertical line then brackets the procedure in the flight plan as another visual cue that the procedure is part of the flight plan. Adding an Arrival TIPS AND TECHNIQUES FMS Preview A FMS Preview mode is available on the FPL tab (split Map-FPL view) of the FMS page. As soon as changes start to be made to the FMS flight plan while on that tab, real-time overlays of the edited procedure, hold pattern, waypoint or airway are presented on the map in cyan. There may be a few- second delay when drawing the edited route as the system determines the optimum map range for display. This feature provides a graphical preview of the edited route before it is officially part of the flight plan, to aid in flight planning. It can be used on the ground or in-flight and is additionally identified by an annunciation on the map part of the tab, “FMS Preview - ”.

COOL FEATURE PROC button The “PROC” function key on the bezel acts as a shortcut for attaching a published arrival or approach procedure to a waypoint in your flight plan. It can be used at any time. The first press of the function key results in the IFD displaying the “FPL” tab (Map-FPL view) of the FMS page with the Approach field of the next destination after the active leg highlighted in reverse video and a drop down box of available published approaches listed. Pressing it a 2nd time will step the reverse video over the Arrival field and present a drop down box of available published arrivals. Each subsequent press of the “PROC” key will step through all following destination airfields approaches and arrivals in the flight plan and wrap back around to the top of the flight plan. When you have the drop down box over the intended field, use either the bottom right knob on the IFD or touch the list to scroll up or down the list until the desired procedure is selected, then push that knob in to add that procedure to the flight plan. If there is no flight plan, then pressing the “PROC” function key will present the “FPL” tab on the IFD with an insert cursor at the top of the page but will not present any procedures. TIPS AND TECHNIQUES Changing Selected Approach Type on Final If a VHF-based approach has been activated and then is replaced with a new GPS-based approach prior to activating the missed approach, it may be necessary to manually change the nav source mode (e.g. manually change VLOC to GPS if switching from an ILS to a RNAV).

ACTIVATING A LEG To activate a different leg of the flight plan from the FPL tab, either use the bottom right IFD knob or touch the desired leg to highlight it and then select the “Activate Leg” L2 LSK. Activating a Leg USE OF THE MAP-FPL SPLIT PAGE While it can be useful in many phases of flight and scenarios, the split page is especially helpful during arrivals. Map-FPL Split Page

A green chart extent box is separately drawn on the map and represents the geographic boundaries of an instrument approach plate associated with a FMS destination. When the ownship symbol crosses the boundary of the chart extent box, this is a good time to switch over to the Chart tab on the MAP page. Chart Extent Box The Map-FPL split tab on the FMS page presents the moving map on the left and the FMS flight plan in a thin strip on the right. This can be most useful to instantly correlate your flight plan with the graphical depiction on the map. This aids in error reduction and helps visually see options for diverts, weather avoidance, etc.

COOL FEATURE Hot Links to Charts in Flight Plan Whenever a flight plan leg (blue airfield legs) has at least one published approach associated with it, a chart icon is presented on the right edge of the flight plan leg. If there is a published precision approach, the icon will also contain an “I”. By using the right-hand knob on the IFD, scroll through the flight plan elements until the chart icon is highlighted in reverse video. If, at that time, the knob is pushed in, the IFD will display either the specific chart for that associated procedure or the directory of possible procedures for that airfield. Hot Links to Charts

INFO TAB The INFO tab of the FMS page provides additional information about airports, navaids, and waypoints. Info Tab The facility (airport, navaid, waypoint) to which the information applies will stay locked to the top of the page; the identifier field is an editable field. To edit the identifier, either use the bottom right IFD knob (inner ring or outer ring) as required to highlight the identifier field and push in to get into edit mode and present a virtual keyboard, or, touch the field to present a virtual keyboard. There is also a Paste LSK along the left edge of the IFD that will nominate the currently active leg of the flight plan or the flight plan leg that is highlighted by a wrap-around edit cursor. A search function, accessible via the Search LSK is also available to help find the name of the facility for which more information is desired. If a nav frequency is associated with the facility displayed, then it will be displayed in that same top block with the facility identifier and can be nominated into the #1 standby nav slot by either touching the frequency or by using the bottom right IFD knob to highlight the frequency field and push the knob to nominate it into the standby slot.

