190 02313 03 - 08

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GARMIN Ltd. or its subsidiaries

All Rights Reserved
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and of any revision to this manual onto a hard drive or other electronic storage medium to be viewed and
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GARMIN International, Inc.

1200 E. 151st Street
Olathe, KS 66062 USA
Telephone: 913-397-8200
www.garmin.com
Textron Aviation Citation 560XL 190-02313-03 Rev. 8

ii
GARMIN International, Inc
FAA Approved Airplane Flight Manual Supplement for
G5000 Integrated Flight Deck
Textron Aviation Citation Model 560XL
Log Of Revisions
REV PAGE DATE OF FAA APPROVED

DESCRIPTION
NO. NO(S) APPROVAL
1 ALL Original Issue 06/07/2019 Robert G. Murray
Changes for CPDLC

including removal of
2 Various 06/19/2019 Robert G. Murray
CPDLC limitation, minor
clerical changes
Added temperature
limitation for cold weather
operations. Updated
circuit breaker reset
procedures. Minor clerical
changes.
Addition of TOLD,
Stabilized Approach,
Steep Approach,
Windshear
Addition of FANS 1/A+,

5 Various ACARS, and rotary test 03/02/2021 Robert G. Murray
information.
Addition of TOLD
6 2-17 07/14/2021 Paul Mast
limitation
Addition of new TOLD

7 2-17 10/27/2021 Robert G. Murray
databases
Addition of Scalable CDI

support for A-RNP
8 Various approaches. Addition of See Cover See Cover
secondary aural cue
description.
190-02313-03 Rev. 8 Textron Aviation Citation 560XL

iii
Revision 8 – Change Summary
Section Page Description of Change
Section I -- General 1-11 Addition of manually scalable CDI support for A-RNP
approaches.
Appendix A – Systems A-20 Addition of CAS secondary aural cue description.
Description

iv
Table of Contents
Section I – General .................................................................................................................................... 1-1
Section II – Limitations ............................................................................................................................... 2-1
Section III – Operating Procedures ............................................................................................................ 3-1
Section IV – Performance .......................................................................................................................... 4-1
Section VI – Weight and Balance .............................................................................................................. 6-1
Appendix A – Systems Description ............................................................................................................A-1

v
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vi
Model 560XL Section I - General
Section I – General
The information in this supplement is FAA-approved material and must be attached to the FAA Approved
Airplane Flight Manual (AFM) when the airplane has been modified by installation of the GARMIN G5000
Integrated Flight Deck including Digital Automatic Flight Guidance System in accordance with GARMIN
International, Inc. approved data, STC ST01918WI.
FAA approved sections of this supplement are labeled as “FAA APPROVED”. Sections not labeled “FAA
APPROVED” are provided for guidance information only.
The information in this supplement supersedes or adds to the basic AFM only as set forth below. Users of
the manual are advised to always refer to this supplement for possible superseding information and
placarding applicable to operation of the airplane.
The GARMIN G5000 system installed in the Textron Aviation Citation 560XL provides a fully integrated
Display, Communications, Navigation and Flight Control system. Functions provided by the G5000
system include: Primary Flight Instrumentation, Powerplant Instrumentation, Navigation, Communication,
Traffic Surveillance, TAWS-A, Weather Avoidance, and a three-axis automatic flight control / flight director
system.
Use of this supplement requires the installation of the GARMIN G5000 hardware and system software
version 3343.02 or later in the aircraft. Pilots are advised to carefully review the contents of this manual
before operating the airplane.
The following table lists the Pilot’s Guide and Cockpit Reference Guide applicable to the respective
system software version.
System Software Pilot’s Guide Cockpit Reference Guide

Version Part Number Part Number
3343.02 or later 190-02537-02 190-02538-02
Revision A or later Revision A or later
Table 1-1, Applicable Pilot's Guide and Cockpit Reference Guide
Use of This AFMS

The following definitions apply to WARNINGS, CAUTIONS and NOTES found throughout the AFMS:
WARNING
Operating procedures or techniques that may result in personal injury or loss of life if not
carefully followed.
CAUTION
Operating procedures or techniques that may result in damage to equipment if not carefully
followed.
NOTE
Supplemental information or highlights considered of sufficient significance to require
emphasizing.

1-1
G5000 GNSS (GPS/SBAS) Navigation System Equipment Approvals

The Garmin G5000 Integrated Avionics GNSS navigation system installed in this aircraft is a GPS system
with a Satellite Based Augmentation System (SBAS) comprised of two TSO-C145c Class 3 approved
Garmin GIA 64Es, two TSO-C146c Class 3 approved Garmin GTC 575 Touchscreen Control Units,
Garmin GA36 and GA37 antennas, and GPS software version 7.0 or later approved version. The G5000
GNSS navigation system in this aircraft is installed in accordance with AC 20-138D. When all the
equipment is operative, the Garmin G5000 system has two independent GNSS long-range navigation
systems. Failure of any of the above equipment indicates only one operational GNSS system.
The Garmin G5000 Integrated Avionics GNSS navigation system as installed in this aircraft complies with
the requirements of AC 20-138D and is approved for navigation using GPS and GPS/SBAS (within the
coverage of a Satellite Based Augmentation System complying with ICAO Annex 10) for IFR enroute,
terminal area, non-precision approach, and approach procedures with vertical guidance operations.
The Garmin G5000 Integrated Avionics GNSS navigation system as installed in this airplane complies
with the equipment, performance, and functional requirements to conduct RNAV and RNP operations in
accordance with the following table. This table is accurate at the time it was published. However,
changes to operational rules, FAA advisory circulars, flight plan formats, etc., are possible. The pilot is
responsible to ensure compliance with current operational requirements.
Operational ICAO Flight

Navigation Requirements/ Reference Plan Code
Documents
Notes
Specification Authorization Item 10a Item 18
Code PBN/
RNAV 10 GNSS FDE FAA AC R A1 The GPS equipment as

availability must be 20-138D installed complies with the
RNP 10 verified prior to flight. CHG 2, requirements for GPS
Maximum predicted primary means of Class II
FAA AC
Oceanic and FDE unavailability is navigation in oceanic and
90-105A,
Remote 34 minutes.1 remote airspace without
Areas of reliance on other
Two GNSS systems FAA AC
Operation long-range navigation
required to be 91-70A,
(Class II systems, when used in
operational, (one
Navigation). EASA AMC conjunction with an FDE
GNSS system for
20-12 prediction tool that satisfies
those routes requiring
the guidance of FAA AC
only one long range
20-138D and AC 90-105A
navigation system).
(or later revision).1
No time limit using
GNSS as the primary
navigation sensor.
Part 91, Part 91

subpart K, 121, 125,
and 135 operators
require operational
approval.

1-2

Documents
Notes
Code PBN/
B-RNAV / This does not FAA AC R B2

RNAV 5 constitute an 90-96A
(Europe) operational approval. CHG 1,
EASA AMC
20-4A
RNP 4 GNSS FDE FAA AC R L1 The GPS equipment as

availability must be 20-138D installed complies with the
Oceanic and verified prior to flight. CHG 2, requirements for GPS
Remote Maximum predicted primary means of Class II
FAA AC
Areas of FDE unavailability is navigation in oceanic and
90-105A,
Operation 25 minutes.1 remote airspace without
(Class II FAA AC reliance on other
Navigation). Two operational 91-70A long-range navigation
long-range nav systems, when used in
systems required, (or conjunction with an FDE
one navigation prediction tool that satisfies
system and one the guidance of FAA AC
GNSS sensor for 20-138D and AC 90-105A
those routes requiring (or later revision).1
only one long-range
navigation sensor).
Additional equipment may
be required to obtain
No time limit using
operational approval to
GNSS as the primary
utilize RNP-4 performance.
navigation sensor.
Part 91, Part 91

subpart K, 121, 125,
and 135 operators
require operational
approval.
RNAV 2 The GNSS RNAV FAA AC R C2 Includes RNAV Q and T

system is installed 20-138D routes.
and meets the CHG 2,
performance and
FAA AC
functional
90-100A
requirements of AC
CHG 2
90-100A.
In accordance with
AC 90-100A, CHG 2,
Part 91 operators
(except subpart K)
(continued)

1-3

Documents
Notes
Code PBN/
(continued)
following the aircraft

and training guidance
in AC 90-100A are
authorized to fly
RNAV 2 procedures.
Part 91 subpart K,
121, 125, 129, and
135 operators require
operational approval.

1-4

Documents
Notes
Code PBN/
RNAV 1 The GNSS RNAV FAA AC R D2 Includes RNAV terminal

system is installed 20-138D departure and arrival
and meets the CHG 2, procedures.
performance and
FAA AC
functional
90-100A
requirements of AC
CHG 2
90-100A.
In accordance with
AC 90-100A, Part 91
operators (except
subpart K) following
the aircraft and
training guidance in
AC 90-100A are
authorized to fly
RNAV 1 procedures.
Part 91 subpart K,
121, 125, 129, and

1-5

Documents
Notes
Code PBN/
P-RNAV This does not FAA AC R D2 ICAO flight plan code for
(Europe) constitute an 90-96A P-RNAV no longer exists.
operational approval. CHG 1, P-RNAV utilizes RNAV 1
flight plan codes.
JAA TGL
10 Rev 1
RNP 1 When flying an RNP FAA AC R O2 Includes RNP terminal

procedure containing 20-138D departure and arrival
an RF leg, the AFCS CHG 2, procedures, including
must be operational. procedures with
FAA AC radius-to-fix (RF) legs.
At a minimum, the
90-105A
flight director must be
displayed and utilized
when conducting
procedures containing
radius-to-fix (RF) legs.
In accordance with
AC 90-105A, Part 91
operators (except
subpart K), following
the aircraft and
AC 90-105A are
authorized to fly
RNP 1 procedures.
Part 91 subpart K,
121, 125, 129, and

1-6

Documents
Notes
Code PBN/
RNP-2 GNSS FDE FAA AC R TBD The GPS equipment as

(Oceanic / availability must be 20-138D installed complies with the
Remote) verified prior to flight. CHG2, requirements for GPS
Maximum predicted primary means of Class II
FAA AC
FDE unavailability is 5 navigation in oceanic and
90-105A
minutes.1 remote navigation without
reliance on other
Two operational long-range navigation
long-range nav systems when used in
systems required, (or conjunction with an FDE
one navigation prediction tool that satisfies
system and one the guidance of FAA AC
GNSS sensor for 20-138D and AC 90-105A
those routes requiring (or later revision).1
only one long-range
Additional equipment may
navigation sensor).
be required to obtain
operational approval to
No time limit using
utilize RNP-2 performance.
GNSS as the primary
navigation sensor. Item 18 PBN flight plan
code is still
Part 91, Part 91 to-be-determined at time of
subpart K, 121, 125, publication of this AFMS.
and 135 operators
require operational
approval.
RNP-2 In accordance with FAA AC R TBD Includes RNP-2 domestic

(Domestic / AC 90-105A, Part 91 20-138D and offshore routes.
Offshore operators (except CHG 2,
Item 18 PBN flight plan
Enroute) subpart K) following
FAA AC code is still
the aircraft and
90-105A to-be-determined at time of
publication of this AFMS.
AC 90-105A are
authorized to fly
RNP-2 domestic and
offshore routes.
Part 91 subpart K,
121, 125, 129, and

1-7

Documents
Notes
Code PBN/
RNP APCH When flying an RNP FAA AC R S1 Includes non-precision

LNAV minima procedure with a 20-138D approaches based on
radius-to-fix (RF) leg, CHG 2, conventional navigation
the AFCS must be aids with “or GPS” in the
FAA AC
operational. At a title and area navigation
90-105A,
minimum, the flight approaches titled “GPS”,
director must be “RNAV-(GPS)”, and
EASA AMC
displayed and utilized “RNAV (GNSS)”. This
20-27
when conducting includes procedures with
procedures containing radius-to-fix (RF) legs.
RF legs.
In accordance with
AC 90-105A, Part 91
operators (except
the aircraft and
AC 90-105A are
authorized to fly RNP
APCH LNAV minima
procedures.
Part 91 subpart K,
121, 125, 129, and

1-8

Documents
Notes
Code PBN/
RNP APCH When flying an RNP FAA AC R S2 Includes area navigation

LNAV/VNAV procedure with a 20-138D approaches titled
minima radius-to-fix (RF) leg, CHG 2, “RNAV (GPS)” and
the AFCS must be “RNAV (GNSS).” This
FAA AC
operational. At a includes procedures with
90-105A,
minimum, the flight radius-to-fix (RF) legs.
director must be
EASA AMC
displayed and utilized Vertical guidance is based
20-27 with
when conducting on GPS/SBAS when within
CM-AS-002
procedures containing SBAS coverage and on
RF legs. baro VNAV when outside
SBAS coverage, when
In accordance with
SBAS has been disabled
AC 90-105A, Part 91
by pilot selection, or for
operators (except
approaches with ‘WAAS
VNAV NA’.
the aircraft and
The aircraft complies with
AC 90-105A are
the criteria of AMC 20-27
for RNP approaches to
APCH LNAV/VNAV
LNAV/VNAV minima, with
minima procedures.
the exception that VNAV is
Part 91 subpart K, based on SBAS/GNSS
121, 125, 129, and geometric altitude when
135 operators require SBAS/GNSS is available
operational approval. and authorized.
RNP APCH When flying an RNP FAA AC N/A N/A Includes area navigation
LP minima procedure with a 20-138D approaches titled
radius-to-fix (RF) leg, CHG 2, “RNAV (GPS)” and
the AFCS must be “RNAV (GNSS)” including
operational. At a FAA AC procedures with
minimum, the flight 90-107 radius-to-fix (RF) legs.
director must be
displayed and utilized LP minima are available
when conducting only when within SBAS
procedures containing coverage.
RF legs
In accordance with
AC 90-107, Part 91
operators (except
the aircraft and
AC 90-107 are
(continued)

1-9

Documents
Notes
Code PBN/
(continued)

APCH LP minima
procedures.
Part 91 subpart K,
121, 125, 129, and
RNP APCH When flying an RNP FAA AC B N/A Includes area navigation
LPV minima procedure with a 20-138D approaches titled
radius-to-fix (RF) leg, CHG 2, “RNAV (GPS)” and
the AFCS must be “RNAV (GNSS)”, including
operational. At a FAA AC procedures with
minimum, the flight 90-107, radius-to-fix (RF) legs.
director must be
displayed and utilized EASA LPV minima are available
when conducting AMC 20-28 only when within SBAS
procedures containing coverage.
RF legs.
In accordance with
AC 90-107, Part 91
operators (except
the aircraft and
AC 90-107 are
APCH LPV minima
procedures.
Part 91 subpart K,
121, 125, 129, and

1-10

Documents
Notes
Code PBN/
Advanced This does not FAA AC N/A N/A  RNAV Holding:

RNP constitute an 20-138D Supported.
operational approval. CHG 2,
See Notes for  RF Legs:
specific FAA AC Supported.
Advanced 90-105A
RNP  Parallel Offsets: RNP-4
functions. parallel offsets as
defined by AC 20-138D
Chapter 10 are
supported.
Advanced RNP parallel

offsets as defined by
AC20-138D Appendix 3
are supported.
 Higher Continuity:
Supported when both
GIA 64E GPS/SBAS
receivers are operating
and providing GPS
navigation guidance to
their respective PFD.
 Scalable RNP:
Supported through
manual CDI scaling
selection. The 0.3nm
CDI scale should be
selected whenever
RNP less than 1.0nm is
required.
 Fixed Radius
Transitions (FRT):
Supported
 Time of Arrival Control

(TOAC):
Not supported.
_________________________________
1. FDE/RAIM availability worldwide can be determined via the following:
• An FDE prediction tool that satisfies the guidance of FAA AC 20-138D and AC 90-105A (or
later revision), such as the Garmin WFDE prediction program, part number 006-A0154-01 or
later approved version with GPS SW >= 3.0 selected
Also, within the United States:

1-11
• Via the FAA’s RAIM Service Availability Prediction Tool (SAPT) website: http://sapt.faa.gov.
• Contacting a Flight Service Station (not DUATS) to obtain non-precision approach RAIM.
Also, within Europe:

• Via Europe’s AUGER GPS RAIM Prediction Tool at
http://augur.ecacnav.com/augur/app/home.
This requirement is not necessary if SBAS coverage is confirmed to be available along the entire
route of flight. The route planning and WFDE prediction program may be downloaded from the
Fly-Garmin website on the internet (fly.garmin.com/fly-garmin/support/). For information on using
the WFDE Prediction Program, refer to GARMIN WAAS FDE Prediction Program, part number
190-00643-01, ‘WFDE Prediction Program Instructions’.
Garmin International holds an FAA Type 2 Letter of Acceptance (LOA) in accordance with AC 20-153A for
database integrity, quality, and database management practices for the Navigation database. Flight
crews and operators can view the LOA status at FlyGarmin.com then select “Aviation Database
Declarations”.
Navigation information is referenced to the WGS-84 reference system.
Electronic Flight Bag
Electronic aeronautical charts displayed on this system have been shown to meet the guidance in AC
120-76D as a Type B Electronic Flight Bag (EFB) for FliteCharts and ChartView. Additional
requirements may make a secondary source of aeronautical charts necessary on the aircraft and
available to the pilot, such as traditional paper charts or an additional portable electronic device. If the
secondary source of aeronautical charts is a portable electronic device (PED), its use must be consistent
with the guidance in AC 120-76D.
The own-ship aircraft position displayed on any G5000 electronic charts should not be used as the
primary source of navigation.
For operations under 14 CFR Part 91, it is suggested that a secondary or back up source of aeronautical
information necessary for the flight be available to the pilot in the airplane. If the source of aeronautical
information is in electronic format, operators must determine non-interference with the G5000 system and
existing aircraft systems for all flight phases.
Garmin International holds an FAA Type 2 Letter of Acceptance (LOA) in accordance with
RTCA/DO-200A and AC 20-153B for database integrity, quality, and database management processes
for many of its aviation databases. LOA status and RTCA/DO-200A List of Applicable Avionics
(190-01999-00) can be viewed at FlyGarmin.com.
Reduced Vertical Separation Minimum (RVSM)
This aircraft has been determined to be capable of meeting the Reduced Vertical Separation Minimum
(RVSM) performance requirements of 14 CFR part 91 appendix G, when required equipment is
maintained in accordance with the Garmin G5000 System Maintenance Manual for the Textron Aviation
Citation 560XL.
This does not constitute operational approval. Operational approval must be obtained in accordance with
applicable operating rules.
Transponder
The ADS-B Out system has been shown to meet the equipment requirements of 14 CFR 91.227.
Airplanes Certified For Steep Approach
The G5000 Integrated Flight Deck autopilot installed in the Textron Aviation Citation 560XL has been
demonstrated to be capable of conducting coupled approaches up to glideslope angles of 5.5°. More
information is included in the Limitations and Normal Procedures sections of this AFMS.
For limitations, procedures, and performance information not contained in the G5000 Integrated Flight

1-12
Deck AFMS, see the Textron AFMS “Airplanes Certified For Steep Approaches” and the basic airplane
flight manual.