Depending on the type of facility being displayed, there are up to 7 category fields of information associated with the facility that can be expanded (via the + symbol) or compacted (via the – symbol) for additional details:  General – describes the facility (e.g. “Public Towered Airport”), provides a thumbnail map of the facility (the orientation and range of the thumbnail map cannot be adjusted), provides coordinates, elevation and magnetic variation data, provides sunrise/sunset, provides density altitude or access to a calculator to compute it, provides fuel information, if applicable;  Communications – provides a list of frequencies associated with the facility. Any one on the list can be nominated into the #1 standby slot by either touching it (first touch will highlight the field if necessary, second touch nominates it into the #1 standby) or by using the bottom right IFD knob to highlight the desired frequency and then push the knob to nominate it into the #1 standby slot;  Runways – identifies the known runways at the airport to include orientation, length and width, and a thumbnail map of the runways. When an individual runway row has been selected via touch or the bottom right IFD knob, it can further expand to provide surface type, coordinates of the endpoints, runway bearing and elevation and the graphical depiction will show lighting;  Departures – identifies the published departures associated with the airport and when an individual row has been selected via touch or the bottom right IFD knob, it can further expand to provide a thumbnail map depiction of the departure;  Arrivals - identifies the published arrivals associated with the airport and when an individual row has been selected via touch or the bottom right IFD knob, it can further expand to provide a thumbnail map depiction of the arrival;  Approaches - identifies the published approaches associated with the airport including any identifier and nav frequency, and when an individual row

has been selected via touch or the bottom right IFD knob, it can further expand to provide a thumbnail map depiction of the approach. If the nav frequency is selected by touch or by using the bottom right IFD knob, it can be nominated (copied) into the #1 standby slot;  Weather – provides four additional rows of data if known: METAR, TAF, Winds Aloft, and Temps Aloft. Selecting any of the additional rows via touch or the bottom right IFD knob will display additional sub-category data. Four Additional Rows of Weather Data on Info Tab NOTE Map Switches Switching between the thumbnail map on the INFO tab and the main map on the MAP tab may result in a 1-2 second delay as the new map re-sizes.

ROUTE TAB The ROUTE tab is where flight plans or routes are stored within the system. Up to 128 routes can be stored for later use, which is useful for frequently traveled routes. A stored route must first be “activated” via the “Activate Route” LSK, which makes it the active flight plan and displays the flight plan (FPL) tab. Routes Tab As indicated in the above image, each stored route will have its own row with the route name on the left and the origin and destination waypoints identified on the right side of the row. The Route tab has provisions to:  Create a new route;  Name a route;  Copy a route;  Invert a route;  Activate a route;  Delete a route.

CREATING A NEW ROUTE In addition to using the FPL tab, a new flight plan route can be created via the ROUTE tab. Use the bottom right IFD knob to highlight the “New Route” row and then press the knob or touch the “New Route” row to highlight, it then touch a 2nd time to start creating a new route. The route name field will be highlighted and a route name can be created by either pushing in the bottom right IFD knob or by touching the route name field to generate a keyboard. The keyboard can be used or twist the bottom right IFD knob to start creating a new route name. When the naming is complete, press the “Enter” button on the keyboard or push the bottom right IFD knob again to accept the new route name. As soon as the route name is completed, an insert cursor will be presented and any of the previously described methods for creating a flight plan can be used. After a flight plan is entered, use the “Back to Route List” LSK to return to the directory of stored routes or press any other Page Function key to move on to other tasks. NAMING A ROUTE An existing stored route can be renamed (or a new route named for the first time) by highlighting the desired route from the ROUTE tab, either by touching it twice or by using the bottom right IFD knob to select it (twist the knob as required to highlight the row and push the knob to put into edit mode). Once the route is selected, the route name field will be displayed with reverse video highlighting. Touching that highlighted route name field or pushing in the bottom right IFD knob will begin the route name editing. The desired route name can either be typed into the virtual keyboard or entered by twisting and pushing the bottom right IFD knob. When the desired name is complete, press the “Enter” button on the keyboard or press in the IFD knob to exit the naming edit mode.

COPYING A ROUTE To copy an existing route for later use or modification, highlight the desired route from the ROUTE tab by either touching the row or using the bottom right IFD knob. Once the desired route to be copied is highlighted, press the “Copy” LSK along the left edge of the display. Copy Route LSK This will present a copy of the original route that can then be edited as required.