1-13
ATC Data Link System (CPDLC) and ACARS

(Optional)
The FAA has approved the optional aircraft data link system meeting the criteria in AC 20-140C for the
following datalink capabilities:
Optionally Installed Capability
FANS 1/A +
FAA Data Comm Link 2000+ ACARS
(Includes ACARS)
FANS 1/A+ (with FANS 1/A – ATN B1 ACARS ATS
Interoperability automation)* CPDLC (with
Designators automation)*
VDL M0/A VDL M2 VDL M2 VDL M0/A

(TSO-C160a) (TSO-C160a)
VDL M2 (TSO-C160a) VDL M2
Subnetworks (TSO-C160a)
SATCOM (SBD)
SATCOM (SBD)
CPDLC: RCP 130, RCP CPDLC: RCP

Aircraft- 240, RCP 400 130, RCP 240,
Allocated RCP 400
Performance ADS-C: RSP 160, RSP
180, RSP 400
* Push to load is supported
This design approval does not constitute operational authorization.

1-14
When filing ICAO flight plans, use the table below to determine what equipment codes should be filed in
reference to the installed data link system.
Optionally Installed Capability Flight Plan Filing
FANS 1/A + (Includes ACARS) Field 10a: E3J4J7Z
Field 10b: D1
Field 18: DAT/1FANSE2PDC
REG/XXXXXX *
FAA Data Comm Without Optional ACARS
Field 10a: J4Z
Field 18: DAT/1FANSE
REG/XXXXXX *
With Optional ACARS
Field 10a: E3J4Z
REG/XXXXXX *
Link 2000+ Without Optional ACARS
Field 10a: J1
Field 18: REG/XXXXXX *
With Optional ACARS
Field 10a: E3J1
Field 18: DAT/1PDC
REG/XXXXXX *
FANS 1/A + AND Link 2000+ (Includes ACARS) Field 10a: J1E3J4J7Z
Field 10b: D1
REG/XXXXXX *
FAA Data Comm AND Link 2000+ Without Optional ACARS
Field 10a: J1J4Z
Field 18: DAT/1FANSE
REG/XXXXXX *
With Optional ACARS

Field 10a: E3J1J4Z
REG/XXXXXX *
* XXXXXX is the aircraft registration number

1-15
The following data link options are available in various combinations: FANS 1/A +, FAA Data Comm, Link
2000+, and ACARS.
To determine what data link options have been installed on the aircraft:
1. On the GTC homepage, press the “ATC Datalink” button. If an “ADS-C” tab is visible on this page,
FANS 1/A + is installed. The FANS 1/A + option includes ACARS functionality.
2. On either GTC select Utilities → Setup → Avionics Status → Data Link tab. The presence of a
“Router” button on this page indicates that Link2000+ is installed.
3. On either GTC select Utilities → Setup → Avionics Status → Data Link tab. The presence of an
“ACARS” button on this page indicates that either FANS 1/A +, FAA Data Comm, and/or ACARS is
installed.
a) On the GTC homepage, press the “ATC Datalink” button. If an “ADS-C” tab is visible on this
page, FANS 1/A + is installed. The FANS 1/A + option includes ACARS functionality.
b) On the GTC select Utilities → Setup → Avionics Status → Data Link tab. Press the “ACARS”
button and note the information displayed in the “ACARS Host” field.
 “FAA Data Comm” indicates that the FAA Data Comm option with no ACARS is installed.
 “Honeywell GDC”, “Satcom Direct”, or “ARINC Direct”, indicates that ACARS is installed.
(FAA Data Comm may also be installed, see below).
c) On the GTC homepage, press the “ATC Datalink” button. On the “Status” tab, select Facility →
Find → Search Tab→ Search By Ident → Search Facility Identifier then type in “KUSA”. If the
KUSA FANS facility appears in the search results, FAA Data Comm or FANS 1/A + is installed.
Abbreviations and Terminology

The following glossary is applicable within the airplane flight manual supplement:
AC Advisory Circular or Alternating Current ALT Altitude, or AFCS altitude hold mode, or
ALT button on the GMC 7200 AFCS
ACARS Aircraft Communications Addressing Mode Controller
and Reporting System
ALTS AFCS altitude capture using the altitude
ADC Air Data Computer in the altitude preselect window
ADF Automatic Direction Finder ALTV AFCS altitude capture using the altitude
ADS-C Automatic Dependent Surveillance - from the VNAV profile vertical constraint
Contract AMMD Airport Moving Map Display
AFCS Automatic Flight Control System AP Autopilot
AFM Airplane Flight Manual APR Approach
AFMS Airplane Flight Manual Supplement APPR Approach mode, or APPR button of
AGL Above Ground Level GMC 7200 AFCS mode controller
AHRS Attitude and Heading Reference System APV Approach with Vertical Guidance
AIRAC Aeronautical Information Regulation and ATC Air Traffic Control
Control ATN Aeronautical Telecommunication
Network

1-16
ATS Air Traffic Services GP GPS Glide Path

AUX Auxiliary GPS Global Positioning System
BANK Low-bank mode of the AFCS GPWS Ground Proximity Warning System
BARO Barometric Setting GRS Garmin Reference System (AHRS)
BC Back Course GS Glide Slope
BRNAV Basic Area Navigation GTC Garmin Touchscreen Controller
CDI Course Deviation Indicator HDG AFCS heading mode or the HDG button
on the GMC 7200 AFCS Mode
CFR Code of Federal Regulations Controller
COM Communication radio HSI Horizontal Situation Indicator
CPDLC Controller Pilot Datalink IAF Initial Approach Fix
Communications
IAS Indicated Airspeed
CRS Course
ICAO International Civil Aviation Organization
CWS Control Wheel Steering
IFR Instrument Flight Rules
DC Direct Current
ILS Instrument Landing System
DME Distance Measuring Equipment
INH Inhibit
DN Down
ITT Inter-Turbine Temperature
DR Dead Reckoning
KIAS Knots Indicated Air Speed
EFB Electronic Flight Bag
LCD Liquid Crystal Display
EIS Engine Indication System
LDA Localizer Type Directional Aid
FAF Final Approach Fix
LNAV Lateral Navigation
FANS Future Air Navigation System
LNAV + V Lateral Navigation with Advisory Vertical
FD Flight Director Guidance
FDE Fault Detection and Exclusion LNAV/VNAV Lateral Navigation / Vertical Navigation
FLC AFCS Flight Level Change mode, or LOC Localizer
FLC button on the GMC 7200 AFCS
mode controller LOI Loss of Integrity (GPS)
FMS Flight Management System LPV Localizer Performance with Vertical
Guidance
FPM Flight Path Marker or Feet Per Minute
LRU Line Replaceable Unit
FT Feet
M Mach
FT/MIN Feet/Minute
MAN Manual thrust mode of the Target N1
GA Go-around Computer. Manual speed select mode
GCU Garmin Control Unit of FLC
GDC Garmin Air Data Computer MAP Missed Approach Point
GDL Garmin Data Link Radio MAXSPD Maximum Speed, AFCS Overspeed
Protection mode
GEA Garmin Engine/Airframe Unit
MCT Maximum Continuous Thrust
GEN Generator
MCR Maximum Cruise Thrust
GEO Geographic
MDA Barometric minimum descent altitude
GIA Garmin Integrated Avionics Unit
MFD Multi Function Display
GMA Garmin Audio Processor System
MLS Microwave Landing System
GMC Garmin Mode Control Unit
MSL Mean Sea Level

1-17
NAV Navigation, or AFCS navigation mode, TEMP Temperature

or NAV button on the GMC 7200 AFCS
Mode Controller TO Takeoff
NEXRAD Next Generation Radar (XM Weather TOLD Takeoff and Landing Data
Product) TSO Technical Standard Order
NM Nautical Mile USP Underspeed Protection
NPA Non-precision Approaches VAPP AFCS VOR Approach Mode
OAT Outside Air Temperature Vdc Volts DC
OBS Omni Bearing Selector VDL VHF Datalink
OVR Override VFR Visual Flight Rules
P/N Part Number VHF Very High Frequency
PDA Premature Descent Alert VNAV Vertical Navigation, or Vertical
PFD Primary Flight Display Navigation button on the GMC 7200
AFCS Mode Controller
PFT Pre-Flight Test
VOR VHF Omni-directional Range
PIT AFCS pitch mode
VS Vertical Speed
PRNAV Precision Area Navigation
WAAS Wide Area Augmentation System
PROC Procedure button on the GDUs or GCU
475 WFDE WAAS Fault Detection and Exclusion
PSI Pounds per Square Inch WGS-84 World Geodetic System – 1984
PWR Power XM XM satellite system
RA Resolution Advisory (TCAS II) YD Yaw Damper
RAIM Receiver Autonomous Integrity

Monitoring
RAT Ram Air Temperature
RCP Required Communication Performance
RNAV Area Navigation
RNP Required Navigation Performance
ROL AFCS roll mode
RPM Revolutions per Minute
RSP Required Surveillance Performance
RVSM Reduced Vertical Separation Minimums
SBAS Satellite Based Augmentation System
SDF Simplified Directional Facility
SPD Speed knob on the GMC 7200 AFCS
Mode Controller. Adjusts the manual
airspeed reference. Pushing toggles the
FLC airspeed reference between Mach
and IAS references.
STBY Standby
STC Supplemental Type Certificate
SUSP Suspend
SVT Synthetic Vision Technology
TAWS Terrain Awareness and Warning System

1-18
Model 560XL Section II – Limitations
Section II – Limitations
Table of Contents
Cockpit Reference Guide ........................................................................................................................... 2-3
Power Plant Indication System Markings................................................................................................... 2-3
Airspeed Indicator Markings..................................................................................................................... 2-11
G5000 Integrated Flight Deck .................................................................................................................. 2-12
GRS 79 AHRS Areas of Operation Limitations (If Installed) .................................................................... 2-13
G5000 GNSS (GPS/SBAS) Navigation System Limitations .................................................................... 2-14
Autopilot Operation Limits ........................................................................................................................ 2-15
Synthetic Vision Limits ............................................................................................................................. 2-15
TAWS, GPWS, and Terrain System Limits .............................................................................................. 2-16
TCAS Limits (Traffic Alert and Collision Avoidance System)................................................................... 2-16
Data Link Weather (XM AND CONNEXT Weather) Limits ...................................................................... 2-16
Takeoff and Landing Data (Optional) ....................................................................................................... 2-17
Windshear Warning System (Optional).................................................................................................... 2-17

FAA Approved 2-1

2-2 FAA Approved
Cockpit Reference Guide

The G5000 Cockpit Reference Guide for Textron Aviation Citation 560XL must be immediately available
to the flight crew during all phases of flight.
Use the G5000 Cockpit Reference Guide for Textron Aviation Citation 560XL, GARMIN part number
190-02538-02, revision A or later approved revision, when System Software Version 3343.02 is installed.
The System Software Version number is displayed on the Airframe Tab of the Avionics Status page on
the GTC (Utilities – Setup – Avionics Status).
Power Plant Indication System Markings

No changes were made to the airplane’s engine operating limits. Refer to the Airplane Flight Manual for
engine limitations. The engine gauges are marked as shown below.
NOTE
Numerical digital displays will flash inverse red/white video for 5 seconds, and then
remain steady red if the indicated engine parameter exceeds its established limit.
Numerical digital displays will flash inverse amber/black video for 5 seconds, and
then remain steady amber for “caution” conditions.
Fan (N1) RPM Indicators:
Models Excel and XLS (Aircraft Serial Numbers 560 – 5001 through 560 – 6000)
N1 Scale Markings
White Band: 0 – 20%
Green Band: 20 – 100%
Amber Line: 100%
Amber Band: 100 – 102%
Red Line: 102%
Red Band: 102% and higher
N1 Instrument Markings
Pointer Numeric N1
N1 Color Display Color
Green text, black
≤ 100% White
background
> 100% and ≤ 102% within Black text, amber

Amber
transient time limits * background
> 100% and ≤ 102% exceeding White text, red

Red
transient time limits * background
White text, red

> 102% Red
background
* See AFM for transient time limitations

FAA Approved 2-3
Inter-Turbine Temperature Indicators (ITT):

Model Excel (Aircraft Serial Numbers 560 – 5001 through 560 – 5500)
ITT Scale Markings, Engine Start:
Green Band: 0 – 670°C
Amber Line: 670°C
Amber Band: 670°C – 720°C
Red Line: 720°C
Red Band: 720°C and higher
ITT Pointer and Numeric Markings – Engine Start

Pointer Numeric ITT
ITT (°C)
Color Display Color
≤ 670 White Green text, black background
> 670 and ≤ 720
Amber Black text, amber background
within transient time limits *
> 670° and ≤ 720
Red White text, red background
exceeding transient time limits *
> 720 Red White text, red background
ITT Scale Markings, Engine Run:

Amber Line: 720°C
Red Line: 760°C
ITT Pointer and Numeric Markings – Engine Run

Pointer Numeric ITT
ITT (°C)
Color Display Color
> 720 and ≤ 760 within transient
time limits *
> 720 and ≤ 760 exceeding
transient time limits *

2-4 FAA Approved
Model XLS (Aircraft Serial Numbers 560 – 5501 through 560 – 6000)
ITT Scale Markings, Engine Start:
Amber Line: 670°C
Red Line: 740°C
ITT Pointer and Numeric Markings – Engine Start

Pointer Numeric ITT
ITT (°C)
Color Display Color
> 670 and ≤ 740
> 670 and ≤ 740
ITT Scale Markings, Engine Run:

Amber Line: 720°C
Red Line: 780°C
ITT Pointer and Numeric Markings – Engine Run

Pointer Numeric ITT
ITT (°C)
Color Display Color
> 720 and ≤ 780 within transient
time limits *
> 720 and ≤ 780 exceeding

FAA Approved 2-5
Turbine (N2) RPM Indicators
N2 Numeric Display Coloring

Numeric N2
N2
Display Color
≤ 101.8% Green text, black background
> 101.8% and ≤ 103%
Black text, amber background
> 101.8% and ≤ 103%
White text, red background
> 103% White text, red background
Model XLS: (Aircraft Serial Numbers 560 – 5501 through 560 – 6000)
N2 Numeric Display Coloring

Numeric N2
N2
Display Color
≤ 102.8% Green text, black background
> 102.8% and ≤ 104% within
Black text, amber background
> 102.8% and ≤ 104% exceeding
White text, red background
> 104% White text, red background

2-6 FAA Approved
Oil Pressure Indicators
Numeric Oil
Oil Pressure (PSI) N2 Pressure
Display Color
White text on red

> 0 and < 20 Any
background
Green text on black

≤ 60%
background
≥ 20 and < 45
Black text on amber
> 60%
background
Green text on black

≥ 45 and ≤ 140 Any
background
> 140 and ≤ 250 Black text on amber

Any NOTE 1
Within transient time limit * background
> 140 and ≤ 250 White text on red

Any
Exceeding transient time limit * background
White text on red

> 250 Any
background
NOTE 1: If the engine oil pressure is > 140 PSI but ≤ 250 PSI prior to engine start
(< 45% N2), the high oil pressure condition will be considered a start
condition, and the color change to red on the numeric display of oil
pressure will be suppressed for up to 300 seconds.

FAA Approved 2-7
Oil Pressure Numeric Oil Pressure
(PSI) N2 Display Color
White text on red
> 0 and < 20 Any
background
Green text on black
≤ 60%
background
≥ 20 and < 45
Black text on amber
> 60%
background
Green text on black
≥ 45 and ≤ 160 Any
background
> 160 and ≤ 250 Black text on Amber
Any
Within transient time limit * background
> 160 and ≤ 250 White text on red
Any
Exceeding transient time limit * background
White text on red
> 250 Any
background

2-8 FAA Approved
Oil Temperature Display Markings

Aircraft Configurations AM, AX, and AY
Oil Temp Numeric Oil Temp
(°C) Display Color
< -40 White text on red background
≥ -40, < 10 Black text on amber background
≥ 10, ≤ 121.1 Green text on black background
> 121.1, ≤ 135

Black text on amber background
within transient time limit *
> 121.1, ≤ 135
White text on red background
exceeding transient time limit *
> 135 White text on red background
Aircraft Configuration AV
Oil Temp Numeric Oil Temp
(°C) Display Color
> 121.1, ≤ 135

> 121.1, ≤ 135

FAA Approved 2-9
Oil Temp. Numeric Oil Temp.
(°C) Display Color
> 121.1, ≤ 135

> 121.1, ≤ 135



2-10 FAA Approved
Airspeed Indicator Markings

There are no changes to airspeed limitations. Refer to the Airplane Flight Manual for airspeed
limitations.
Airspeed Indicator Markings – PFDs
Maximum Red Line
Below 8,000 feet ....................................................................................... 260 KIAS
Between 8,000 to 26,515 feet ................................................................... 305 KIAS
Above 26,515 feet ........................................................................................ 0.75 Mi
When landing gear is extended ................................................................ 250 KIAS
When flaps 7° or 15° are extended ........................................................... 200 KIAS
When flaps 35° are extended.................................................................... 175 KIAS
Green Circle Approach Speed Cue
Displayed at the computed value of 1.3 VS for the current configuration.
Minimum Red Line
Computed stick shaker activation speed.

FAA Approved 2-11
G5000 Integrated Flight Deck

Pilots must wear and use headsets when the overhead cockpit speaker audio is selected off.
Takeoff is prohibited unless all display units are installed and operational.
Takeoff is prohibited with any display in reversionary mode.
If the aircraft is exposed to ground ambient temperature between -20° C (-4° F) and -40° C (-40° F) with
the BATT and AVIONIC POWER switches off for 30 minutes or longer, the BATT and AVIONIC POWER
switches must be turned on for at least 30 minutes prior to takeoff.
If the aircraft is exposed to ground ambient temperatures below -40° C (-40° F) with the BATT and
AVIONIC POWER switches off, the cockpit and nose avionics bay must be warmed to -40° C (-40° F) or
above with BATT and AVIONIC POWER switches turned on for at least 30 minutes prior to takeoff. (Refer
to Operating Information, Cold Weather Procedures, in this AFMS).
Ground operation of the G5000 system with the RADOME FAN CAS message displayed is limited to 30
minutes maximum.
Takeoff in instrument meteorological conditions is prohibited with the RADOME FAN CAS message
displayed.
Takeoff is prohibited with the AVIONICS FAULT CAS message displayed.
Use of vertical guidance from Approach Baro VNAV is prohibited if both the pilot and copilot BARO set
knobs are inoperative.
The fuel required, fuel remaining, and gross weight estimate functions of the G5000 are supplemental
information only and must be verified by the flight crew.
The G5000 Electronic Documents are not an approved source for the replacement of the Airplane Flight
Manual (AFM), Airplane Flight Manual Supplements (AFMS), or any other required on-board documents.
Do not use SafeTaxi, FliteCharts, ChartView, or SurfaceWatch functions as the basis for ground
maneuvering. These functions are not qualified to be used as an airport moving map display (AMMD).
These functions are to be used by the flight crew to orient themselves on the airport surface to improve
pilot situational awareness during ground operations.

2-12 FAA Approved
GRS 79 AHRS Areas of Operation Limitations (If Installed)

For aircraft equipped with the GRS 79 AHRS, flight operations with the G5000 Integrated Flight Deck are
prohibited in the following regions, due to the unsuitability of the magnetic fields near the Earth’s poles.
 North of 72° North latitude, at all longitudes.
 South of 70° South latitude, at all longitudes.
 North of 65° North latitude, between longitude 75° W and 120° W (Northern Canada).
 North of 70° North latitude, between longitude 70° W and 128° W. (Northern Canada).
 North of 70° North latitude, between longitude 85° E and 114° E. (Northern Russia).
 South of 55° South latitude, between longitude 120° E and 165° E (A region south of Australia
and New Zealand).
NOTE
The GARMIN G5000 installation in the Textron Model 560XL system is not
designed for use as a polar navigator. Operation outside the approved operating
area is prohibited. The GRS 79 AHRS internally monitors the magnetic field and
will display a GEO LIMITS system message when the magnetic field becomes
unsuitable for AHRS operation. When the AHRS can no longer reliably compute
heading, heading information will be removed from the HSI.

FAA Approved 2-13
G5000 GNSS (GPS/SBAS) Navigation System Limitations

The flight crew must confirm at system initialization that the Navigation database is current.
If the navigation database AIRAC cycle will change during flight, the pilot must ensure the accuracy of
navigation data, including suitability of navigation facilities used to define the routes and procedures for
flight. If an amended chart affecting navigation data is published for the procedure, the database must not
be used to conduct the procedure.
GPS/SBAS based IFR enroute, oceanic, and terminal navigation is prohibited unless the flight crew
verifies and uses a valid, compatible, and current Navigation database or verifies each waypoint for
accuracy by reference to current approved data.
Discrepancies that invalidate a procedure must be reported to Garmin International. The affected
procedure is prohibited from being flown using data from the Navigation database until a new Navigation
database is installed in the aircraft and verified that the discrepancy has been corrected.
For flight planning purposes:
 In areas where SBAS coverage is not available, the pilot must check RAIM availability.
 For operations within the U.S. National Airspace System on RNP and RNAV procedures when
SBAS signals are not available, the availability of GPS RAIM must be confirmed for the intended
route of flight. In the event of a predicted continuous loss of RAIM of more than five minutes for
any part of the intended route of flight, the flight should be delayed, canceled, or re-routed on a
track where RAIM requirements can be met.
 For operations within European B-RNAV and P-RNAV airspace, if more than one satellite is
scheduled to be out of service, then the availability of GPS RAIM must be confirmed for the
intended flight (route and time). In the event of a predicted continuous loss of RAIM of more
than five minutes for any part of the intended flight, the flight should be delayed, canceled, or
re-routed on a track where RAIM requirements can be met.
 For operations where the route requires Class II navigation, the aircraft’s operator or flight crew
must use an FDE prediction tool that satisfies the guidance of FAA AC 20-138D and AC 90-105A
(or later revision) to demonstrate that there are no outages on the specified route that would
prevent the G5000 from providing primary means of Class II navigation in oceanic and remote
areas of operation that requires RNP-2 oceanic/remote, RNP-4, or RNP-10 capability. In
accordance with FAA AC 90-105A requirements, if the prediction tool indicates fault detection and
exclusion (FDE) will be unavailable for more than 5 minutes for RNP-2 oceanic/remote, 25
minutes for RNP-4, or 34 minutes for RNP-10, then the operation must be rescheduled when
FDE is available.
Both GIA 64E GPS navigation receivers must be operating and providing GPS navigation guidance to
their respective PFD for operations requiring RNP-2 oceanic/remote, RNP-4, and RNP-10 performance.
NOTE
An amber “BOTH ON GPS1” or “BOTH ON GPS2” message does not necessarily
mean that one GPS has failed. Refer to the MFD – GPS STATUS page to
determine the state of the unused GPS.
Manual entry of waypoints using latitude/longitude or place/bearing is prohibited for published RNP and
RNAV routes.
“GPS”, “or GPS”, “RNAV (GPS)”, and “RNAV (GNSS)” instrument approaches using the G5000 System
are prohibited unless the pilot verifies and uses the current Navigation database. GPS based instrument
approaches must be flown in accordance with an approved instrument approach procedure that is loaded
from the Navigation database.
Pilots planning to fly an RNAV instrument approach must ensure that the Navigation database contains
the planned RNAV Instrument Approach Procedure and that approach procedure must be loaded from

2-14 FAA Approved
the Navigation database into the FMS flight plan by its name.
IFR non-precision approach approval using the GPS/SBAS sensor is limited to published approaches
within the U.S. National Airspace System. Approaches to airports in other airspace are not approved
unless authorized by the appropriate governing authority.
It is prohibited to flight plan to an alternate airport based on minima for which SBAS is required
(RNAV(GPS) LP/LPV).
Use of the Garmin G5000 GPS/SBAS receivers to provide navigation guidance during the final approach
segment of an ILS, LOC, LOC-BC, LDA, SDF, MLS or any other type of approach not approved for “or
GPS” navigation is prohibited. When using the G5000 VOR/LOC/GS receivers to fly the final approach
segment, VOR/LOC/GS navigation data must be selected and presented on the HSI of the pilot flying.
Navigation information is referenced to WGS-84 reference system and should only be used where the
Aeronautical Information Publication (including electronic data and aeronautical charts) conform to
WGS-84 or equivalent.
Autopilot Operation Limits
Approved for Category I ILS approaches only.
Autopilot and yaw damper must be disengaged during takeoff and landing.
Do not manually override the autopilot in flight.
No intentional stalls permitted above 25,000 FT (FL250).
WARNING
THE OPTIONAL UNDERSPEED PROTECTION SYSTEM RELIES ON STICK
SHAKER ACTIVATION, AND MAY NOT ACTIVATE AT SUFFICIENT AIRSPEED
TO PREVENT AERODYNAMIC STALL WHEN ABOVE 18,000 FT.
One pilot must remain seated with the seatbelt fastened during all autopilot operations.
Autopilot preflight check (located in the Normal Procedures – Cockpit Preparation section of this AFMS)
must be conducted and found satisfactory prior to each flight on which the autopilot is to be used.
The AFCS automatic preflight test must complete successfully prior to use of the autopilot, yaw damper,
or flight director (failure will be indicated by a white AP FAIL or AP-YD FAIL CAS message, or lack of the
aural disconnect alert at preflight test completion).
Do not use autopilot below the following altitudes:
Climb ............................................................................................................................. 500 feet AGL
Enroute and Descent .................................................................................................. 1000 feet AGL
Non-precision Approach................................................................................................ 200 feet AGL
Precision Approach (ILS, LPV) ..................................................................................... 120 feet AGL
Steep Approach (GP or GS Mode) ............................................................................... 300 feet AGL
Autopilot coupled ILS approaches with flight path angles greater than 4.5 degrees are prohibited if the
G5000 system has not acquired a valid GPS position.
Synthetic Vision Limits
Use of the Synthetic Vision system display elements alone for aircraft control without reference to the
G5000 primary flight instruments or the aircraft standby instruments is prohibited.
Use of the Synthetic Vision system alone for navigation, obstacle, or terrain avoidance is prohibited.
Use of the Synthetic Vision system traffic display alone to avoid other aircraft is prohibited.

FAA Approved 2-15
TAWS, GPWS, and Terrain System Limits

Pilots are authorized to deviate from their current ATC clearance to the extent necessary to comply with
TAWS warnings.
The TAWS system has an area of coverage as detailed below:
a) The terrain coverage area is from North 89° Latitude to South 89° Latitude in all longitudes.
b) The Obstacle Database coverage area includes the United States, Europe, and Canada.
Use of the TAWS for navigation or as the primary means for terrain and/or obstacle avoidance is
prohibited.
NOTE
The TAWS page and terrain display is intended to serve as a situational awareness tool only. It
may not provide the accuracy, fidelity, or both, on which to solely base decisions and plan
maneuvers to avoid terrain or obstacles.
To avoid unwanted alerts, TAWS should be inhibited when landing at an airport that is not included in the
airport database.
TCAS Limits (Traffic Alert and Collision Avoidance System)
Use of the TRAFFIC MAP and traffic overlays as the primary means to maneuver the airplane for traffic
avoidance is prohibited.
Pilots are authorized to deviate from their current ATC clearance to the extent necessary to comply with
TCAS II warnings.
Data Link Weather (XM AND CONNEXT Weather) Limits
Datalink weather information displayed by the G5000 system is limited to supplemental use only. XM or
Garmin Connext (Iridium Satellite Data Link) weather data is not a source of official weather information.
Use of the NEXRAD Data, SiriusXM Lightning, Connext Radar, and Connext Lightning data overlay on
the Navigation Map and/or Weather pages for hazardous weather, e.g., thunderstorm penetration is
prohibited. NEXRAD Data, SiriusXM Lightning, Connext Radar, and Connext Lightning information on the
Navigation Map or Weather pages is intended only as an aid to enhance situational awareness of
hazardous weather, not penetration. It is the pilot’s responsibility to avoid hazardous weather using official
weather data sources and the airplane’s in-flight weather radar.

2-16 FAA Approved
Takeoff and Landing Data (Optional)

The flight crew must confirm the active TOLD database part number on each flight when takeoff or
landing performance data is obtained from the G5000 system:
Aircraft TOLD Database Part Number

Excel
(Aircraft 560-5001 006-D8296-00 See Limitation (1) OR 006-D8296-01
through 560-5500)
XLS
(Aircraft 560-5501 006-D8295-00 See Limitation (1) OR 006-D8295-01
through 560-6000)
(1) With the 006-D8296-00 or 006-D8295-00 TOLD database, the use of TOLD is prohibited for takeoff
and landing operations at pressure altitudes at or above 7,000 feet.
The flight crew must press the FOB SYNC button or manually enter the Fuel on Board on the Weight and
Fuel page prior to calculating TOLD takeoff data prior to each takeoff.
Use of TOLD is prohibited for operations with the Electronic Engine Computers (EEC) inoperative. Refer
to the appropriate Airplane Flight Manual Supplement.
Use of TOLD is prohibited for steep approach operations. Refer to the appropriate Airplane Flight Manual
Supplement.
If one GTC 575 touchscreen controller is inoperative, takeoff and landing performance calculations from
TOLD (Speeds, Field Length Required, and N1 settings) must be verified using the Airplane Flight
Manual.
Windshear Warning System (Optional)
The Windshear Warning system shall not be relied upon as the sole source of windshear detection and
avoidance. Pilot judgement must be based on airspeed, Angle of Attack (AOA), sink rate, and other
factors including the Windshear Warning System.

FAA Approved 2-17

2-18 FAA Approved
Model 560XL Section III – Operating Procedures
Section III – Operating Procedures

Table of Contents
Operating Procedures – General ............................................................................................................... 3-3
AFM CROSS REFERENCE....................................................................................................................... 3-4

RED MESSAGE PROCEDURES........................................................................................................... 3-5
AMBER MESSAGE PROCEDURES ..................................................................................................... 3-6
WHITE MESSAGE PROCEDURES....................................................................................................... 3-8
EMERGENCY/ABNORMAL PROCEDURES......................................................................................... 3-8
NORMAL PROCEDURES .................................................................................................................... 3-11
OPERATING INFORMATION .............................................................................................................. 3-12
Emergency Procedures............................................................................................................................ 3-13
Abnormal Procedures .............................................................................................................................. 3-27
Normal Procedures .................................................................................................................................. 3-61
Operating Information .............................................................................................................................. 3-81

FAA Approved 3-1

3-2 FAA Approved
General
Operating Procedures – General

Some emergency situations require immediate corrective action. These numbered steps are printed in
boxes in the emergency procedures and should be done without the aid of the checklist.
Many of the original AFM procedures are unchanged, however several existing AFM procedures were
modified or removed as part of the G5000 installation. The AFM cross reference sections in this manual
will serve as a guide to locating the correct version of procedures for use with the G5000 installation.
Warning and Test System

The original annunciator panel has been replaced by an integrated CAS in the G5000. The CAS replaces
the warning, caution, and advisory lights of the original annunciator panel. Each warning, caution, and
advisory light that was replaced was directly replaced with an equivalent CAS message that will display
on G5000 CAS.
When using existing AFM procedures, any references to “lights” or “annunciators” apply to CAS
messages of the same text on the G5000 system. AFM references to “annunciator panel” apply to the
CAS display in the G5000.
TAWS or GPWS Flap Override

Several existing AFM procedures include activating the TAWS or GPWS Flap Override button installed on
the instrument panel in the event of a landing with flaps not set to 35°. This button has been removed with
the installation of the G5000 system. The Abnormal Procedures section of this Flight Manual Supplement
includes a procedure for activating the G5000 TAWS Flap Override function.
Any existing AFM procedure that calls for activating TAWS or GPWS Flap Override should now be
accomplished using the G5000 TAWS Flap Override procedure.

FAA Approved 3-3
AFM Cross Reference
AFM CROSS REFERENCE

Several existing AFM procedures were modified or removed as part of the G5000 installation. This cross
reference will serve as a guide to determining applicability of existing procedures in the Aircraft Flight
Manual.
No procedures that were newly added for the G5000 installation are listed in this cross reference, since
they are only included in the G5000 AFMS.
The following definitions are used:
UNCHANGED The original AFM procedure was not modified as part of the G5000 installation,
and the previously applicable version of the procedure should continue to be used.
This procedure is not included in the G5000 AFMS.
MODIFIED WITH The original AFM procedure was substantially unchanged as part of the G5000
ADDITIONAL installation, and the previously applicable version of the procedure should continue
INFORMATION to be used. However, an additional procedural step or some additional information
is included in the G5000 AFMS. Refer to the notes in the AFM Cross Reference
information below.
NOT APPLICABLE The original AFM procedure was removed as part of the G5000 installation.
G5000 AFMS The original AFM procedure was modified as part of the G5000 installation. The
procedure in the G5000 AFMS should be used.

3-4 FAA Approved
AFM Cross Reference
RED MESSAGE PROCEDURES

Airspeed, Altitude and/or Vertical Speed Indicators,
Red “X” on PFD (Air Data Computer Failure – Dual or Single) ............................................. G5000 AFMS
Failed Airspeed, Altitude, and/or Vertical Speed
Red “X” on PFD/MFD (Symbol Generator Failure-Single) ........................................... NOT APPLICABLE
Red “X” or Blank PFD/MFD (Integrated Computer Failure (IC) – Dual) ....................... NOT APPLICABLE
PFD Failure or MFD Failure (Blank Display) ......................................................................... G5000 AFMS
PFD Failure or MFD Failure
APU FIRE ............................................................................................................................. UNCHANGED
ATT FAIL ....................................................................................................................... NOT APPLICABLE
BATT O’TEMP ...................................................................................................................... UNCHANGED
CAB ALT ............................................................................................................................... UNCHANGED
Cabin Pressurization Controller Failure (Red LED) .............................................................. UNCHANGED
EMER DESCENT .................................................................................................................. G5000 AFMS
Emergency Descent Mode (Autopilot)
LH or RH ENGINE FIRE ....................................................................................................... UNCHANGED
HDG FAIL .............................................................................................................................. G5000 AFMS
Failed Attitude and/or Heading
LO OIL PRESS L or R .......................................................................................................... UNCHANGED
MASTER WARNING (Steady or Flashing with No Warning Annunciators Displayed) ........ UNCHANGED
PULL UP ................................................................................................................................ G5000 AFMS
TAWS WARNING
WINDSHEAR ......................................................................................................................... G5000 AFMS
Windshear Warning

FAA Approved 3-5
AFM Cross Reference
AMBER MESSAGE PROCEDURES

ACC DOOR UNLOCKED NOSE or TAIL ............................................................................. UNCHANGED
ACM O’HEAT ........................................................................................................................ UNCHANGED
AIR DUCT O’HEAT CKPT or CAB ....................................................................................... UNCHANGED
AFT J-BOX LMT or CB ......................................................................................................... UNCHANGED
ALT or IAS ............................................................................................................................. G5000 AFMS
ALT Miscompare or IAS Miscompare
ANTISKD INOP (LO BRK PRESS Cleared) ......................................................................... UNCHANGED
AOA ....................................................................................................................................... G5000 AFMS
AOA Fail
AOA HTR FAIL ..................................................................................................................... UNCHANGED
AP FAIL or AP OFF ............................................................................................................... G5000 AFMS
AP Fail or AP - YD Fail
APU FAIL .............................................................................................................................. UNCHANGED
APU RELAY ENGAGED ....................................................................................................... UNCHANGED
ARM ...................................................................................................................................... UNCHANGED
ATT ........................................................................................................................................ G5000 AFMS
Pitch Miscompare, Roll Miscompare, or Heading Miscompare
BIAS HEATER FAIL.............................................................................................................. UNCHANGED
BLD AIR O’HEAT L or R ....................................................................................................... UNCHANGED
CABIN DOOR ....................................................................................................................... UNCHANGED
Cabin Pressurization Controller Failure (Amber LED) .......................................................... UNCHANGED
CHECK PFD 1 or 2 ....................................................................................................... NOT APPLICABLE
CM 1-2 FAIL, or CM 1 OR 2 FAIL................................................................................. NOT APPLICABLE
CM 1-2 MISMATCH ...................................................................................................... NOT APPLICABLE
DOOR SEAL (Flashing with MASTER CAUTION) ............................................................... UNCHANGED
DU 1, 2 OR 3 FAN ........................................................................................................ NOT APPLICABLE
DU 1 OR 3 HOT ............................................................................................................ NOT APPLICABLE
DU 2 HOT ..................................................................................................................... NOT APPLICABLE
EMER EXIT ........................................................................................................................... UNCHANGED
EMER PRESS (Without CAB ALT)....................................................................................... UNCHANGED
ENG ANTI-ICE L or R ........................................................................................................... UNCHANGED
F/W SHUTOFF L or R........................................................................................................... UNCHANGED
FIRE DET SYS L or R........................................................................................................... UNCHANGED
FIRE EXT BOTL LOW .......................................................................................................... UNCHANGED
FUEL BOOST L or R ............................................................................................................ UNCHANGED
FUEL FLTR BP L or R .......................................................................................................... UNCHANGED
FUEL GAUGE L or R ............................................................................................................ UNCHANGED

3-6 FAA Approved
AFM Cross Reference
GEN OFF L and R .......................................................... MODIFIED WITH ADDITIONAL INFORMATION

Refer to this procedure in the G5000 AFMS for operative EMER bus equipment
GEN OFF L or R ................................................................................................................... UNCHANGED
GND PROX ............................................................................................................................ G5000 AFMS
TAWS or GPWS Caution
GS ................................................................................................................................. NOT APPLICABLE
GPWS FAIL ........................................................................................................................... G5000 AFMS
GPWS FAIL
HDG ....................................................................................................................................... G5000 AFMS
Heading Miscompare
HYD PRESS ......................................................................................................................... UNCHANGED
IC 1 or 2 FAN ................................................................................................................ NOT APPLICABLE
IC 1 or 2 HOT................................................................................................................ NOT APPLICABLE
LAV DOOR ........................................................................................................................... UNCHANGED
LO BRK PRESS and ANTISKD INOP .................................................................................. UNCHANGED
LO FUEL LEVEL L or R ........................................................................................................ UNCHANGED
LOC ............................................................................................................................... NOT APPLICABLE
MASTER CAUTION (Steady with No Caution annunciators Displayed) .............................. UNCHANGED
NO TAKEOFF ....................................................................................................................... UNCHANGED
OIL FLTR BP L or R.............................................................................................................. UNCHANGED
P/S HTR L or R ...................................................................................................................... G5000 AFMS
PIT ......................................................................................................................................... G5000 AFMS
Pitch Miscompare
PIT TRIM................................................................................................................................ G5000 AFMS
Elevator Mistrim
RA FAIL ........................................................................................................................ NOT APPLICABLE
RAD............................................................................................................................... NOT APPLICABLE
RADOME FAN ....................................................................................................................... G5000 AFMS
ROL........................................................................................................................................ G5000 AFMS
Roll Miscompare
ROL TRIM .............................................................................................................................. G5000 AFMS
Aileron Mistrim
RUDDER BIAS ..................................................................................................................... UNCHANGED
STAB MIS COMP ................................................................................................................. UNCHANGED
STBY P/S HTR ..................................................................................................................... UNCHANGED
TCAS FAIL .......................................................NOT APPLICABLE, See G5000 Cockpit Reference Guide
TERRAIN FAILURE ............................................................................................................... G5000 AFMS
TAWS N/A or TAWS Fail
TERRAIN N/A ........................................................................................................................ G5000 AFMS
TAWS N/A or TAWS Fail