INVERTING A ROUTE To invert an existing route for later use or modification, highlight the desired route from the ROUTE tab by either touching the row or using the bottom right IFD knob. Once the desired route to be copied is highlighted, press the “Invert” LSK along the left edge of the display. Invert Route LSK This will create an inverted copy of the original route that can then be edited as required.

ACTIVATING A ROUTE To activate an existing route from the stored routes list, highlight the desired route from the ROUTE tab by either touching the row or using the bottom right IFD knob. Once the desired route to be activated is highlighted, press the “Activate Route” LSK along the left edge of the display. Activate Route LSK This will display the now active route in the FPL tab. DELETING A ROUTE To delete an existing route from the stored routes list, highlight the desired route from the ROUTE tab by either touching the row or using the bottom right IFD knob. Once the desired route to be deleted is highlighted, press the “CLR” function key along the right edge of the display. A confirmation dialog box will then be displayed (“Delete ”) that can be confirmed by either touching the dialog box or pressing the “ENTR” function key along the right edge of the display.

WPT (USER WAYPOINTS) TAB The WPT tab will list all user waypoints in the IFD. Up to 600 user waypoints can be stored and accessed on this page. User Waypoints Tab CREATING A USER WAYPOINT There are 4 methods of creating a user waypoint from the “WPT” tab of the FMS page:  Present Position – Press the “PPOS” LSK to create a waypoint with your current position. No further action is required.  Enter Lat/Lon – Press the “New” LSK then press the “Format” LSK until the “Lat/Lon” option appears and enter in your desired coordinates either by touching the coordinate field and then using the virtual keyboard or by using a combination of twists and pushes of the bottom right IFD knob to enter the coordinates. Press the “Enter” LSK to save that new waypoint.  Enter Radial/Radial (an intersection of two radials) – Press the “New” LSK then press the “Format” LSK as required to select the “Rad/Rad”

option and enter in your desired navaids and radials either by touching the target field and then using the virtual keyboard or by using a combination of twists and pushes of the bottom right IFD knob to enter the data. Press the “Enter” LSK to save that new waypoint.  Enter Place/Bearing/Distance – Press the “New” LSK then press the “Format” LSK as required to select the “Rad/Dist” option and enter in your desired place/bearing/distance either by touching the target field and then using the virtual keyboard or by using a combination of twists and pushes of the bottom right IFD knob to enter the data. Press the “Enter” LSK to create and save that new waypoint. NAMING A USER WAYPOINT Each user waypoint can be assigned a 5 character identifier that can be used in the FMS anywhere a nav database waypoint can be used. You can elect to use the automatically assigned 5 character identifier (format is “WP###”) or re-name that as desired. A longer description can also be attached to each user waypoint using the “Name” field. In each case, those names can be entered by either touching the specific field and using the virtual keyboard or by using a combination of twists and pushes of the bottom right IFD knob. DELETING A USER WAYPOINT There are two methods to delete an existing user waypoint. Either highlight the waypoint to be deleted and press the “CLR” button on the bezel, and then the “ENTR” button when the green confirm dialog box is displayed, or, use the “Delete Waypoint” LSK along the left edge of the display and then use the “ENTR” button when the green confirm dialog box is displayed (or touch the green box). DESIGNATING A USER WAYPOINT AS AN AIRFIELD To designate a user waypoint as an airfield, the waypoint must be manually named using the following format “AIRPORT XXXXXFT” where XXXX is the field’s elevation.

NRST (NEAREST) TAB The Nearest page has two display formats – full page Nearest and a split Map-Nearest combination. Switching between the two formats is accomplished by “opening” or “closing” the side tab when on the Nearest page. Full Nearest Tab Split Nearest Tab

The “Nearest” LSK along the left edge can be used to cycle through the various nearest types. Choices include:  Nearest Airports  Nearest Airports to Destination  Nearest VORs  Nearest NDBs  Nearest Intersections  Nearest ARTCCs  Nearest FSS  Nearest Airspace  Nearest User Waypoints When using the split Map-Nearest view, the row that is highlighted in the Nearest list will also be highlighted in cyan on the map. For those rows that contain a frequency, touching the frequency, or using the bottom right IFD knob to highlight it and then pushing the knob will nominate the frequency into the #1 standby slot. For those rows that contain a lower case blue info “i” symbol in the middle of the row, touching the info “i” or using the bottom right IFD knob to highlight it and then pushing the knob will jump the page to the INFO tab with that facility information displayed. For those rows that contain a chart icon on the right side, touching the chart icon or using the bottom right IFD knob to highlight it and then pushing the knob will jump the page to the CHART tab on the MAP page with the Chart directory for that airfield displayed. Each Nearest type list can be scrolled either via touch (use a vertical swipe of the finger) or via the bottom right IFD knob. If the highlighted item is an airport, pressing the Direct-To function key on the bezel will display the Direct-To green dialog box with the highlighted airport pre-populated as the Direct-To location.