FAA Approved 3-7
AFM Cross Reference
TL DEICE FAIL L or R .......................................................................................................... UNCHANGED

UNLOCK (In Flight) ............................................................................................................... UNCHANGED
W/S FAULT L or R ................................................................................................................ UNCHANGED
W/S O’HEAT L or R .............................................................................................................. UNCHANGED
WINDSHEAR ......................................................................................................................... G5000 AFMS
Windshear Caution
WING ANTI-ICE L or R ......................................................................................................... UNCHANGED
WING O’HEAT L or R ........................................................................................................... UNCHANGED
WSHR FAIL .................................................................................................................. NOT APPLICABLE
WHITE MESSAGE PROCEDURES

AC BEARING L or R ............................................................................................................. UNCHANGED
AHRS AUX PWR 1 or 2 ........................................................................................................ UNCHANGED
APU GEN OFF...................................................................................................................... UNCHANGED
BLEED VAL OPEN ............................................................................................................... UNCHANGED
EEC MANUAL L or R ............................................................................................................ UNCHANGED
ENG VIB L or R..................................................................................................................... UNCHANGED
FUEL XFEED ........................................................................................................................ UNCHANGED
GND IDLE ............................................................................................................................. UNCHANGED
RANGE MISMATCH ..................................................................................................... NOT APPLICABLE
READY TO LOAD ................................................................................................................. UNCHANGED
SPD BRK EXTEND............................................................................................................... UNCHANGED
TERRAIN INHIBIT ................................................................................................................. G5000 AFMS
TAWS Inhibit
TL DEICE PRESS L or R...................................................................................................... UNCHANGED
EMERGENCY/ABNORMAL PROCEDURES
ENGINE
Engine Failure or Other Emergency During Takeoff ............................................................ UNCHANGED
Engine Failure During Final Approach ................................................................................... G5000 AFMS
Dual Engine Failure .............................................................................................................. UNCHANGED
Engine Failure/Precautionary Shutdown .............................................................................. UNCHANGED
In-Flight Restart – One Engine ............................................................................................. UNCHANGED
Engine Display Failure (Blank Display Channel) .......................................................... NOT APPLICABLE
Engine Display Faults ............................................................................................................ G5000 AFMS
Engine Indication System (EIS) Failure
Airstart Envelope................................................................................................................... UNCHANGED
Maximum Glide – Emergency Landing ................................................................................. UNCHANGED
Oil Pressure High .................................................................................................................. UNCHANGED

3-8 FAA Approved
AFM Cross Reference
Engine Start Malfunction ....................................................................................................... UNCHANGED

Engine Starter Does Not Disengage..................................................................................... UNCHANGED
High Sustained ITT During Ground Shutdown ..................................................................... UNCHANGED
Uncommanded Fuel Crossfeed ............................................................................................ UNCHANGED
Dry Motoring ......................................................................................................................... UNCHANGED
CABIN/COCKPIT/BAGGAGE COMPARTMENT FIRE OR SMOKE

Environmental System Smoke or Odor ................................................................................ UNCHANGED
Electrical Fire or Smoke.................................................. MODIFIED WITH ADDITIONAL INFORMATION
Refer to this procedure in the G5000 AFMS for operative EMER bus equipment
Smoke Removal.................................................................................................................... UNCHANGED
ELECTRICAL
Battery Charging ................................................................................................................... UNCHANGED
PRESSURIZATION/ENVIRONMENTAL
Overpressurization (>9.5 PSID) ............................................................................................ UNCHANGED
Emergency Descent.............................................................................................................. UNCHANGED
Cockpit Forward or Side Windshield Cracked or Shattered ................................................. UNCHANGED
Automatic Temperature Controller Inoperative ..................................................................... UNCHANGED
HYDRAULICS/BRAKES/LANDING GEAR
Thrust Reverser In-Flight Deployment .................................................................................. UNCHANGED
Wheel Brake Failure ............................................................................................................. UNCHANGED
Landing Gear Will Not Extend .............................................................................................. UNCHANGED
Landing Gear Will Not Retract (Red Gear Unlock Light Remains On) ................................. UNCHANGED
Landing Gear Down Annunciator Displays with Gear Retracted .......................................... UNCHANGED
Single-Engine Approach and Landing .................................................................................. UNCHANGED
Single-Engine Reversing ...................................................................................................... UNCHANGED
Single-Engine Go-Around ..................................................................................................... UNCHANGED
FLIGHT CONTROLS
Flaps Inoperative Approach and Landing
(Not in Landing Position) ...................................................................................................... UNCHANGED
Rudder Bias Uncommanded Motion ..................................................................................... UNCHANGED
Electric Trim Inoperative ........................................................................................................ G5000 AFMS
AP Pitch Trim Fail
Jammed Elevator Trim .......................................................................................................... UNCHANGED
Landing With Failed Primary Flight Control .......................................................................... UNCHANGED

FAA Approved 3-9
AFM Cross Reference
FLIGHT GUIDANCE
Autopilot Malfunction ............................................................................................................. G5000 AFMS
Autopilot or Yaw Damper Malfunction / Pitch Trim Runaway or Failure
Electric Elevator Runaway Trim............................................................................................. G5000 AFMS
Autopilot or Yaw Damper Malfunction / Pitch Trim Runaway or Failure
TAWS Warnings and Cautions .............................................................................................. G5000 AFMS

TAWS Warning, TAWS or GPWS Caution
TCAS II Traffic Advisory........................................................................................................ UNCHANGED
TCAS II Resolution Advisory ................................................................................................ UNCHANGED
Total Loss of COMM and/or NAV Radio Tuning.................................................................... G5000 AFMS
Dual GTC (Touch Screen Controller) Failure
Airspeed, Altitude and/or Vertical Speed Indicators, Red “X” on PFD
(Air Data Computer Failure – Dual or Single) ........................................................................ G5000 AFMS
Failed Airspeed, Altitude, and/or Vertical Speed
Red “X” on PFD/MFD (Symbol Generator Failure – Single)......................................... NOT APPLICABLE
Red “X” or Blank PFD/MFD (Integrated Computer Failure (IC) – Dual) ....................... NOT APPLICABLE
PFD Failure or MFD Failure (Blank Display) ......................................................................... G5000 AFMS
PFD Failure or MFD Failure
Power Up Anomalies .................................................................................................... NOT APPLICABLE
APU
APU Fails to Shut Down with APU STOP Switch ................................................................. UNCHANGED
MISCELLANEOUS
Inadvertent Stall (Stick Shaker, Buffet, and/or Roll-Off) ....................................................... UNCHANGED
Emergency Evacuation ......................................................................................................... UNCHANGED
Ditching ................................................................................................................................. UNCHANGED
Use of Supplemental Oxygen (Unpressurized) .................................................................... UNCHANGED
Suspected Fuel Leak ............................................................................................................ UNCHANGED

3-10 FAA Approved
AFM Cross Reference
NORMAL PROCEDURES
Preflight Procedures
Preliminary Exterior Inspection....................................................................................... UNCHANGED
Cabin Inspection ............................................................................................................. UNCHANGED
(AVIONICS DOCUMENTS NOT APPLICABLE)
Cockpit Inspection .................................................... MODIFIED WITH ADDITIONAL INFORMATION
Refer to G5000 AFMS
Exterior Inspection .......................................................................................................... UNCHANGED
Cockpit Preparation ........................................................ MODIFIED WITH ADDITIONAL INFORMATION
Refer to G5000 AFMS for Autopilot Check
Delay Before Flight Without APU/External Power ................................................................ UNCHANGED
APU Starting (Ground or In-flight)......................................................................................... UNCHANGED
APU Shutdown (Ground or In-flight) ..................................................................................... UNCHANGED
Before Starting Engines ........................................................................................................ UNCHANGED
Starting Engines (Ground Start with APU Generator Online) ............................................... UNCHANGED
Before Taxi............................................................................................................................ UNCHANGED
(EFIS Test Switch no longer installed)
Taxi ....................................................................................................................................... UNCHANGED
Before Takeoff ................................................................ MODIFIED WITH ADDITIONAL INFORMATION
Refer to G5000 AFMS for Transponder and TCAS mode verification
Before Starting Engines ........................................................................................................ UNCHANGED
Takeoff
Static Takeoff ................................................................................................................. UNCHANGED
Rolling Takeoff ............................................................................................................... UNCHANGED
After Takeoff/Climb ............................................................................................................... UNCHANGED
Cruise .................................................................................................................................... UNCHANGED
Descent ................................................................................................................................. UNCHANGED
Approach ............................................................................................................................... UNCHANGED
Before Landing...................................................................................................................... UNCHANGED
Landing ................................................................................................................................. UNCHANGED
All Engine Go-Around ........................................................................................................... UNCHANGED
After Landing .................................................................. MODIFIED WITH ADDITIONAL INFORMATION
Refer to G5000 AFMS for Transponder/TCAS mode
Shutdown .............................................................................................................................. UNCHANGED
Shutdown (Quick Turn) ......................................................................................................... UNCHANGED
Turbulent Air Penetration ...................................................................................................... UNCHANGED
Expanded Preflight Procedures ............................................................................................ UNCHANGED
(Before Taxi – EFIS Test Switch no longer installed)
Wind Components ................................................................................................................ UNCHANGED

FAA Approved 3-11
AFM Cross Reference
OPERATING INFORMATION
Anti-Ice Additives ..................................................................................................................... UNCHANGED
Supplemental Oxygen System ................................................................................................. UNCHANGED
Terrain Awareness Warning System ............................................................................... NOT APPLICABLE
Traffic Collision Avoidance System (TCAS II)........................................................................... G5000 AFMS
Flight Into Icing ......................................................................................................................... UNCHANGED
Anti-Ice and Deice Systems ..................................................................................................... UNCHANGED
Cold Weather Operations......................................................................................................... UNCHANGED
Rain Removal ........................................................................................................................... UNCHANGED
Water/Slush Operation ............................................................................................................. UNCHANGED
Contaminated Runway Operations .......................................................................................... UNCHANGED
Heavy Rain ............................................................................................................................... UNCHANGED
APU System ............................................................................................................................. UNCHANGED
APU Cold Weather ................................................................................................................... UNCHANGED
Engine ...................................................................................................................................... UNCHANGED
Engine Display ................................................................................................................. NOT APPLICABLE
Hydraulic System ..................................................................................................................... UNCHANGED
Thrust Reversers ...................................................................................................................... UNCHANGED
Electrical System ................................................................ MODIFIED WITH ADDITIONAL INFORMATION
Refer to G5000 AFMS for EMER bus equipment
Honeywell Primus 1000 Control Display System ............................................................. NOT APPLICABLE
VHF Navigation System ................................................................................................... NOT APPLICABLE
Standby Flight Display ............................................................................................................. UNCHANGED
Fuel System ............................................................................................................................. UNCHANGED
Low Fuel Warning System ....................................................................................................... UNCHANGED
Secondary Cabin Door Seal..................................................................................................... UNCHANGED
Pressurization/Environmental System ..................................................................................... UNCHANGED
Windshield Defog ..................................................................................................................... UNCHANGED
Antiskid System ........................................................................................................................ UNCHANGED
Electric Elevator Trim ............................................................................................................... UNCHANGED

3-12 FAA Approved
Emergency Procedures
Table of Contents
Overspeed Recovery ............................................................................................................................... 3-15
Engine failure during final approach ........................................................................................................ 3-16
Electrical Fire or Smoke ........................................................................................................................... 3-17
GEN Off L and R Caution Lights On and Master Warning (Loss of Both Generators) ............................ 3-18
Emergency Descent Mode (Autopilot) ..................................................................................................... 3-19
Autopilot or Yaw Damper Malfunction / Pitch Trim RunAway or Failure.................................................. 3-20
Autopilot Abnormal Disconnect ................................................................................................................ 3-21
Aileron Mistrim ......................................................................................................................................... 3-21
Elevator Mistrim ....................................................................................................................................... 3-22
Rudder Mistrim ......................................................................................................................................... 3-22
Autopilot Underspeed Protection Activation and Recovery ..................................................................... 3-23
TAWS Warning ........................................................................................................................................ 3-23
TWY TAKEOFF SurfaceWatch Warning ................................................................................................. 3-24
TWY LANDING SurfaceWatch Warning .................................................................................................. 3-24
RWY TOO SHORT SurfaceWatch Warning (During Takeoff) ................................................................. 3-25
RWY TOO SHORT SurfaceWatch Warning (During Landing) ................................................................ 3-25
Windshear Warning.................................................................................................................................. 3-25

FAA Approved 3-13

3-14 FAA Approved
 OVERSPEED RECOVERY
MAXSPD Annunciator is displayed
1. Throttles – REDUCE AS REQUIRED.

2. Speed Brakes – AS REQUIRED.
 WHEN OVERSPEED CONDITION IS CORRECTED:

3. Autopilot – RESELECT VERTICAL MODE (IF REQUIRED)
NOTE
The autopilot overspeed recovery mode provides a pitch up command to decelerate the
airplane at or below the maximum redline airspeed (see Section II of this manual for PFD
airspeed tape markings). Overspeed recovery is not active in altitude hold (ALT),
glideslope (GS), or glidepath (GP) modes.
Procedure completed

FAA Approved 3-15
 ENGINE FAILURE DURING FINAL APPROACH

 IF FLAPS ARE 15° OR LESS (CONTINUE AND LAND AT 15° FLAPS)
1. Flaps – 15°.
2. TAWS Flap Override – ACTIVATE on GTC.
3. Landing Distance – MULTIPLY by 1.4.
4. Speedbrake – RETRACT.
5. Airspeed – VAPP.
6. Rudder and Aileron Trim – TRIM toward operating engine as desired. Monitor slip/skid indicator
and mistrim indications.
Procedure completed
 IF FLAPS ARE 35° (CONTINUE AND LAND AT 35° FLAPS)
1. Continue and land at 35° Flaps.
Procedure completed
 IF FLAPS ARE 15° OR LESS (CONTINUE AND LAND AT 15° FLAPS)
1. Flaps – 15°.
2. TAWS Flap Override – ACTIVATE on GTC.
3. Landing Distance – MULTIPLY by 1.2.
4. Speedbrake – RETRACT.
5. Airspeed – VAPP.
6. Rudder and Aileron Trim – TRIM toward operating engine as desired. Monitor slip/skid indicator
and mistrim indications.
Procedure completed
 IF FLAPS ARE 35° (CONTINUE AND LAND AT 35° FLAPS)
1. Continue and land at 35° Flaps.
Procedure completed

3-16 FAA Approved
 ELECTRICAL FIRE OR SMOKE

This procedure is unchanged with the installation of the G5000 system, except the operative
equipment list with the battery switch in EMER and the generators OFF is updated below.
With the battery switch in EMER and the generators OFF, a properly charged battery will supply
power to the following equipment for approximately 30 minutes if EMER is selected within 5 minutes
of loss of all generated power:
 Pilot’s PFD and Pilot’s PFD Controller (GCU 1)
 No. 1 GTC Touch Screen Controller
 MFD
 Pilot’s and Copilot’s AHRS (AHRS 1 and 2) (STBY PWR Switch must be ON)
 Pilot’s Air Data Computer (ADC 1) (pilot’s pitot and static ports are not heated)
 COMM 1
 GPS 1 and GPS 2
 NAV 1 and NAV 2
 Pilot’s and Copilot’s Audio
 Autopilot mode Control Panel (Flight Director only, AP is inoperative)
 L and R Engine Indications (The oil pressure indicator will display amber zeros "0" due to loss
of DC power to the respective sensors)
 Aux Panel and Flood Lights
 Interior Entry Lights
 Standby Flight Display*
 Fwd and Aft Emergency Light Battery Packs**
 Standby Pitot and Static Heaters
 L and R Secondary Ignition
 Landing Gear Control and Indication
 Flaps Selector
 Horizontal Stabilizer Control
* The standby flight display will continue to operate on its own emergency battery pack. This battery
pack also provides 5 volt emergency instrument lighting. While operating in EMER, power is not
available to the electric windshield, aural warnings, Master Warning, Master Caution and Fire
annunciators.
** The emergency lights, if ON during emergency operation, will continue to use the airplane battery
power until the airplane battery voltage is lower than its own emergency battery voltage.
NOTE
The fuel quantity and fuel temperature indicators will display amber dashes "---", and the
oil pressure indicator will display amber zeros "0" due to loss of DC power to the
respective sensors.

FAA Approved 3-17
 GEN OFF L AND R CAUTION LIGHTS ON AND MASTER

WARNING (LOSS OF BOTH GENERATORS)
This procedure is unchanged with the installation of the G5000 system, except the operative
equipment list with the battery switch in EMER and the generators OFF is updated below.
With the battery switch in EMER and the generators OFF, a properly charged battery will supply
power to the following equipment for approximately 30 minutes if EMER is selected within 5 minutes
of loss of all generated power:
 MFD
 Pilot’s and Copilot’s AHRS (AHRS 1 and 2) (STBY PWR Switch must be ON)
 COMM 1
 GPS 1 and GPS 2
 NAV 1 and NAV 2
 Autopilot mode Control Panel (Flight Director only, AP is inoperative)
 Flaps Selector
pack also provides 5 volt emergency instrument lighting. While operating in EMER, power is not
available to the electric windshield, aural warnings, Master Warning, Master Caution and Fire
annunciators.
** The emergency lights if illuminated in emergency operation, will continue to use the airplane
battery power until the airplane battery voltage is lower than its own emergency battery voltage.
NOTE
respective sensors.

3-18 FAA Approved
 EMERGENCY DESCENT MODE (AUTOPILOT)

EDM
The operation of the G5000 Emergency Descent Mode is described below.
WARNING
THE AUTOPILOT EMERGENCY DESCENT MODE (EDM) CANNOT ACHIEVE
MAXIMUM DESCENT RATE. IT IS RECOMMENDED THAT THE AUTOPILOT
BE DISENGAGED AND THE AIRPLANE HAND FLOWN IF MAXIMUM
DESCENT RATE IS REQUIRED.
 If the airplane is above 30,000 feet MSL and the autopilot is engaged, it will automatically
enter Emergency Descent Mode (EDM) when cabin altitude exceeds approximately 14,500
feet. EDM can only be cancelled by disengaging the autopilot.
 The autopilot Emergency Descent Mode (EDM) is annunciated by EDM in white text on a red
background displayed on the PFD directly to the left of the AFCS flight mode annunciations:
EDM
 The autopilot will initiate a pitch-down left-turn (90°) maneuver. The flight crew must retard
throttles to idle and extend the speed brakes. The autopilot will control the descent near the
MMO/VMO limit and level off at 15,000 feet MSL. The flight crew must then retract the speed
brakes and apply thrust to resume normal flight. If the airplane slows and the stick shaker
activates, the autopilot will enter Underspeed Protection for those airplanes equipped with
Underspeed Protection. If not equipped with Underspeed Protection, the autopilot will
disconnect.
 AFCS mode select buttons are ignored while EDM is active. The heading bug and altitude
pre-select can be adjusted and remain active while EDM is active.
 If EDM is engaged, the autopilot will level the aircraft at 15,000 feet MSL. If terrain or other
circumstances prevent a direct descent to 10,000 feet MSL, the flight crew should initiate
descent to 10,000 feet MSL and this descent should be completed within 25 minutes of the
initiation of the emergency descent.

FAA Approved 3-19
 AUTOPILOT OR YAW DAMPER MALFUNCTION / PITCH TRIM

RUNAWAY OR FAILURE
This procedure supersedes the previous AFM procedure AUTOPILOT MALFUNCTION and
ELECTRIC ELEVATOR RUNAWAY TRIM.
If the airplane attitude deviates unexpectedly from the planned flight path:
1. Control Wheel – GRIP FIRMLY.

2. AP YD DISC/TRIM INT button – PUSH and HOLD.
3. Throttles – REDUCE as required to control airspeed.
4. Speed Brakes – AS REQUIRED.
NOTE
Do not release the AP YD DISC/TRIM INT button until after pulling the A/P SERVO circuit
breaker.
5. Manual Elevator Trim – RE-TRIM if necessary using Elevator Trim Wheel.
6. A/P SERVOS Circuit Breaker (LH or RH panel) – PULL.
7. AP YD DISC/TRIM INT button – RELEASE.
8. With autopilot inoperative, perform appropriate RVSM contingency for the loss of automatic
altitude hold capability.
WARNING
IN FLIGHT, DO NOT OVERPOWER THE AUTOPILOT. THE TRIM WILL
OPERATE IN THE DIRECTION OPPOSING THE OVERPOWER FORCE,
WHICH WILL RESULT IN LARGE OUT-OF-TRIM FORCES.
IF A TRIM SYSTEM MALFUNCTION HAS OCCURRED, DO NOT ATTEMPT
TO ENGAGE THE AUTOPILOT OR USE THE FAILED TRIM SYSTEM.
IF AN AUTOPILOT SYSTEM MALFUNCTION HAS OCCURRED, DO NOT
ATTEMPT TO USE THE AUTOPILOT.
The maximum altitude loss during malfunction tests was:
Climb – 475 Feet
Cruise, Descent, and Maneuvering – 884 Feet
Non-precision Approach – 88 Feet
Precision Approach (ILS, LPV) – 61 Feet
Procedure completed

3-20 FAA Approved
 AUTOPILOT ABNORMAL DISCONNECT

APP Flashing on PFD, Continuous Aural Disconnect Alert
1. AP YD DISC/TRIM INT button – PRESS and RELEASE (To Cancel Aural Disconnect Alert)
2. Aircraft Attitude – MAINTAIN AIRCRAFT CONTROL
NOTE
The autopilot disconnect may be accompanied by a white CAS message “AP FAIL” or
“AP-YD FAIL”. Refer to the “AP FAIL” or “AP-YD FAIL” procedure before attempting to
re-engage the autopilot.
With autopilot inoperative, perform appropriate RVSM contingency procedures for the
loss of automatic altitude hold capability.
Procedure completed
 AILERON MISTRIM
AIL or AIL Annunciator displayed
Indicates a mistrim of the roll axis while the autopilot is engaged. Servo is providing force in the
indicated direction. If the autopilot is disconnected while this message is displayed, high roll forces
are possible. The following procedure should be followed:
CAUTION
HIGH CONTROL WHEEL FORCES MAY BE PRESENT WHEN THE
AUTOPILOT IS DISENGAGED.

2. AP YD DISC/TRIM INT button – PRESS and RELEASE.
3. Roll Trim – AS REQUIRED.
4. The autopilot should be considered inoperative until the cause of the mistrim has been
investigated and corrected. Yaw damper may be re-engaged and used normally.
5. With autopilot inoperative, perform appropriate RVSM contingency procedures for the loss of
automatic altitude hold capability.
Procedure completed

FAA Approved 3-21
 ELEVATOR MISTRIM
 ELE or  ELE Annunciator displayed
Indicates a mistrim of the elevator while the autopilot is engaged. Servo is providing force in the
indicated direction. The autopilot will normally trim the airplane as required. If the autopilot is
disconnected while this message is displayed, high elevator control forces are possible. The following
procedure should be followed:
CAUTION

3. Pitch Trim – ADJUST as required.
Procedure completed
 RUDDER MISTRIM
RUD or RUD Annunciator displayed
Indicates a mistrim of the rudder while the yaw damper is engaged. Servo is providing force in the
indicated direction. The system cannot trim the airplane in yaw. If the yaw damper is disconnected
while this message is displayed, high rudder pedal forces and yawing motion are possible. The
following procedure should be followed:
CAUTION
HIGH RUDDER FORCES MAY BE PRESENT WHEN THE YAW DAMPER IS
DISENGAGED.
1. Rudder Trim – AS REQUIRED in the direction of indicated mistrim until annunciation

extinguishes.
2. Rudder Pedals – HOLD FIRMLY.
5. Do not attempt to engage the autopilot and yaw damper. The autopilot and yaw damper should
be considered inoperative until the cause of the mistrim has been investigated and corrected.
6. With autopilot and yaw damper inoperative, perform appropriate RVSM contingency procedures
for the loss of automatic altitude hold capability.
Procedure completed

3-22 FAA Approved
 AUTOPILOT UNDERSPEED PROTECTION ACTIVATION AND

RECOVERY
(Optional USP Equipped Aircraft Only)
UNDERSPEED PROT ACTIVE CAS message displayed.
May also be accompanied by an amber MINSPD annunciator above the airspeed tape display
and aural “AIRSPEED” alert.
1. Throttles – INCREASE as required to correct underspeed.

2. Aircraft Attitude and Altitude – MONITOR.
 WHEN UNDERSPEED CONDITION IS CORRECTED

3. Autopilot – RESELECT VERTICAL MODE (if required).
4. Throttles – ADJUST as required.
WARNING
UNDERSPEED PROTECTION RELIES ON STICK SHAKER ACTIVATION,
AND MAY NOT ACTIVATE AT SUFFICIENT AIRSPEED TO PREVENT
AERODYNAMIC STALL WHEN ABOVE 18,000 FT.
NOTE
Autopilot Underspeed Protection Mode provides a pitch down command to maintain a
speed 2 knots above stick shaker. Underspeed Protection is not available below 200
feet AGL, except in go-around (GA) mode.
Procedure completed
 TAWS WARNING
PULL UP Annunciator displayed and aural “PULL UP” message
1. AP YD DISC/TRIM INT button – PRESS and RELEASE (To disconnect the autopilot).
2. Aircraft Pitch Attitude – SMOOTHLY PITCH UP. CLIMB as required to avoid terrain.
3. Throttles – T/O DETENT.
4. Flaps – RETRACT (15°) if required.
5. Landing Gear – UP.
6. Flaps – UP.
7. Speed Brakes – CONFIRM RETRACTED.
 AFTER WARNING CEASES

8. Throttles – As Required.
9. Altitude – CLIMB and MAINTAIN SAFE ALTITUDE.
10. Advise ATC of Altitude Deviation, if appropriate.
NOTE
Only vertical maneuvers are recommended, unless either operating in visual
meteorological conditions, or the pilot determines, based on all available information, that
turning in addition to the escape maneuver is the safest course of action, or both.
Procedure completed

FAA Approved 3-23
 TWY TAKEOFF SURFACEWATCH WARNING

(Optional SurfaceWatch equipped aircraft only.)
TWY TAKEOFF Annunciator is displayed and aural “TAXIWAY” Message
1. Takeoff – ABORT.
a. Brakes – APPLY.
b. Throttles – IDLE.
c. SPEED BRAKE Switch – EXTEND.
d. Thrust Reversers – DEPLOY (As Required).
2. Aircraft Position and Runway Assignment – CONFIRM.
 IF AIRCRAFT POSITION AND RUNWAY ASSIGNMENT ARE CORRECT
3. SurfaceWatch – INHIBIT.
 From the GTC Home screen: Utilities – Setup – Avionics Settings
 Touch the Alerts tab and the SurfaceWatch Inhibit button
NOTE
SurfaceWatch should be un-inhibited as soon as practical after takeoff to restore
functionality for remainder of flight.
Procedure completed
 TWY LANDING SURFACEWATCH WARNING

(Optional SurfaceWatch equipped aircraft only)
TWY LANDING Annunciator is displayed and aural “TAXIWAY” Message
1. Go around procedures – EXECUTE.

 IF AIRCRAFT POSITION AND RUNWAY ASSIGNMENT ARE CORRECT
3. SurfaceWatch – INHIBIT.
 From the GTC Home screen: Utilities – Setup – Avionics Settings
 Touch the Alerts tab and the SurfaceWatch Inhibit button.
NOTE
SurfaceWatch should be un-inhibited as soon as practical after landing to restore
functionality for ground operations.
Procedure completed

3-24 FAA Approved
 RWY TOO SHORT SURFACEWATCH WARNING (DURING

TAKEOFF)
RWY TOO SHORT Annunciator is displayed and aural “RUNWAY TOO SHORT” Message
a. Brakes – APPLY.
b. Throttles – IDLE.
c. SPEED BRAKE Switch – EXTEND.
d. Thrust Reversers – DEPLOY (As Required).
3. Ensure correct origin, runway, and required takeoff distance have been entered into the G5000
system:
 From the GTC Home screen: PERF – Takeoff Data
Procedure completed
 RWY TOO SHORT SURFACEWATCH WARNING (DURING

LANDING)
RWY TOO SHORT Annunciator is displayed and aural “RUNWAY TOO SHORT” Message
1. Go around procedures – EXECUTE.

3. Ensure correct destination, runway, and required landing distance have been entered into the
G5000 system:
 From the GTC Home screen: PERF – Landing Data
Procedure completed
 WINDSHEAR WARNING
WINDSHEAR Annunciator is displayed and aural “Windshear, Windshear, Windshear”
Indicates that performance decreasing windshear conditions (i.e. decreasing headwind, increasing
tailwind, and/or severe downdraft) have been detected.
1. AP YD DISC/TRIM INT button – PRESS and RELEASE (to disconnect the autopilot).
2. Throttles – Takeoff detent.
3. Pitch attitude – Go-Around Attitude (10°).
4. SPEED BRAKE Switch – CONFIRM RETRACTED.
WARNING
PITCH ATTITUDE SHOULD BE INCREASED SMOOTHLY AND IN SMALL
INCREMENTS, BLEEDING AIRSPEED AS NECESSARY TO STOP THE
DESCENT. PITCH ATTITUDES IN EXCESS OF 10 DEGREES MAY BE
REQUIRED FOR TERRAIN AVOIDANCE. STOP ROTATION IMMEDIATELY IF
STICK SHAKER OR BUFFET OCCURS. FLIGHT AT INTERMITTENT STICK
SHAKER MAY BE REQUIRED TO OBTAIN A POSITIVE RATE OF CLIMB.

FAA Approved 3-25
5. Do not retract flaps or landing gear until safe climb-out is assured.

 AFTER POSITIVE RATE OF CLIMB IS ESTABLISHED WITH AN AIRSPEED OF AT LEAST
VAPP:
6. FLAPS – T.O. & APPR (15°).
7. Climb Speed – As Required.
8. Landing Gear – UP (ground contact no longer probable).
9. Flaps – As Required.
10. Throttles – As Required.
Procedure completed

3-26 FAA Approved
Abnormal Procedures
Abnormal Procedures
Table of Contents
Aileron Mistrim ......................................................................................................................................... 3-31
Elevator Mistrim ....................................................................................................................................... 3-32
Rudder Mistrim ......................................................................................................................................... 3-33
AP PITCH TRIM FAIL .............................................................................................................................. 3-34
AP FAIL or AP – YD Fail .......................................................................................................................... 3-34
Flashing Amber AFCS Mode Annunciation ............................................................................................. 3-35
Yaw Damper Automatic Disconnect ........................................................................................................ 3-35
Inaccurate Flight Director Display ............................................................................................................ 3-36
ALT Miscompare ...................................................................................................................................... 3-37
IAS Miscompare ....................................................................................................................................... 3-37
Pitch Miscompare ..................................................................................................................................... 3-38
Pitch No Compare .................................................................................................................................... 3-38
Roll Miscompare ...................................................................................................................................... 3-38
Roll No Compare ...................................................................................................................................... 3-38
Heading Miscompare ............................................................................................................................... 3-39
Heading No Compare .............................................................................................................................. 3-39
VDI Miscompare ....................................................................................................................................... 3-40
VDI No Compare ...................................................................................................................................... 3-40
Loss of ATC Altitude Reporting ................................................................................................................ 3-41
ADC 1 FAULT or ADC 2 FAULT .............................................................................................................. 3-41
PFD Failure .............................................................................................................................................. 3-41
MFD Failure ............................................................................................................................................. 3-42
Single GTC (Touch Screen Controller) Failure ........................................................................................ 3-42
Dual GTC (Touch Screen Controller) Failure........................................................................................... 3-43
Dual GPS/SBAS Failure........................................................................................................................... 3-44

FAA Approved 3-27
Abnormal Procedures
GPS Approach – Downgrade ................................................................................................................... 3-45
GPS Approach – Loss of Navigation ....................................................................................................... 3-45
Audio (GMA) Failure ................................................................................................................................ 3-46
Loss of COM Radio Tuning Functions ..................................................................................................... 3-46
Failed Airspeed, Altitude, and/or Vertical Speed ..................................................................................... 3-47
Failed Attitude and/or Heading ................................................................................................................ 3-48
Engine Indication System (EIS) Failure ................................................................................................... 3-48
ENG DISPLAY FAULT ............................................................................................................................. 3-50
PFD 1 FAULT ........................................................................................................................................... 3-50
MFD FAULT ............................................................................................................................................. 3-51
PFD 2 FAULT ........................................................................................................................................... 3-51
Loss of VOR / ILS / LOC / GS Deviation Indicators ................................................................................. 3-52
BOTH ON ADC1 or BOTH ON ADC2 ...................................................................................................... 3-52
BOTH ON ATT/HDG1, BOTH ON ATT/HDG2......................................................................................... 3-53
BOTH ON GPS1, BOTH ON GPS2 ......................................................................................................... 3-53
TRANSPONDER STANDBY.................................................................................................................... 3-53
TRANSPONDER FAIL 1-2 ....................................................................................................................... 3-54
AVIONICS FAULT.................................................................................................................................... 3-54
AOA FAIL ................................................................................................................................................. 3-54
ADS-B Out Transmission Fail .................................................................................................................. 3-55
Synthetic Vision Displays Inconsistent with Primary Flight Instrumentation ............................................ 3-55
TAWS or GPWS Caution ......................................................................................................................... 3-55
TAWS or GPWS Flap Override ................................................................................................................ 3-55
CHECK RUNWAY SurfaceWatch Alert (During Takeoff) ........................................................................ 3-56
CHECK RUNWAY SurfaceWatch Alert (During Landing) ....................................................................... 3-56
SURFACEWATCH INHIBITED ................................................................................................................ 3-57
SURFACEWATCH FAIL .......................................................................................................................... 3-57
No Surfacewatch Runway Position Data ................................................................................................. 3-57

3-28 FAA Approved
Abnormal Procedures
TAWS N/A or TAWS FAIL........................................................................................................................ 3-58
GPWS FAIL .............................................................................................................................................. 3-58
Amber SYNC Indication ........................................................................................................................... 3-58
Amber START Indication ......................................................................................................................... 3-58
FUEL IMBALANCE .................................................................................................................................. 3-59
P/S HEATER L or R (Pitot-Static Heater Failure) .................................................................................... 3-59
RADOME FAN (Radome Fan Failure) ..................................................................................................... 3-59
V-Speed and N1 Bug Amber Dashes ...................................................................................................... 3-59
Windshear Caution................................................................................................................................... 3-59

FAA Approved 3-29
Abnormal Procedures

3-30 FAA Approved
Abnormal Procedures
 AILERON MISTRIM
AIL or AIL Annunciator displayed
Indicates a mistrim of the roll axis while the autopilot is engaged. The servo is providing force in the
indicated direction. If the autopilot is disconnected while this message is displayed, high roll forces
are possible. The following procedure should be followed:
 IF MOMENTARILY DISPLAYED
During prolonged maneuvering, particularly single engine maneuvering, momentary illumination
of the message may occur.
Procedure completed
 IF CONTINUOUSLY DISPLAYED
CAUTION

3. Roll Trim – AS REQUIRED.
Procedure completed

FAA Approved 3-31
Abnormal Procedures
 ELEVATOR MISTRIM
ELE or ELE Annunciator displayed
Indicates a mistrim of the elevator while the autopilot is engaged. The servo is providing force in the
indicated direction. The autopilot will normally trim the airplane as required. However, during rapid
acceleration, deceleration, configuration changes, or near either end of the elevator trim limits,
momentary illumination of this message may occur. If the autopilot is disconnected while this
message is displayed, high elevator control forces are possible. The following procedure should be
followed:
 IF MOMENTARILY DISPLAYED
Indicates autopilot pitch servo torque has reached a pre-determined level as a result of elevator
trim not keeping up with demand. This is normal in some maneuvers or near either end of the
pitch trim limits.
Procedure completed
 IF CONTINUOUSLY DISPLAYED
CAUTION

3. Pitch Trim – ADJUST as required.
Procedure completed

3-32 FAA Approved
Abnormal Procedures
 RUDDER MISTRIM
RUD or RUD Annunciator displayed
Indicates a mistrim of the rudder while the yaw damper is engaged. The servo is providing force in
the indicated direction. The system cannot trim the airplane in yaw. This message may be
displayed during conditions of high asymmetric thrust. If the yaw damper is disconnected while this
message is displayed, high rudder pedal forces and yawing motion are possible. The following
procedure should be followed:
1. Rudder Trim – AS REQUIRED in the direction of indicated mistrim until annunciation
extinguishes.
 IF THE ANNUNCIATOR STAYS EXTINGUISHED
2. Continue to operate the autopilot and yaw damper in a normal manner after the annunciator
extinguishes.
Procedure completed
 IF THE ANNUNCIATOR REMAINS ILLUMINATED OR REAPPEARS WITH NO CHANGES IN
AIRSPEED OR CONFIGURATION FROM THE PREVIOUS TRIMMED CONDITION
CAUTION
HIGH RUDDER FORCES MAY BE PRESENT WHEN THE YAW DAMPER IS
DISENGAGED.
2. Rudder Pedals – HOLD FIRMLY
3. AP YD DISC/TRIM INT button – PRESS AND RELEASE
4. Rudder Trim – AS REQUIRED
5. Do not attempt to engage the autopilot or yaw damper. The yaw damper should be
considered inoperative until the cause of the mistrim has been investigated and corrected.
Procedure completed

FAA Approved 3-33
Abnormal Procedures
 AP PITCH TRIM FAIL

AP PITCH TRIM FAIL CAS message displayed
NOTE
Display of this CAS message alerts the crew that the automatic pitch trim function of the
autopilot has failed. Upon disconnect, be prepared to accept the out-of-trim forces.
Elevator (ELE) mistrim annunciations may also be displayed on the PFDs.
2. Elevator Trim – Manually RE-TRIM as necessary.
Procedure completed
 AP FAIL OR AP – YD FAIL
aAP FAILa or aAP – YD FAILa CAS message displayed
1. A/P SERVO Circuit Breaker (LH or RH Panel) – RESET.
WARNING
DO NOT CYCLE THE A/P SERVO CIRCUIT BREAKER MORE THAN ONE
TIME.
NOTE
The autopilot will enter Pre-Flight Test (PFT) mode when this circuit breaker is cycled.
This is indicated by a white PFT annunciation on the PFD.
 IF CAS MESSAGE REMAINS EXTINGUISHED AFTER PRE-FLIGHT TEST COMPLETES
(SUCCESSFUL PRE-FLIGHT TEST):
2. Autopilot and Yaw Damper – ENGAGE AS REQUIRED.
Procedure completed
 IF AP FAIL CAS MESSAGE ILLUMINATES AFTER PRE-FLIGHT TEST COMPLETES
(UNSUCCESSFUL AUTOPILOT PRE-FLIGHT TEST):
2. Yaw Damper – ENGAGE AS REQUIRED.
3. Do not attempt to engage autopilot. With autopilot inoperative, perform appropriate RVSM
contingency procedures for the loss of automatic altitude hold capability.
Procedure completed
 IF AP - YD FAIL CAS MESSAGE ILLUMINATES AFTER PRE-FLIGHT TEST COMPLETES
(UNSUCCESSFUL AUTOPILOT PRE-FLIGHT TEST):
2. Do not attempt to engage autopilot or yaw damper. With autopilot inoperative, perform
appropriate RVSM contingency procedures for the loss of automatic altitude hold capability.
Procedure completed

3-34 FAA Approved
Abnormal Procedures
 FLASHING AMBER AFCS MODE ANNUNCIATION

Abnormal mode transitions (those not initiated by the pilot or by normal sequencing of the AFCS) will
be annunciated by flashing the disengaged mode in amber on the PFD. Upon loss of a selected
mode, the system will revert to the default mode for the affected axis, either ROL or PIT. After 10
seconds, the new mode (PIT or ROL) will be annunciated in green.
 IF NOT ON AN INSTRUMENT APPROACH:
1. Autopilot mode controls – SELECT another mode.
Procedure completed
 IF ON AN INSTRUMENT APPROACH:
2. Continue approach manually or execute missed approach.
3. YD button – PRESS to engage yaw damper if desired.
Procedure completed
 YAW DAMPER AUTOMATIC DISCONNECT

YD FLASHING on PFD
Flashing amber ‘YD’ in flight indicates that yaw damper has disconnected. The yaw servo or one of
its sensors may have failed.
The yaw damper disconnect may be accompanied by an AP-YD FAIL CAS annunciation. Refer to
the AP-YD FAIL procedure before attempting to re-engage the yaw damper.