As described in Section 1 of the manual, pressing the NRST function key will bring up the Nearest tab in the split Map-Nearest view. Each subsequent push of the “NRST” function key will step to the next nearest data type. If the Nearest page is left for 60 seconds or more and then is returned to, the Nearest Airports selection will be the active nearest data type no matter what the last nearest data type may have been. For example, if the Nearest VORs selection was the most recent display of nearest data, and then the pilot selects a map page for more than 60 seconds, when the Nearest tab is next selected, Nearest Airports data is now displayed and not Nearest VORs. TIPS AND TECHNIQUES Emergency Return to Departure Airfield If on departure leg and an emergency return to the departure airfield is deemed necessary, the recommended technique is to press the –D-> button on the bezel, twist the bottom right IFD knob counter-clockwise to pre-fill the departure airfield and press ENTR, ENTR to make that the active waypoint. Then press the PROC key to produce a dropdown list of approaches and select the desired one. To quickly get the tower frequency of that airfield, press the NRST button on the bezel, confirm the departure airfield is the highlighted row and press the bottom right IFD knob to nominate that frequency into the #1 standby slot for swapping. NOTE Nearest Lists Capped at 100nm Most Nearest lists will only display entries that are within 100nm of the current aircraft position.

3 Map Pages This section covers the Map page tabs including the map and chart display modes and controls, terrain awareness and alerting, and weather datalink. MAP TAB The map has several formats and views. There is both a full map depiction as well as a datablock map depiction. In both cases, you have the ability to control the map feature density as well as the various overlays, all via the LSKs along the left edge of the display. The active FMS flight plan is always overlaid on the map as are any traffic depictions. COOL FEATURE Next Leg Depiction on Map While the current leg of the active flight plan is always depicted in magenta on all moving maps, we’ve added an indication of the next leg using alternating magenta and white stripes. This “candy cane” indication can come in handy during such circumstances as teardrop entries into a hold pattern. It gives you a clear indication of what the system will do next. All future legs beyond the next leg will be depicted in white. MAP CONTROLS Turning the bottom right IFD knob (inner or outer ring) or using “pinch zoom” touch gestures will result in a map range change. Map range choices extend from 2 nm up to 1000 nm. Current map range is indicated on the outer map range ring at approximately the 1:30 position and as noted above, the map range can be adjusted by either twisting the bottom right IFD knob or by using a two-fingered pinching gesture on the touch

screen. The depicted current range numeric is replaced by “Min” and “Max” for two seconds before timing back out to the actual range number when at the two range extremes. Pressing the knob cycles through the various map views. The map view selected is indicated at the top of the map next to the heading box. No indication means Heading Up. All other options are labeled next to that heading box. Depending on the installation, map view options can be:  Heading Up or Track Up (360°)  Heading Up or Track Up (240° arc view)  North Up (360°) Heading vs. Track selection is made from the “Map Orientation” selection on the User Options – SETUP tab of the AUX page. North Up can be either Magnetic North or True North depending on the “Bearing Reference” selection on the User Options – SETUP tab of the AUX page. North-Up, 360 View Example

Track-Up, Arc View Example TIPS AND TECHNIQUES Map Content Control Map features displayed are highly dependent on a combination of the map view, map range, map declutter settings, and user setup choices. For example, if the flight plan concludes at an airfield, the airfield identifier may be automatically decluttered in favor of the waypoint identifier that represents the airfield from the flight plan. In this example, both identifiers can be made visible by ranging in the map to under 4nm.