FAA Approved 3-35
Abnormal Procedures
 INACCURATE FLIGHT DIRECTOR DISPLAY

Indicated by one or both Flight Directors commanding attitude contrary to the intended flight path.
1. AP YD DISC/TRIM INT button – PRESS and RELEASE if AP is engaged.
2. Yaw Damper – AS REQUIRED.
3. Attitude – CROSSCHECK both PFDs with the standby flight display.
4. Flight Director Modes – RESELECT as desired.
NOTE
If continued use of the flight director is desired, it is recommended that only basic modes
(i.e., ROL and PIT) be selected initially. If this proves satisfactory, HDG and ALT may
then be selected. Ensure navigation systems are set up correctly prior to attempting to
engage NAV mode.
 IF FLIGHT DIRECTOR COMMANDS ARE APPROPRIATE:
5. Autopilot – ENGAGE as desired.
Procedure completed
 IF FLIGHT DIRECTOR COMMANDS ARE STILL INCORRECT:
5. FD button – PRESS to remove Flight Director from PFDs.
6. The autopilot should be considered inoperative. Perform appropriate RVSM contingency
procedures for the loss of automatic altitude hold capability.
Procedure completed

3-36 FAA Approved
Abnormal Procedures
 ALT MISCOMPARE
ALT Annunciator displayed
This message is displayed on both PFDs when the G5000 detects a difference of 200 feet or greater
between the pressure altitude output of air data computer 1 and air data computer 2.
The G5000 comparison is of uncorrected pressure altitude, i.e. the barometric setting of the pilot and
co-pilot altimeters will not affect the comparison.
1. Altimeter Settings – VERIFY Pilot, Copilot, and Standby Altimeters have the correct barometric
altimeter setting.
2. Pilot’s and Copilot’s Altitude – COMPARE with Standby Flight Display to determine which PFD is
providing the most accurate altitude.
3. PFD Softkeys: Sensors – ADC Settings – SELECT the most accurate ADC on the affected PFD.
4. With loss of redundancy of primary altimetry systems, perform appropriate RVSM contingency
procedures for the loss of primary altimetry systems.
NOTE
If ADC1 has failed, check pressurization controller for Isobaric Mode operation. Refer to
Abnormal Procedures, CABIN PRESSURIZATION CONTROLLER FAILURE (AMBER
LED ILLUMINATED-ISOBARIC MODE) in the aircraft flight manual.
Procedure completed
 IAS MISCOMPARE
IAS Annunciator displayed
This message is displayed on both PFDs when the G5000 detects a difference of 7 KIAS or
greater between the pilot’s and copilot’s airspeed indicators (10 KIAS difference during takeoff or
landing roll).
1. Angle of Attack – MONITOR, do not allow the angle of attack to increase above 0.60.
2. Pilot’s and Copilot’s Airspeed – COMPARE with Standby Flight Display to determine which
display is providing the most accurate airspeed.
3. PFD Softkeys: Sensors – ADC Settings – SELECT the most accurate ADC on the affected
PFD.
Procedure completed

FAA Approved 3-37
Abnormal Procedures
 PITCH MISCOMPARE
PIT Annunciator displayed
This message is displayed on both PFDs when the G5000 detects a difference of greater than 5°
between the pilot’s and copilot’s pitch attitude.
1. Autopilot will be inoperative.
2. Refer to Standby Flight Display to determine which PFD is providing the most accurate data.
3. PFD Softkeys: Sensors – ATT/HDG Settings – SELECT the most accurate AHRS on the affected
PFD.
WARNING
The on-board weather radar system prioritizes AHRS 1 attitude over AHRS 2. If AHRS 1 pitch
attitude input to the weather radar is in error, weather radar antenna stabilization may not function
properly which could result in incorrect display of weather radar information. The crew should
refer to other weather sources if available.
Procedure completed
 PITCH NO COMPARE
PIT Annunciator displayed
This message is displayed on both PFDs when the G5000 cannot compare pitch data between
primary attitude sources (ATT/HDG 1 and ATT/HDG 2).
 ROLL MISCOMPARE
ROL Annunciator displayed
between the pilot’s and copilot’s roll attitude.
1. Autopilot will be inoperative.
2. Refer to the Standby Flight Display to determine which PFD is providing the most accurate data.
PFD.
WARNING
The on-board weather radar system prioritizes AHRS 1 attitude over AHRS 2. If AHRS 1 roll
attitude input to the weather radar is in error, weather radar antenna stabilization may not function
properly which could result in incorrect display of weather information. The crew should refer to
other weather sources if available.
Procedure completed
 ROLL NO COMPARE
ROL Annunciator displayed
This message is displayed on both PFDs when the G5000 cannot compare roll data between
primary attitude sources (ATT/HDG 1 and ATT/HDG 2).

3-38 FAA Approved
Abnormal Procedures
 HEADING MISCOMPARE
HDG Annunciator displayed
between the pilot’s and copilot’s heading.
1. Refer to the standby flight Display to determine which AHRS is providing the most accurate
heading information.
PFD.
WARNING
The on-board weather radar system prioritizes AHRS 1 heading over AHRS 2. The radar returns
depicted on any Navigation Maps may be incorrectly oriented with reference to ground features if
a heading error is generated by AHRS 1. The crew should refer to the Weather Radar Map to
obtain more accurate weather radar information.
TCAS uses AHRS 1 heading only. TCAS traffic depicted on the Navigation Map may be
incorrectly oriented with reference to ground features if a heading error is generated by AHRS 1.
The crew should refer to the Traffic Map to obtain more accurate traffic information.
Procedure completed
 HEADING NO COMPARE
HDG Annunciator displayed
This message is displayed on both PFDs when the G5000 cannot compare heading data between
primary heading sources (ATT/HDG 1 and ATT/HDG 2).

FAA Approved 3-39
Abnormal Procedures
 VDI MISCOMPARE
VDI Annunciator displayed during Baro VNAV Approach
The G5000 system is capable of providing an automatically generated and temperature compensated
glidepath on certain RNAV approaches when SBAS is not available. This automatically generated
glidepath depends on temperature input from the air data computers to function properly
If a difference in temperature compensated altitudes from the two air data computers differs by more
than 50 feet, the VDI Miscompare annunciator will be displayed on both PFDs.
1. Altimeter Settings – VERIFY both pilot and copilot altimeters have the correct baro setting.
 IF THE VDI MISCOMPARE ANNUNCIATION REMAINS AND THE FLIGHT CREW IS ABLE TO
DETERMINE THE ACCURATE VDI
2. CPL Button on GMC 7200 – PRESS to select PFD with accurate VDI
3. APPR Button on GMC 7200 – PRESS / VERIFY FMS and GP are captured
 IF THE VDI MISCOMPARE ANNUNCIATION REMAINS AND THE FLIGHT CREW IS NOT
ABLE TO DETERMINE THE ACCURATE VDI
2. Do not use the VDI for vertical guidance information. Approach may be conducted to LNAV
minima.
Procedure completed
 VDI NO COMPARE
VDI Annunciator displayed during Baro-VNAV Approach
The G5000 system is capable of providing an automatically generated and temperature compensated
glidepath on certain RNAV approaches when SBAS is not available. This automatically generated
glidepath depends on temperature input from the air data computers to function properly. In the event
that a temperature input fails, the following will occur:
 If the AFCS FD is coupled to the affected side in APPR mode, “GP” mode will revert to PIT mode.
This will be indicated by “GP” flashing black text on amber background for 5 seconds, then green
PIT mode.
 The non-affected side PFD will continue to display the VDI. The autopilot may be transferred and
coupled to this side if desired.
 If the AFCS FD is coupled to the non-affected side in APPR mode, it will remain coupled (GP
remains green).
 The affected side VDI is flagged with “NO GP”. The non-affected side VDI remains displayed.
 The “L/VNAV” indication on the CDI remains for both pilot and copilot.
 IF AFCS FLIGHT DIRECTOR IS COUPLED TO SIDE WITH VDI REMOVED
1. CPL Button on GMC 7200 – PRESS to select other side.
2. APPR Button on GMC 7200 – PRESS / VERIFY FMS and GP are captured.
Procedure completed
 IF AFCS FLIGHT DIRECTOR IS COUPLED TO SIDE WITH VDI DISPLAYED
1. AFCS FD will remain coupled in FMS and GP modes.
Procedure completed

3-40 FAA Approved
Abnormal Procedures
 LOSS OF ATC ALTITUDE REPORTING

1. Verify selected transponder is in AUTO, TA ONLY, or ALT mode.
NOTE
When transponder is in ALT mode, TCAS will be in standby. No traffic will be displayed,
and no TAs or RAs will be issued.
 IF ATC DOES NOT RECEIVE AIRCRAFT’S ALTITUDE
2. Transponder Control (GTC) – SELECT other transponder.
Procedure completed
 ADC 1 FAULT OR ADC 2 FAULT

ADC 1 FAULT ADC 2 FAULT CAS message displayed
Indicates loss of altitude (static source) error correction in the affected air data computer.
1. PFD Softkeys: Sensors – ADC Settings – SELECT the unaffected ADC.
2. Altitude – MAINTAIN using ADC with error correction.
Procedure completed
 PFD FAILURE
PFD failure is indicated by a complete loss of image on a display. If only individual elements of the
display are failed, refer to appropriate procedures for the individual failures.
NOTE
At the time of PFD failure, if the flight director is selected to the side with the failed PFD,
the autopilot will immediately disconnect.
If the flight director is selected to the side with the operative PFD, the autopilot will remain
engaged.
1. CPL button (AFCS Mode Control Panel) – SELECT Operating PFD if required.
2. Autopilot and Yaw Damper – RE-ENGAGE if required.
3. AFCS Mode Control Panel – RE-SELECT desired modes.
4. With possible loss of autopilot, consider appropriate RVSM contingency procedures for the loss of
autopilot.
 TO SELECT REVERSIONARY DISPLAY OF BOTH COMPOSITE PRIMARY FLIGHT
INSTRUMENTS AND ENGINE INSTRUMENTS ON THE MFD
5. MFD Knob (DISPLAY FORMAT Panel) – REV If Desired
NOTE
When display reversion mode is selected, the MFD may initially present a non-SVT (blue
sky over solid brown ground) display. SVT will be presented on the backup display
within 20 seconds if it was enabled on the PFD when display backup was selected.
Procedure completed

FAA Approved 3-41
Abnormal Procedures
 MFD FAILURE
MFD failure is indicated by a complete loss of image on the center display. If only individual elements
of the display are failed, refer to appropriate procedures for the individual failures.
To select reversionary display of composite primary flight instruments and engine instruments on PFD
1 and/or PFD 2:
1. PFD 1 and/or PFD 2 Knob (DISPLAY FORMAT Panel) – REV.
Procedure completed
 SINGLE GTC (TOUCH SCREEN CONTROLLER) FAILURE

If either GTC is failed, TOLD data must be verified using the AFM or other alternate approved source.
 IF GTC 1 FAIL
1. TOUCH CTRL 1 (PRIM) Circuit Breaker (LH Panel – AVIONICS) – IN.
TOUCH CTRL 1 (SEC) Circuit Breaker (RH Panel – AVIONICS) – IN.
 IF GTC 2 FAIL
1. TOUCH CTRL 2 Circuit Breaker (RH Panel – AVIONICS) – IN.
 IF GTC FAILURE REMAINS:
2. IF GTC 1 FAIL
a. TOUCH CTRL 1 (PRIM) Circuit Breaker (LH Panel – AVIONICS) – PULL.
b. TOUCH CTRL 1 (SEC) Circuit Breaker (RH Panel – AVIONICS) – PULL.
IF GTC 2 FAIL
a. TOUCH CTRL 2 Circuit Breaker (RH Panel – AVIONICS) – PULL.
3. Use the operative GTC:
 Use the Pilot and Copilot tabs to control both pilot’s radio, mic, and audio source
selections.
 All four MFWs can be controlled via pane selection on the operative GTC.
 If desired, the remote PFD controller (GCU) can be used to tune the radios and
control other functions.
Procedure completed

3-42 FAA Approved
Abnormal Procedures
 DUAL GTC (TOUCH SCREEN CONTROLLER) FAILURE

1. TOUCH CTRL 1 (PRIM) Circuit Breaker (LH Panel – AVIONICS) – IN.
2. TOUCH CTRL 1 (SEC) Circuit Breaker (RH Panel – AVIONICS) – IN.
3. TOUCH CTRL 2 Circuit Breaker (RH Panel – AVIONICS) – IN.
 IF DUAL GTC FAILURE REMAINS:
4. TOUCH CTRL 1 (PRIM) Circuit Breaker (LH Panel – AVIONICS) – PULL.
5. TOUCH CTRL 1 (SEC) Circuit Breaker (RH Panel – AVIONICS) – PULL.
6. TOUCH CTRL 2 Circuit Breaker (RH Panel – AVIONICS) – PULL.
7. Use the remote PFD controllers (GCU) to tune radios and control other functions.
 Speaker volume control and on/off selection will not be functional.
 The remote PFD controllers can be used to edit the flight plan and load procedures.
 The MFW windows cannot be changed.
 The remote PFD controllers can be used for range control and panning on the outboard
MFWs.
 With the PFDs in FULL screen mode, the inset maps are available and can be controlled
using the PFD softkeys.
 The transponder code cannot be changed.
Procedure completed

FAA Approved 3-43
Abnormal Procedures
 DUAL GPS/SBAS FAILURE

DR or GPS LOI Displayed on HSI
NO FMS POSITION MAY BE DISPLAYED ON NAVIGATION MAP
 IF ALTERNATE NAVIGATION SOURCES (ILS, LOC, VOR, DME, ADF) ARE AVAILABLE:
1. Navigation – USE ALTERNATE SOURCES.
Procedure completed
 IF NO ALTERNATE NAVIGATION SOURCES ARE AVAILABLE:
 IF DR IS DISPLAYED ON HSI:
The system is in Dead Reckoning Mode. Estimated position is greater than 30 NM from both the
destination and departure airport.
1. Navigation – Use the airplane symbol, magenta course line on the map display, and
the amber CDI for course information. Fly toward known visual conditions. Use
ATC or other information sources as available.
NOTE
All information normally derived from GPS turns amber. All of this
information will become less accurate over time.
DR mode uses heading, true airspeed, last known wind data, and the last
known GPS position to estimate the airplane’s current position. DR
information will be available as long as the system remains in Enroute (ENR)
mode. If the system enters another mode, such as Terminal (TERM) when
within 30nm of the departure or destination, DR information will be removed
from the displays and amber NO FMS POSITION will be displayed on the
navigation maps.
TAWS-A GPWS mode 1-5 are operative.
SurfaceWatch is inoperative.
The TRAFFIC page display is not dependent on GPS information. The
position of displayed traffic relative to the airplane symbol on this page is still
accurate.
Procedure completed
 IF GPS LOI AND/OR NO FMS POSITION IS DISPLAYED:
GPS LOI indicates that the system is in Loss of Integrity Mode. GPS information is either not
present or is invalid for navigation use.
NO FMS POSITION indicates the GPS position has been lost.
1. Navigation – Fly toward known visual conditions. Use ATC or other information
sources as available.
Continued on next page

3-44 FAA Approved
Abnormal Procedures
NOTE
All information derived from GPS or DR will be removed from the displays.
TAWS-A GPWS mode 1-5 are operative.
SurfaceWatch is inoperative.
The airplane symbol is removed from all maps. The map will remain
centered at the last known position. “NO FMS POSITION” will be
annunciated in the center of the map.
The TRAFFIC page display is not dependent on GPS information. The
position of displayed traffic relative to the airplane symbol on this page is
still accurate.
Procedure completed
 GPS APPROACH – DOWNGRADE

“APR DWNGRADE – Approach downgraded” displayed in GTC messages
During a GPS LPV, LNAV/VNAV, or LNAV+V approach, if the horizontal or vertical alarm limits are
exceeded, the G5000 System will downgrade the approach. This will be annunciated in the System
Messages window and by an annunciation change on the HSI from LPV, L/VNAV, or LNAV+V to
LNAV. GPS glide path vertical guidance will be removed from the PFD. The approach may be
continued using the LNAV only minimums.
1. Approach may be continued using LNAV only minimums.
Procedure completed
 GPS APPROACH – LOSS OF NAVIGATION

“ABORT APR – Loss of GPS navigation. Abort approach” displayed in GTC messages
During any GPS approach in which both precision and non-precision alarm limits are exceeded, the
G5000 System will flag the lateral guidance and display this system message in the System
Messages window. Immediately upon viewing the message, the unit will revert to Terminal
navigation mode alarm limits. If the position integrity is within these limits lateral guidance will be
restored and the GPS may be used to execute the missed approach, otherwise alternate means of
navigation must be utilized.
 IF GPS LATERAL GUIDANCE IS DISPLAYED
1. Execute the missed approach using GPS navigation.
Procedure completed
 IF GPS LATERAL GUIDANCE IS NOT DISPLAYED
1. Execute the missed approach using alternate means of navigation.
Procedure completed