OTHER MAP FEATURES The table below defines other map features. Map Symbol Item Description Desired Track Solid triangle on inside edge of map compass rose Heading Select (“Heading Bug”) For those installations where the IFD is receiving heading select (aka heading “bug”) data, a hollow heading bug is displayed for reference on the inside edge of the map compass rose Projected track line Dashed line indicating actual track. Connects ownship symbol with compass rose. Single Low Obstacle 200’ AGL up to 1000’ AGL Grouping of low obstacles 2 or more low obstacles (200’ AGL up to 1000’ AGL) within 1 nm of each other

Map Symbol Item Description Single high obstacle 1000’ AGL or higher Grouping of high obstacles 2 or more high obstacles (1000’ AGL or higher) within 1 nm of each other Towered airport, hard Towered airport, soft Towered airport, water If runway orientation known, they are also depicted on the airfield symbol Non-towered airport, hard Non-towered airport, soft Non-towered airport, water If runway orientation known, they are also depicted on the airfield symbol NDB All NDBs in nav database VOR All VORs in nav database Intersection All intersections in nav database

Map Symbol Item Description Flight plan, course waypoints Each waypoint in flight plan Interstate highway All interstate highways in the database Class B Each boundary of Class B airspace Class C Each boundary of Class C airspace Tower Zone (estimated Class D) Tower zone boundary if known, otherwise 5nm ring estimating Class D boundary Victor or Jet Airways All Victor and/or Jet airways Terrain scale Indicates highest and lowest limits of the terrain in displayed area. Legend colors in between these numerics represent terrain elevations. Blue obstacle clearance number shows the top of the highest obstacle, when greater than the highest displayed terrain.

COOL FEATURE Fuel Range Ring The green fuel range ring depicted on the map provides a visual indication of the max range of the aircraft, allowing a 45-minute reserve. Winds are indirectly taken into account. The calculation uses groundspeed to compute the size of the circle and is based on the value of the fuel totalizer. The dashed green circle indicates the total maximum range without using the reserve. A wider solid green circle indicates the extra range the reserve fuel should provide. The circle turns yellow indicating that only reserve fuel remains. The rings are always displayed and cannot be turned off. The indications depicted are for a maximum fuel range, calculated with reference to the current groundspeed and the remaining fuel as indicated by the fuel totalizer. Changes in power settings or winds aloft or inaccurate fuel totalizer data will alter your range and endurance depiction. There will be no fuel range rings depicted if the IFD is not connected to a fuel flow system. An inaccurate manual entry of initial fuel will result in an inaccurate fuel range ring depiction.

DECLUTTERING THE MAP Two LSKs along the left edge of the display allow for separate control of the information density of the land-based (“Land”) map features (e.g. terrain, political boundaries, rivers, lakes, oceans, roads, etc.) and the navigational-based (“Nav”) map features (e.g. airspace, Victor and Jet airways, airports, obstacles, navaids, etc.). Use the “Land” and/or “Nav” LSK to select the preferred level of feature density. The level specified remains consistent across all map pages on the display on which it was set. Map Declutter Controls MAP PANNING Panning the map is accomplished by dragging a finger along the display in the direction of desired panning. When panning away from the ownship depiction, a cross-hair cursor is displayed and a readout of the bearing and distance from present position to the cross-hair cursor position is displayed next to the cross-hair cursor. The map will snap back to being centered on the present-position ownship depiction after 20 seconds of panning inactivity or if a quick double-tap on the touch-screen is made. NOTE Map Panning Limited Geographic Boundaries Due to map projection limitations, map panning is limited to +/- 45 degrees of longitude and +/- 30 degrees of latitude from present position.

NOTE Map Panning Only Via Touch Map panning can only be accomplished via touch screen use. There is no physical bezel control to support map panning. GRAPHICAL FLIGHT PLANNING (“RUBBER BANDING”) A flight plan can be altered graphically by touching the desired leg or the desired waypoint on the map depiction, placing your finger on the leg for approximately 2 seconds until the leg turns cyan, and then, without lifting your finger off the display, dragging your finger to the desired location. When you lift your finger off the display, a dialog box is presented on the display for you to choose/confirm the new waypoint being created. If the new fix is in close proximity to a facility or facilities in the on- board navigation database, then both the fix and the nearby facility or facilities will appear in the dialog box list. Rubber Banding Dialog Box

If the intended new waypoint is not listed in the dialog box to your satisfaction, press the bezel “CLR” button to clear and restart as required. As soon as a fix from the presented list is selected, a new waypoint is inserted in the FPL flight plan list and uses a default waypoint naming mechanism (“RBxxx” where “RB” stands for Rubber Banding). This can easily be seen if the IFD were on the FPL tab of the FMS page and using the split Map-FPL view. TIPS AND TECHNIQUES Optimal Rubber Banding If you don’t see the desired leg turn cyan within 2 seconds of placement of your finger on the location, try slightly adjusting the placement of the finger that is being used to designate a leg for rubber banding. Move your finger slightly in a direction perpendicular to the leg. Note that the active leg (the magenta one) of a flight plan cannot be rubber-banded. Rubber banding is a handy feature to quickly alter a flight plan around airspace or a weather buildup while staying on the map. NOTE Rubber Banding Only Via Touch Rubber banding can only be accomplished via touch screen controls. There is no physical bezel control to support the feature.

MAP INFORMATION POP-UP BOXES There are “hot spots” all over the map and include every depicted navaid, airport and airspace including TFRs. Touching one of these “hot spots” will generate an informational pop-up box that contains relevant information about that hot spot. These boxes will time out in 20 seconds and can also be dismissed by tapping somewhere else on the display. A few examples are depicted in the images below. Note that in every case, there is a page count in the bottom right corner of each pop-up box. For those boxes that indicate more than one page (e.g. VOR co-located with an airfield), touching the pop-up box switches between the various pages of the pop-up box. Map Popup Info Boxes

For those hotspots that are an airport and typically have METAR data associated with them, a METAR page can be appended to the map info popup boxes as shown in the middle example image above. TIPS AND TECHNIQUES METAR page on Map Popup Pages Delayed If the airfield being touched to generate the map info popup box is not in your active flight plan or nearest list, there will be approximately a 1 second delay before the METAR page will created. This can be avoided by dwelling your finger on the airfield of interest for approximately 1 second or touch the airfield a second time to give the system time to generate the METAR map info popup page. NOTE Map Pop-Up Boxes Only Via Touch Map pop-up boxes can only be accomplished via touch screen use. There is no physical bezel control to support the feature.

DATALINK WEATHER OVERLAYS AND OPERATIONS The optional broadcast weather datalink is a transmission to your aircraft via one of a number of possible weather datalink systems. Datalink requires a fixed monthly subscription and the receiver receives weather data continuously. You can control display of the received data on the various moving map pages. The datalink systems provide US, Canadian, Mexican, and Caribbean METARS and TAFs and US, Canadian and Puerto Rican RADAR as well as other information such as winds aloft, TFRs, lightning, etc. Product availability depends on the level of subscription chosen. See the IFD product details page on http://www.avidyne.com/products/ifd540/ifd-weather.asp for a complete list of supported weather products. NOTE Datalink Data Accuracy Avidyne does not control, review, or edit the information made available by the datalink products, and is therefore not responsible for the accuracy or timeliness of that information. NOTE Datalink Data Intended to Aid Decision Making Weather Datalink information is meant to aid pilot planning and near-term decisions focused on avoiding areas of inclement weather that are beyond visual range or where poor visibility precludes visual acquisition of inclement weather. The system is not designed for use for weather penetration and storm cell circumvention. The system lacks sufficient resolution and updating necessary for tactical maneuvering.

DATALINK RADAR The Datalink radar is a composite image depicting precipitation as seen by multiple ground-based weather radar sites. The image is color-coded to show intensity levels and precipitation types and is overlaid on top of any other map features, including terrain alerting. Datalink Precipitation Example Weather Data Legend

At large map ranges beyond 250nm from the aircraft, small areas of high-intensity RADAR returns may not be displayed; instead, larger areas of surrounding lower-intensity RADAR returns will be shown. Diagonal stripes show the Datalink radar data coverage area. In normal operation the boundary follows the outline of the Continental United States (CONUS). If, however, Datalink radar is unavailable in a particular area for any reason, hatched lines appear in that area. In the mountains and off the coast, hatched lines may represent no coverage below 10,000 feet. If there are radar returns in that region above 10,000 feet, the returns will be displayed as “islands of precipitation” surrounded by the hatched lines. No Datalink Coverage Area Hatched Lines

The “Wx Overlay” LSK on the map page brings up a control page on which the layer combinations can be turned on or off. Wx Overlay Selection The options vary with the installed datalink device and subscription level. The Wx Overlay page is segmented into groupings of products. One selection per grouping can be made and products selected are indicated by a green lamp. The table below represents the possible set of products available. Products that are not available due to the device type or subscription level will not be displayed as selectable choices.