FAA Approved 3-45
Abnormal Procedures
 AUDIO (GMA) FAILURE

Audio panel failure may be indicated by a GMA 1/2 FAIL System Message or the inability to
communicate using the affected audio processor. This failure may also be accompanied by the loss
of some aural warnings such as Altitude Alert, Autopilot Disconnect, TAWS, and Traffic alerts.
 IF GMA 1 FAIL
1. AUDIO 1 (PRIM) Circuit Breaker (LH Panel) and AUDIO 1 (SEC) (RH Panel) – PULL.
 IF GMA 2 FAIL
1. AUDIO 2 Circuit Breaker (RH Panel) – PULL.
2. SPEAKER button (Use GTC on side of operating audio) – ON.
3. COM Radio – If GMA 1 has failed, Pilot can only use COM1 with headset and boom mic.
Copilot can use either COM normally.
COM Radio – If GMA 2 has failed, Copilot can only use COM2 with headset and boom mic.
Pilot can use either COM normally.
NOTE
In the event of an audio panel failure, a fail-safe circuit connects the affected side
headset directly to the on-side COM radio. The speaker on the affected side will be
inoperative.
Procedure completed
 LOSS OF COM RADIO TUNING FUNCTIONS

1. EMER FREQ Switch (Center Pedestal) – PRESS to automatically tune COM 1 to 121.5 MHz.
Procedure completed

3-46 FAA Approved
Abnormal Procedures
 FAILED AIRSPEED, ALTITUDE, AND/OR VERTICAL SPEED

RED "X" on PFD airspeed, altitude, and/or amber “X” on vertical speed indicator
This indicates a loss of valid air data computer information from the respective air data computer.
If airspeed or altitude is failed, the digital values will be removed, and a red “X” placed over the
indicator. If vertical speed is failed, the digital value will be removed, and an amber “X” placed over
the indicator.
In-flight, if one air data computer fails, the PFDs are designed to automatically switch to use the other
air data computer. This condition would be accompanied by an amber “BOTH ON ADC1” or “BOTH
ON ADC2” annunciation.
 IF BOTH PFDS DISPLAY RED AND/OR AMBER X’S
1. Airspeed, Altitude and Attitude – MONITOR Using standby indicators.
2. With loss of redundancy of primary altimetry systems, perform appropriate RVSM
contingency procedures for the loss of primary altimetry systems.
3. Check pressurization controller for Isobaric Mode operation. Refer to AFM Abnormal
Procedures, CABIN PRESSURIZATION CONTROLLER FAILURE (AMBER LED
ILLUMINATED - ISOBARIC MODE).
4. Land as soon as practical.
NOTE
Autopilot and yaw damper are inoperative.
Procedure completed
 IF ONLY ONE PFD DISPLAYS RED AND/OR AMBER X’S
1. Autopilot ALT Mode – DISENGAGE (Press ALT to de-select).
2. PFD Softkeys: Sensors – ADC Settings – SELECT the operable ADC on the affected PFD.
3. Both PFDs – CONFIRM AMBER “BOTH ON ADC1” or “BOTH ON ADC2” is annunciated.
4. If ADC1 has failed, check pressurization controller for Isobaric Mode operation. Refer to
Abnormal Procedures, CABIN PRESSURIZATION CONTROLLER FAILURE (AMBER LED
ILLUMINATED-ISOBARIC MODE).
5. Autopilot ALT Mode – RE-SELECT as desired.
6. With loss of redundancy of primary altimetry systems, perform appropriate RVSM
contingency procedures for the loss of primary altimetry systems.
Procedure completed

FAA Approved 3-47
Abnormal Procedures
 FAILED ATTITUDE AND/OR HEADING

Red "X" over PFD attitude and/or heading display
This indicates a loss of pitch, roll, and/or heading information from AHRS.
In-flight, failure of one AHRS will cause the system to automatically display the output from the other
operative AHRS. This condition would be accompanied by an amber “BOTH ON ATT/HDG1” or
“BOTH ON ATT/HDG2” annunciation.
 IN FLIGHT: IF BOTH PFDS DISPLAY RED X’S
1. Attitude and Heading – Use Standby Flight Display.
2. Autopilot will be inoperative; perform appropriate RVSM contingency procedures for the loss
of automatic altitude hold capability.
3. Reference the GPS track on MFD/PFD map to improve situational awareness. GPS will
continue to display correct GPS based map, position, and track.
Procedure completed
 IN FLIGHT: IF ONLY ONE PFD DISPLAYS RED X’S
1. Standby Flight Display – MONITOR.
2. PFD Softkeys: Sensors – ATT/HDG Settings – PRESS and select operable AHRS on the
affected PFD.
3. Both PFDs – CONFIRM Valid attitude and heading are displayed.
4. Confirm amber “BOTH ON ATT/HDG1” or “BOTH ON ATT/HDG2” is annunciated on both
PFDs.
5. Autopilot will be inoperative, perform appropriate RVSM contingency procedures for the loss
of automatic altitude hold capability.
Procedure completed
 ENGINE INDICATION SYSTEM (EIS) FAILURE

– – – – AMBER DASHES ON ENGINE DISPLAY
 IF ALL ENGINE GAUGES ON ONE ENGINE ARE INOPERATIVE
This indicates a probable failure of the GEA for the affected engine.
1. L/R GEA (PRIM) Circuit Breakers (LH Panel) – IN.
2. L/R GEA (SEC) Circuit Breakers (RH Panel) – IN.
 IF UNABLE TO RESTORE ENGINE GAUGES
3. Move thrust levers together using the engine with the operating engine gauges to set
power.
Procedure completed
CAUTION
IF RAT INDICATION IS FAULTY, USE ANTI-ICE WHEN ICING CONDITIONS
ARE POSSIBLE.
Continued next page

3-48 FAA Approved
Abnormal Procedures
NOTE
The following caution/warnings remain active with the engine display parameter
failure:
 LO FUEL LEVEL L & R
 FUEL GAUGE L & R – Disabled when FUEL QTY circuit breaker is open, failed fuel
quantity sensor(s) or signal conditioner.
 LO OIL PRESS L & R
 IF FUEL QUANTITY OR OIL PRESSURE GUAGES ARE INOPERATIVE
1. L/R FUEL QTY or L/R OIL PRESS Circuit Breakers – IN (affected system).
CAUTION
IF FUEL PARAMETERS ARE INOPERATIVE, BE AWARE OF FUEL
DURATION.
NOTE
The GTC Weight and Fuel pages, and fuel flow indications, may serve as an
additional resource.
2. Land as soon as practical.
Procedure completed

FAA Approved 3-49
Abnormal Procedures
 ENG DISPLAY FAULT

ENG DISPLAY FAULT CAS message displayed
This indicates that there may be an error in the display of N1, N2, ITT, and/or fuel quantity.
1. PFD 1 SWITCH (DISPLAY FORMAT PANEL) – SELECT REV to display engine gauges for
comparison.
2. PFD 2 SWITCH (DISPLAY FORMAT PANEL) – SELECT REV to display engine gauges for
comparison.
3. N1, N2, ITT, & TARGET N1 VALUES – CROSSCHECK PFD 1, MFD, and PFD 2.
4. DETERMINE if these parameters disagree or are inaccurate on one display.
5. If one display disagrees or is inaccurate, disregard the N1, N2, ITT and fuel quantity values on that
display.
6. PFD 1, MFD, and PFD 2 SWITCHES (DISPLAY FORMAT PANEL) – AS DESIRED
Procedure completed
 PFD 1 FAULT
PFD 1 FAULT CAS message displayed
This indicates that there may be an error in the PFD 1 graphics processing of pitch attitude, roll
attitude, and/or altitude on PFD 1.
1. PITCH and ROLL ATTITUDE & ALTITUDE (PFD 1) – CROSSCHECK PFD 2 and STANDBY.
2. DETERMINE if PFD 1 display of attitude and/or altitude disagrees with PFD 2 and STANDBY or
is inaccurate.
 IF PFD 1 DISAGREES OR IS INACCURATE
 IF LIGHTING CONDITIONS PERMIT DIMMING OF ANNUNCIATORS AND DISPLAYS:
3. PANEL LIGHT Switch – ON
4. PFD 1 BRIGHTNESS (DIMMING PANEL) – FULL DIM.
(Causing the inaccurate PFD 1 display to be un-readable)
5. MFD SWITCH (DISPLAY FORMAT PANEL) – SELECT REV if desired.
Procedure completed

3-50 FAA Approved
Abnormal Procedures
 MFD FAULT
MFD FAULT CAS message displayed
This indicates that there may be an error in the MFD graphics processing of pitch attitude, roll
attitude, and/or altitude on the MFD. The MFD must be in reversionary display mode for this
message to display.
1. PITCH and ROLL ATTITUDE & ALTITUDE (MFD) – CROSSCHECK AVAILABLE PFDs, and
STANDBY.
2. DETERMINE if MFD display of attitude and/or altitude disagrees with AVAILABLE PFDs and
STANDBY, or is inaccurate.
 IF MFD DISAGREES OR IS INACCURATE
3. PANEL LIGHT Switch – ON.
4. MFD BRIGHTNESS (DIMMING PANEL) – FULL DIM.
(Causing the inaccurate MFD display to be un-readable)
5. PFD 1 SWITCH (DISPLAY FORMAT PANEL) – SELECT REV if desired.
6. PFD 2 SWITCH (DISPLAY FORMAT PANEL) – SELECT REV if desired.
Procedure completed
 PFD 2 FAULT
PFD 2 FAULT CAS message displayed
This indicates that there may be an error in the PFD 2 graphics processing of pitch attitude, roll
attitude, and/or altitude on PFD 2.
1. PITCH and ROLL ATTITUDE &ALTITUDE (PFD 2) – CROSSCHECK PFD 1 and STANDBY.
2. DETERMINE if PFD 2 display of attitude and/or altitude disagrees with PFD 1 and STANDBY or
is inaccurate.
 IF PFD 2 DISAGREES OR IS INACCURATE
3. PANEL LIGHT Switch – ON.
4. PFD 2 BRIGHTNESS (DIMMING PANEL) – FULL DIM.
(Causing the inaccurate PFD 2 display to be un-readable)
5. MFD SWITCH (DISPLAY FORMAT PANEL) – SELECT REV if desired.
Procedure completed

FAA Approved 3-51
Abnormal Procedures
 LOSS OF VOR / ILS / LOC / GS DEVIATION INDICATORS

This indicates a loss of data from the selected NAV source. This may be indicated by an amber X
on the HSI navigation presentation, or it may be indicated by no CDI deviation bar (no lateral course
deviation indication) or no glideslope deviation indicator.
1. Active NAV softkey – PRESS, SELECT alternate navigation source.
2. CONFIRM a valid navigation source is displayed giving valid navigation guidance.
Procedure completed
 BOTH ON ADC1 OR BOTH ON ADC2

BOTH ON ADC1 or BOTH ON ADC2 Annunciator displayed
This message is displayed on both PFDs and indicates that both pilot and copilot PFDs are displaying
data from the same Air Data Computer. Normally the pilot’s side displays ADC 1 information, and
the copilot’s side displays ADC 2 information.
On the PFD displaying data from opposite ADC:

1. PFD Softkeys: Sensors – ADC Settings – SELECT on-side ADC (ADC 1 for Pilot PFD, ADC 2 for
Copilot PFD)
2. PFD Displays – CONFIRM “BOTH ON ADC1” or “BOTH ON ADC2” message clears on both
PFDs.
3. If airspeed, altitude, and/or vertical speed display a red or amber “X”, reselect the functioning
ADC using the ADC1 or ADC2 Softkey.
4. PFD Displays – CONFIRM “BOTH ON ADC1” or “BOTH ON ADC2” message is displayed on
both PFDs.
NOTE
IF ADC1 has failed, check pressurization controller for isobaric mode operation. Refer to
Abnormal Procedures, CABIN PRESSURIZATION CONTROLLER FAILURE (AMBER
LED ILLUMINATED-ISOBARIC MODE) in the aircraft flight manual.
Procedure completed

3-52 FAA Approved
Abnormal Procedures
 BOTH ON ATT/HDG1, BOTH ON ATT/HDG2

BOTH ON ATT/HDG1 or BOTH ON ATT/HDG2 Annunciator displayed
data from the same Attitude Heading Reference System. Normally the pilot’s side displays
ATT/HDG1 information and the copilot’s side displays ATT/HDG2 information.
On the PFD displaying data from opposite AHRS:

1. PFD Softkeys: Sensors – ATT/HDG Settings – SELECT on-side ATT/HDG system (ATT/HDG1
for Pilot PFD, ATT/HDG2 for Copilot PFD)
2. PFD Displays – CONFIRM “BOTH ON ATT/HDG1” or “BOTH ON ATT/HDG2” message clears on
both PFDs.
3. If attitude and/or heading display a red “X”, reselect the functioning ATT/HDG system using the
ATT/HDG1 or ATT/HDG2 Softkey.
4. PFD Displays – CONFIRM “BOTH ON ATT/HDG1” or “BOTH ON ATT/HDG2” message is
displayed on both PFDs.
5. If an ATT/HDG system has failed, the autopilot and yaw damper will be inoperative. Perform
appropriate RVSM contingency procedures for the loss of autopilot.
Procedure completed
 BOTH ON GPS1, BOTH ON GPS2

BOTH ON GPS1 or BOTH ON GPS2 Annunciator displayed
data from the same GPS/SBAS receiver. Normally the pilot’s side displays GPS1 and the copilot’s
side displays GPS2. This is not pilot selectable. This may be caused by operation outside of WAAS
satellite coverage in which case the non-selected GPS is still available in the event the active GPS
fails.
1. GPS/SBAS Status – CHECK.
a. On either GTC – PUSH the Utilities button, then GPS Status.
b. Select GPS1 then GPS2 buttons and verify sufficient satellite reception.
Procedure completed
 TRANSPONDER STANDBY
FTRANSPONDER STANDBYF CAS message displayed
This CAS message indicates that the selected transponder is in standby. This message will only
display when airborne.
1. GTC Transponder Code – TOUCH.
2. Desired Transponder operating mode – TOUCH to select.
3. Verify TRANSPONDER STANDBY CAS message is no longer displayed.
Procedure completed

FAA Approved 3-53
Abnormal Procedures
 TRANSPONDER FAIL 1-2

FTRANSPONDER FAIL 1-2F CAS message displayed
This CAS message indicates that a failure of both transponders has been detected. This message
will only display when airborne.
1. XPDR 1 and XPDR 2 Circuit Breakers (RH Panel) – IN.
2. If neither transponder comes on:
a. TCAS may be inoperative, check Traffic display.
b. With transponders inoperative, perform appropriate RVSM contingency procedures for the
loss of altitude reporting.
Procedure completed
 AVIONICS FAULT
AVIONICS FAULT CAS message displayed
This CAS message indicates that a fault has been detected in the avionics system. Inoperable
systems can be identified through failure indications and/or by checking the GTC system messages.
 ON THE GROUND
1. Check GTC system messages and note the fault.
2. Correct prior to flight.
Procedure completed
 IN FLIGHT
1. Flight may be continued in a normal manner. The fault must be corrected prior to subsequent
flight.
Procedure completed
 AOA FAIL
AOA FAIL CAS message displayed
1. Minimum Airspeed – Flaps 0° – VREF +15 KIAS
Flaps 7° – VREF +10 KIAS
Flaps 15° – VAPP
Flaps 35° – VREF
NOTE
Underspeed protection will not be available.
The following systems will be inoperative:
 Stall warning (stick shaker)  Angle-of-attack gauge
 Low speed awareness  Angle-of-attack indexer
Procedure completed

3-54 FAA Approved
Abnormal Procedures
 ADS-B OUT TRANSMISSION FAIL

The G5000 system transmits ADS-B OUT messages using the selected ATC transponder. If the
G5000 system is unable to transmit ADS-B OUT messages, one or both of the following messages
will post as a system message on both GTCs:
“XPDR1 ADS-B FAIL. XPDR1 unable to transmit ADS-B messages.”
AND / OR
“XPDR2 ADS-B FAIL. XPDR2 unable to transmit ADS-B messages.”
1. If only one transponder is affected, select the other transponder. On the GTC, touch the
Transponder Mode button, then touch the Active button and select the other transponder.
Procedure completed
 SYNTHETIC VISION DISPLAYS INCONSISTENT WITH PRIMARY

FLIGHT INSTRUMENTATION
1. PFD Settings softkey – PRESS.
2. Attitude Overlays softkey – PRESS.
3. Synthetic Terrain softkey – PRESS.
4. Synthetic Terrain – VERIFY removed from both PFDs. Use G5000 primary displays for
navigation and aircraft control.
Procedure completed
 TAWS OR GPWS CAUTION

TERRAIN Annunciator displayed
1. When a TAWS or GPWS CAUTION occurs, take positive corrective action until the alert ceases.
Stop descending or initiate either a climb or a turn, or both, as necessary, based on analysis of all
available instruments and information.
Procedure completed
 TAWS OR GPWS FLAP OVERRIDE

During certain flight operations, there may be a requirement by the crew to override the normal
alerting for a landing with flaps not set at 35°. Use the following procedures to override this alerting:
1. GTC: TAWS – TAWS Settings – Flap Override – PRESS
Procedure completed
NOTE
When the Flap Override button is enabled, the annunciation FLAP OVR is displayed on
the PFDs and on the TAWS displays on the MFD and PFDs if enabled.