Weather Product Grouping Title/Category Possible Selections Within the Grouping Weather Layers US Wx Radar PR Wx Radar (Puerto Rico) CN Wx Radar (Canada) Storm Cells Icing Winds Aloft Airport Reports METARs Weather Reports AIR/SIGMETs Lightning Datalink Sensor – Strike Sensor – Cell Sensor – Clear Strikes Selections can be made by either touching the desired product or by using the bottom right IFD knob. Note that when there is an on-board lightning sensor selected (Avidyne TWX670 Tactical Weather System or L3 WX500 Stormscope), the “Lightning” grouping will also include a “Clear Strikes” function key. Use the bottom right IFD knob to adjust altitude slices for icing and wind products. Note that the IFD knob will only adjust the weather product slice if the product is being displayed and is valid; otherwise it still controls the map range and view. Choices may include “METARS”, “AIR/SIGMETS”:

 METARs – These are available in both text and graphical formats and represent recent surface weather observations. Text METARs are presented on the “Info” tab of the “FMS” page. The graphical METARs are color-coded flag symbols that summarize a recent surface weather observation and can appear as overlays on the Map and embedded in the flight plan on the Flight Plan tabs and Nearest tabs. These flags allow an overview of general weather conditions in an area. Graphical METAR Legend  AIRMETs and SIGMETs (US only) – These are areas where the National Weather Service has issued advisories for various types of hazardous weather. They are depicted on the Map page along with an abbreviated description of the hazard, such as “ICE” (icing), “MTN” (mountain obscuration), or “IFR” (instrument flight conditions). AIRMETs and SIGMETs Detail

COOL FEATURE METAR Flags in Flight Plan The right edge of each leg in a flight plan presents a METAR flag for the closest reporting station, if the station is different from the previous leg’s station. The station for which the METAR flag applies is decoded immediately beneath the flag and may not be exactly the same location as the leg itself. TFRS Active and Pending TFRs TFR data is also transmitted via Broadcast Datalink. Two types of TFRs are depicted – active and pending. Active TFRs are depicted as solid red lines and Pending TFRs are depicted as dashed red lines, which become solid when the TFR transition time rolls from pending to active. TFR data cannot be turned off.

INDICATIONS OF DATA AGE The multiple products transmitted as part of the Broadcast Datalink service can arrive at different intervals. Two indicators at the bottom corners of each map provide an easy-to-use indication of data age. If a Datalink Icing product was selected for display via the “Wx Overlay” key, the RADAR age is replaced by the age of the icing altitude data currently being displayed; the icing altitude slice currently displayed is shown in the bottom right corner NOTE Datalink Data Position The in-cockpit RADAR display depicts where the weather WAS, not where it IS. The age indicator does not show the age of the actual weather conditions but rather the age of the mosaic image. The actual weather conditions could be up to 15 to 20 minutes OLDER than the age indicated on the display. Pilots should consider this potential delay when using in-cockpit RADAR capabilities, as the movement and/or intensification of weather could adversely affect safety of flight. Data Age: RADAR and Icing

TERRAIN Both Terrain Awareness (TA) and Forward Looking Terrain Alerting (FLTA) are meant to serve as an aid to situational awareness. They are intended to provide terrain and obstacle awareness in the proximity of your aircraft. They are not meant to be the sole means of terrain or obstacle avoidance. Both TA and FLTA use a GPS-based MSL altitude and a 9 arc- sec terrain database (WGS-84) to display a two dimensional scene representing an “exocentric” look-down-from-above view. The database is loaded on the IFD prior to shipping from the factory, and is capable of being updated in the same manner as other onboard databases, if necessary. Both TA and FLTA compute height above terrain via GPS inputs and are not a radio altimeter (RADALT). TERRAIN AWARENESS (TA) TA is for general situational awareness purposes and consists of hatched terrain on any map page. TA will not generate a CAS message or aural alert. Terrain Awareness (TA)

TA can be triggered by either terrain or database obstacles (e.g. towers > 200’ AGL tall buildings, etc). Any terrain that is within a 10nm radius of aircraft position and between 100’ below aircraft altitude and 1000’ below aircraft altitude will generate yellow hatched indications on the map pages. Any terrain that is within a 10nm radius of the aircraft position and is 100’ below aircraft to anything above aircraft altitude will generate red hatched indications on the map pages. Any obstacle in the database within a 5nm radius of the aircraft position and whose top is within 2000’ vertically (above or below) of the aircraft altitude will generate a cyan (blue) threat bubble over the obstacle on the map pages. Obstacles inside a 3nm radius of the aircraft position and whose top is between 100’ below aircraft altitude and 1000’ below aircraft altitude will generate a yellow threat bubble over the obstacle. Obstacles inside a 1.5nm radius of the aircraft position and whose top is between 100’ below aircraft to anything above aircraft altitude will generate a red threat bubble over the obstacle. TA can be turned off via the “User Options” LSK of the SETUP tab on the AUX page. When turned off, there is no terrain TA display on the map pages for the individual IFD. A rectangular suppression area exists for all runways in the FMS database and user waypoints that have been designated to be an airfield (see User Waypoints section earlier in this manual). Terrain inside this suppression area will not generate any TA indication. Dimensions of the TA runway suppression area are 0.25 nm laterally and 0.5 nm off each runway end. Airports with no known runway orientation use a 1nm circular suppression area. Obstacle threat bubbles can still appear inside the suppression area. Runway Suppression Area Depiction

FORWARD LOOKING TERRAIN ALERTING (FLTA) FLTA alerting is triggered by either a projected imminent impact with terrain or obstacle or reduced terrain and obstacle clearance. Projected imminent impact with terrain occurs when the aircraft flight path is projected to intersect with terrain up to 3.0nm (yellow caution) or up to 1.5nm (red warning) in front of the aircraft flight path. By way of reference, this means an aircraft traveling at 180 knots of ground speed will have 60 seconds of notice for a caution and 30 seconds for a warning. Reduced terrain or obstacle clearance occurs when the aircraft flight path is not projected to impact the terrain but the projected clearance between the aircraft flight path and nearby terrain or obstacles falls below a designated safe vertical distance. The reduced terrain and obstacle clearance distance varies with phase of flight and aircraft dynamics per TAWS TSO C-151b but generally ranges from 300’ to 1000’. Either terrain or obstacles can trigger FLTA alerts and they are distinguished via the CAS messaging and aural alerting. The difference between FLTA warnings and cautions is exclusively based on distance-to-go to projected impact points or reduced clearance areas. The projected imminent impact location or the projected reduced terrain and obstacle clearance area is depicted on the maps with a solid yellow (caution) or red (warning) “flashlight” elliptical depiction. Depending on aircraft dynamics, it may be possible for a solid red FLTA “flashlight” projected terrain impact point to appear on top of a larger hatched yellow TA depiction. FLTA Depiction

Each unique FLTA alert will generate a new Master Caution lamp illumination (flashing yellow or red “AUX” Page Function key), a new CAS message, a new aural alert, and display the elliptical solid yellow/red coloration on the maps. Each unique FLTA alert can be acknowledged by touching the CAS message or pressing the “CLR” function key on the right edge of the IFD which turns off the Master Caution lamp flashing, the CAS message and the aural alert. The FLTA acknowledgment does not turn off the solid red or yellow coloration on the maps. It is possible to have multiple terrain and obstacle FLTA caution and warning conditions at the same time. However, the CAS visual alerts and associated aural alerting will only honor the highest priority alert. The priority order is Terrain Warning, Obstacle Warning, Terrain Caution, Obstacle Caution. FLTA aural alerts repeat every 6 seconds for the duration of the alert condition or until acknowledged/muted by the pilot. There is a rectangular suppression area for all runways in the FMS database. Terrain and obstacles inside this suppression area will not generate any FLTA alerts. Dimensions of the FLTA runway suppression area are 2.0 nm laterally and 4.0 nm off each runway end when runway orientations are known or a circle with a radius of 1 nm centered on the Airfield Reference Point (ARP) when the on-board databases do not know the runway orientations. Note that for airfields with multiple runways, this may have the effect of looking like several irregular shapes around the airfield. If the aircraft position or the aircraft flight path projected impact point is anywhere within that runway suppression area, no FLTA alert will be generated. Obstacle threat bubbles can still appear inside the suppression area. FLTA alerts are inhibited if any of the following conditions are met:  FLTA is manually turned off via the pilot-accessible “User Options” LSK on the “SETUP” tab of the AUX page (generates a “FLTA OFF” top datablock strip message);  The ownship position is inside the rectangular (or circular, in the case of no known runway orientation) FLTA Inhibit