FAA Approved 3-55
Abnormal Procedures
 CHECK RUNWAY SURFACEWATCH ALERT (DURING TAKEOFF)

CHECK RUNWAY Annunciator displayed and aural “CHECK RUNWAY” message during takeoff
This caution alert is issued when the aircraft is taking off from a runway different than that entered in
the GTC Takeoff Data. The alert will be issued when the thrust is increased above 76% N1 and the
groundspeed is greater than 30 knots.
1. Aircraft Position/Runway Assignment – CONFIRM.
 IF AIRCRAFT POSITION AND RUNWAY ASSIGNMENT ARE CORRECT:
2. Takeoff – CONTINUE AS DESIRED.
Procedure completed
 IF AIRCRAFT POSITION AND RUNWAY ASSIGNMENT ARE NOT CORRECT OR CANNOT
BE DETERMINED:
3. Enter correct origin, runway, and required takeoff distance into the G5000 system:
a. From the GTC Home screen: Perf – Takeoff Data.
Procedure completed
 CHECK RUNWAY SURFACEWATCH ALERT (DURING LANDING)

CHECK RUNWAY Annunciator displayed and aural “CHECK RUNWAY” message during landing
This caution alert is issued when the aircraft is landing on a runway different than that entered in the
GTC Landing Data. The alert will be issued when the aircraft is below 250’ AGL and within one
nautical mile of the airport.
1. Aircraft Position/Runway Assignment – CONFIRM.
 IF AIRCRAFT POSITION AND RUNWAY ASSIGNMENT ARE CORRECT:
2. Approach and Landing – CONTINUE AS DESIRED.
Procedure completed
 IF AIRCRAFT POSITION AND RUNWAY ASSIGNMENT ARE NOT CORRECT OR CANNOT
BE DETERMINED:
2. BALKED LANDING Procedures – EXECUTE.
3. Enter correct destination, runway, and required landing distance into the G5000 system:
a. From the GTC Home screen: PERF – Landing Data.
Procedure completed

3-56 FAA Approved
Abnormal Procedures
 SURFACEWATCH INHIBITED
During certain flight operations, there may be a desire by the crew to inhibit the SurfaceWatch
system, although it is considered abnormal to do so. Use the following procedures to inhibit the
SurfaceWatch system:
1. GTC Home screen – Utilities – Setup – Avionics Settings
a. Alerts Tab – SELECT.
b. SurfaceWatch Inhibit button – SELECT.
Procedure completed
NOTE
After inhibiting SurfaceWatch, the following will post as a message on both GTCs:
SURFACEWATCH INHIBITED
SurfaceWatch will remain inhibited until manually un-inhibited by the crew, or a
power-cycle of the system. After a shutdown of the G5000 system, SurfaceWatch will
return to its normal state of operation and will not be inhibited.
 SURFACEWATCH FAIL
If any of the required inputs for SurfaceWatch operation are failed, invalid, or unavailable (such as
GPS position or heading), SurfaceWatch will be inoperative until the required parameters are
restored. If SurfaceWatch has failed, the following will post as a message on both GTCs:
“SURFACEWATCH FAIL One or more inputs invalid.”
SurfaceWatch will automatically return to its normal state of operation without crew action once the
required inputs are restored.
Procedure completed
 NO SURFACEWATCH RUNWAY POSITION DATA

There are certain runways at various worldwide airports that do not have valid position data for the
SurfaceWatch system to use. If such a runway is entered into the system for either takeoff or
landing via the PERF – Takeoff Data or PERF – Landing Data pages, the following will post as a
message on both GTCs:
“NO RUNWAY POSITION DATA Inhibit SurfaceWatch. No runway position data.”
SurfaceWatch should then be inhibited according to the SURFACEWATCH INHIBIT procedures

outlined above. Failure to do so will result in nuisance TWY TAKEOFF or TWY LANDING warnings
as applicable. After performing the takeoff or landing with SurfaceWatch inhibited, the system
should be un-inhibited as soon as practical so that functionality will be restored for the remainder of
the flight.
Procedure completed

FAA Approved 3-57
Abnormal Procedures
 TAWS N/A OR TAWS FAIL

TAWS N/A or TAWS FAIL Annunciator displayed
1. If one of these annunciators are displayed on the PFD and MFD, the system will no longer
provide Forward Looking Terrain Avoidance functions (FLTA), Premature Descent Alerting (PDA),
or display relative terrain elevations. The crew must maintain compliance with procedures that
ensure terrain and obstacle separation.
Voice Callout Functionality will be lost if GPS position is not available or when the aircraft
is outside the terrain database area of coverage.
2. If the amber GPWS FAIL status annunciator is also displayed, Voice Callouts will not sound.
Procedure completed
 GPWS FAIL
GPWS FAIL Annunciator displayed
1. If this annunciator is displayed on the PFD and MFD, the system will no longer provide GPWS
functions. The crew must maintain compliance with procedures that ensure terrain and obstacle
separation.
GPWS Alerting Functions That Will Be Unavailable:
a. Excessive Descent Rate (EDR)
b. Excessive Closure Rate (ECR)
c. Negative Climb Rate (NCR)
d. Flight Into Terrain (FIT)
e. Glideslope and Glidepath Deviation (GSD)
2. If the amber TAWS N/A or TAWS FAIL status annunciator is also displayed, Voice
Callouts will not sound.
Procedure completed
 AMBER SYNC INDICATION

SYNC Annunciator displayed near N1 or N2 gauges
The amber SYNC indication is displayed when Engine Sync is set to FAN or TURB and the landing
gear is extended.
1. Engine Sync – SELECT OFF for takeoff, approach and landing.
Procedure completed
 AMBER START INDICATION

START Annunciator displayed near ITT gauge for the affected engine
This indicates that the affected engine starter is still engaged when the N2 speed is greater than 45%.
1. Refer to the appropriate procedure in the aircraft flight manual.
Procedure completed

3-58 FAA Approved
Abnormal Procedures
 FUEL IMBALANCE
FUEL IMBALANCE CAS message displayed
A 400 LB or greater fuel imbalance exists between the left and right fuel tank.
1. FUEL CROSSFEED – CONSIDER use to correct fuel imbalance.
Procedure completed
 P/S HEATER L OR R (PITOT-STATIC HEATER FAILURE)

P/S HTR L OR P/S HTR RR CAS message displayed
1. PITOT & STATIC Switch – CHECK ON.
2. L PITOT STATIC and R PITOT STATIC Circuit Breakers (LH Panel) – IN.
3. CPL button – SELECT unaffected side on mode controller.
4. Exit icing environment.
5. Consider ADC reversion on the affected side (see BOTH ON ADC 1 or 2 procedure).
Procedure completed
 RADOME FAN (RADOME FAN FAILURE)

RADOME FAN CAS message displayed
This CAS message indicates the radome fan has failed.
 ON GROUND
1. Ground Operation – 30 Minutes Maximum.
2. VMC Takeoffs Only.
Procedure completed
 IN FLIGHT
1. Flight may be continued in a normal manner.
Procedure completed
 V-SPEED AND N1 BUG AMBER DASHES

––– Displayed on the airspeed tape and N1 gauges.
Amber dashes will be displayed in place of the values on the airspeed tape and the N1 gauges if
the current airplane configuration does not match the configuration used for the TOLD takeoff
calculation, or if the estimated landing weight is exceeded for landing. The TOLD Takeoff Data or
Landing Data page will indicate which configuration item needs to be corrected.
1. TOLD Takeoff or Landing Configuration – SET.
Procedure completed
 WINDSHEAR CAUTION
WINDSHEAR Annunciator is displayed and aural “Caution Windshear, Caution Windshear”
Indicates that increasing performance windshear conditions (i.e. increasing headwind, decreasing
tailwind, and/or updraft) have been detected.
The crew should be alerted to the possibility of subsequent significant airspeed loss and downdraft
conditions.
Procedure completed

FAA Approved 3-59
Abnormal Procedures

3-60 FAA Approved
Normal Procedures
Normal Procedures
Table of Contents
Cockpit Inspection or Preliminary Cockpit Inspection .............................................................................. 3-63
Cockpit Preparation.................................................................................................................................. 3-63
Before Taxi ............................................................................................................................................... 3-63
Before Takeoff .......................................................................................................................................... 3-64
After Landing ............................................................................................................................................ 3-64
Autopilot Operation .................................................................................................................................. 3-64
Vertical Modes ......................................................................................................................................... 3-64

Vertical Speed (VS) Mode .................................................................................................................... 3-64
Flight Level Change (FLC) Mode ......................................................................................................... 3-64
Altitude Hold (ALT) Mode, Manual Capture ......................................................................................... 3-65
Vertical Navigation (VNAV) .................................................................................................................. 3-65
Lateral Modes .......................................................................................................................................... 3-67

Heading Mode (HDG) ........................................................................................................................... 3-67
Navigation (VOR) ................................................................................................................................. 3-67
Navigation (GPS Direct To) .................................................................................................................. 3-67
Navigation (GPS OBS Mode) ............................................................................................................... 3-67
Approaches .............................................................................................................................................. 3-68

ILS Approach ........................................................................................................................................ 3-68
ILS Approach, Glide Slope Inoperative ................................................................................................ 3-69
RNAV (GPS) (LPV or LNAV/VNAV) Approach .................................................................................... 3-70
RNAV (GPS) (LNAV, LP, LNAV + V) Approach ................................................................................... 3-71
VOR Approach ..................................................................................................................................... 3-73
BACK COURSE (BC) Approach .......................................................................................................... 3-74
Go-Around (GA), Not Autopilot Coupled – Aircraft Not Equipped With USP ....................................... 3-76
Autopilot Coupled Go-Around (GA) – Aircraft Equipped With USP ..................................................... 3-77
Taws Functions ........................................................................................................................................ 3-78

Taws Inhibit .......................................................................................................................................... 3-78
GPWS Inhibit ........................................................................................................................................ 3-78
Flap Override ........................................................................................................................................ 3-79
Glideslope / Glidepath Deviation Inhibit ............................................................................................... 3-79
Steep Approach .................................................................................................................................... 3-79

FAA Approved 3-61
Normal Procedures
SELCAL.................................................................................................................................................... 3-80
SPEAKER OFF ........................................................................................................................................ 3-80

3-62 FAA Approved
Normal Procedures
COCKPIT INSPECTION OR PRELIMINARY COCKPIT INSPECTION

This procedure is unchanged with the installation of the G5000 system, except for the update to the
EMER bus power verification listed below.
Complete the following check with the engines shutdown, AVIONIC POWER off, and the APU generator
off:
1. BATT Switch – EMER.
a. PFD 1 – VERIFY receiving power.
b. MFD – VERIFY display of engine gauges.
c. GTC 1 – VERIFY receiving power.
d. Landing Gear Downlock Annunciator – CHECK (Three Green).
NOTE
EMER bus test must be conducted with the APU generator OFF.
Standby flight display will be blank.
COCKPIT PREPARATION
This procedure is unchanged with the installation of the G5000 system, except for the additional autopilot
checks listed below.
Complete these checks after setting the AVIONIC POWER switch ON.
1. Engage the autopilot, then press the pilot’s AP YD DISC/TRIM INT control wheel button. Verify
AP and YD disconnect. Verify PFD 1 and PFD 2 both indicate disconnect with a flashing yellow
AP and YD annunciation, and a voice alert “Autopilot”.
2. Engage the autopilot, then press the copilot’s AP YD DISC/TRIM INT control wheel button.
Verify AP and YD disconnect. Verify PFD 1 and PFD 2 both indicate disconnect with a flashing
yellow AP and YD annunciation, and a voice alert “Autopilot”.
3. Flight Controls – Verify Free and Clear.
4. Reset all trims to the take-off position.
WARNING
DURING NORMAL PRE-FLIGHT AUTOPILOT CHECKS, IT IS POSSIBLE
THAT THE PITCH TRIM WILL RUN OUTSIDE OF THE TAKEOFF POSITION.
ALL TRIMS MUST BE RETURNED TO THE PROPER SETTINGS PRIOR TO
TAKEOFF.
BEFORE TAXI
This procedure is unchanged with the installation of the G5000 system, except for an addition of a fuel on
board update for aircraft equipped with the optional TOLD (takeoff and landing data) system.
For each takeoff, prior to calculating TOLD takeoff data:
1. Fuel On Board – UPDATE on the Weight and Fuel page, Takeoff tab.

FAA Approved 3-63
Normal Procedures
BEFORE TAKEOFF
Transponder/TCAS modes listed below, and an additional confirmation of Takeoff Speeds.
1. Transponder/TCAS – No action required when operating in AUTO mode.
2. Takeoff Speeds – CONFIRM V1, VR, AND V2 displayed on PFD.
AFTER LANDING
Transponder/TCAS modes listed below.
1. Transponder/TCAS – No action required when operating in AUTO mode.
AUTOPILOT OPERATION
Autopilot/Flight Director mode annunciations on the PFDs displayed in green indicate active
autopilot/flight director modes. Annunciations displayed in white indicate armed autopilot/flight director
modes. Normal mode transitions will flash inverse video green/black for 10 seconds before becoming
steady green. Abnormal mode transitions will flash amber for 10 seconds before the default mode is
annunciated as the active mode in green.
Default autopilot/flight director modes are Pitch (PIT) and Roll (ROL) modes.
The CPL button on the mode control panel selects the navigation, attitude, and air data inputs the
autopilot / flight director uses. Pressing the CPL button transfers these selections to the opposite side
and causes the autopilot / flight director to drop selected lateral and vertical modes and engage the
default PIT and ROL modes. The pilot must re-select the desired modes.
VERTICAL MODES
Vertical Speed (VS) Mode
1. Altitude Preselect – SET desired altitude.
2. Press VS button – VERIFY green ‘VS’ and white ‘ALTS’ annunciated on PFD.
3. Vertical Speed Reference – ADJUST using UP / DN wheel.
4. Green ‘ALT’ – VERIFY upon altitude capture.
Flight Level Change (FLC) Mode

1. Altitude Preselect – SET Desired Altitude.
2. SPD Knob – SELECT FMS or MAN.
3. Press FLC button – VERIFY green ‘FLC’, White ‘ALTS’ annunciated on PFD.
4. Airspeed Reference – ADJUST using SPD Knob (MAN mode) or GTC (FMS mode).
5. Green ‘ALT’ – VERIFY upon altitude capture.
NOTE
If the altitude preselect is not changed before selecting FLC, the autopilot may re-capture
the current altitude immediately after entering FLC mode. Always ensure that the
altitude preselect is adjusted prior to selecting FLC.
Pressing the SPD knob while in FLC Mode toggles the airspeed reference between KIAS
and Mach.

3-64 FAA Approved
Normal Procedures
FLC will automatically transition from KIAS to Mach reference during a climb when the
current KIAS reference equals 0.65 M or when climbing above 28,800 FT.
FLC will automatically transition from Mach to KIAS reference during a descent when the
current Mach reference equals 295 KIAS or when descending below 25,800 FT.
Altitude Hold (ALT) Mode, Manual Capture

1. At the desired altitude – PRESS ALT button on Mode Controller.
2. Green ‘ALT’ – VERIFY on PFD.
NOTE
If climbing or descending when the ALT button is pressed, the aircraft will overshoot the
reference altitude and then return to it. The amount of overshoot will depend on the
vertical speed when the ALT button is pressed.
Vertical Navigation (VNAV)

A green ‘V’ in the AFCS Flight Mode Annunciator window indicates the VNAV AFCS function is
activated, and is capable of arming ALTV, FLC, and PATH modes to fly the vertical flight plan.
Vertical navigation will not function and the green ‘V’ will not be displayed in the AFCS Flight Mode
Annunciator window for the following conditions:
 Selected HSI navigation source is not FMS (GPS) navigation. VNAV will not function if the
navigation source is VOR or Localizer.
 VNAV is not enabled on the GTC (VNAV Profile page)
 No waypoints with altitude constraints in the flight plan
 Glideslope or Glidepath is the active flight director pitch mode
 OBS mode is active
 Dead Reckoning mode is active
 Parallel track is active
 Aircraft is on the ground
VNAV function is available for climbs, enroute, and terminal descents. Vertical navigation is not
available between the final approach fix (FAF) and the missed approach point (MAP).
See the G5000 Citation 560XL Pilot’s Guide, 190-02537-02, for detailed information about the VNAV
function.
VNAV Climb
1. Altitude Preselect – SET to the vertical clearance limit when ATC clearance received.
2. VNAV button (GMC mode control panel) – PRESS.
3. VERIFY a green ‘V’ is displayed indicating the AFCS VNAV function is activated. (VNAV cannot
be activated when on the ground.)
NOTE
For the initial climb after takeoff, the flight crew must manually select an appropriate flight
director / autopilot pitch mode to establish a climb.
Any flight director / autopilot pitch mode can be used to climb. FLC will be automatically
armed for a VNAV climb segment if the aircraft is first established in ALT mode on a level
leg of the vertical flight plan waypoints. If not established in ALT mode on a level leg of
the vertical flight plan waypoints, the flight director pitch mode (i.e. FLC) must be
manually selected to establish a climb.
ALTV will be the armed vertical mode during the climb if the altitude preselect is set to a
higher altitude than the VNAV reference altitude. This indicates the autopilot / flight

FAA Approved 3-65
Normal Procedures
director will capture the VNAV reference altitude. ALTS will be the armed mode during
the climb if the altitude preselect is set at or below the VNAV reference altitude, indicating
that the autopilot / flight director will capture the altitude preselect altitude reference.
VNAV Profile Descent

1. Altitude Preselect – SET to the vertical clearance limit when ATC clearance received.
3. VERIFY a green ‘V’ is displayed indicating the AFCS VNAV function is activated.
NOTE
PATH mode will be automatically armed when the aircraft is within 1 minute of the top of
descent point.
ALTV will be the armed vertical mode during the descent if the altitude preselect is set to
a lower altitude than the VNAV reference altitude. This indicates the autopilot / flight
director will capture the VNAV altitude reference. ALTS will be the armed mode during
the descent if the altitude preselect is set at or above the VNAV reference altitude
indicating that the autopilot / flight director will capture the altitude preselect altitude
reference.
Vertical DIRECT-TO
To descend from the present position to a waypoint:
1. Altitude Preselect – SET to the vertical clearance limit.
3. VERIFY a green ‘V’ is displayed indicating the AFCS VNAV function is activated.
4. Waypoint – On the GTC Flight Plan page, TOUCH the desired VNAV altitude.
5. VNAV button (GTC Flight Plan Page) – TOUCH.
6. Verify a white ‘PATH’ is displayed, changing to a green ‘PATH’ as the aircraft reaches the
descent profile, and the aircraft descends to the VNAV altitude constraint.

3-66 FAA Approved
Normal Procedures
LATERAL MODES
Heading Mode (HDG)
1. HDG Knob – PUSH to sync heading bug to current heading.
2. HDG BUTTON – PUSH, green ‘HDG’ annunciated.
3. HDG Knob – ROTATE to set heading bug to desired heading.
Navigation (VOR)
1. Navigation Source – SELECT VOR1 or VOR2 using Active NAV softkey on PFD.
2. Course Pointer – SET using CRS knob.
3. Intercept Heading – ESTABLISH in HDG or ROL mode.
4. GMC mode control panel – PRESS NAV on mode controller.
NOTE
VOR will be annunciated in WHITE if the mode is armed or in GREEN if the VOR is the
active lateral mode.
If the Course Deviation Indicator (CDI) is greater than one dot from center, the autopilot
will arm the NAV mode and indicate VOR in white on the PFD. The pilot must ensure
that the current heading will result in a capture of the selected course. If the CDI is one
dot or less from center, the autopilot will immediately capture the course when the NAV
button is pressed and annunciate VOR in green on the PFD.
Navigation (GPS Direct To)

1. Navigation Source – SELECT FMS Using the Active NAV softkey on PFD.
2. Desired Waypoint – PRESS the button on the GTC or GCU.
3. From the DIRECT TO page, activate DIRECT TO a waypoint.
4. Mode Controller – SELECT NAV on the GMC mode control panel.
5. FMS will be annunciated in GREEN on the PFDs.
Navigation (GPS OBS Mode)
1. Navigation Source – SELECT FMS using the Active NAV softkey on PFD.
2. Select Waypoint, PRESS the button on the GTC or GCU.
3. From the DIRECT TO page, activate DIRECT TO a waypoint.
4. OBS Softkey – PRESS on PFD.
5. Course Pointer – SET using CRS knob.
6. Intercept Heading – ESTABLISH in HDG or ROL mode.
7. GMC mode control panel – PRESS NAV.
NOTE
FMS will be annunciated in WHITE if the mode is armed or in GREEN if the FMS is the
active lateral mode.
If the Course Deviation Indicator (CDI) is greater than one dot from center, the autopilot
will arm the NAV mode and indicate FMS in white on the PFD. The pilot must ensure
that the current heading will result in a capture of the selected course. If the CDI is one
dot or less from center, the autopilot will immediately capture the course when the NAV
button is pressed and annunciate FMS in green on the PFD.

FAA Approved 3-67
Normal Procedures
APPROACHES
The G5000 is capable of performing many tasks for the pilot to reduce pilot workload during the
approach and landing phases of flight. The G5000 system references the Flight Plan programmed
into the G5000 FMS to predict the pilot’s intended actions. Time permitting, the pilot should keep the
Flight Plan updated with the destination airport and the instrument approach to be flown.
ILS Approach
1. Load the approach into the Active Flight Plan – VERIFY G5000 tunes the proper ILS frequency.
2. Approach Minimums – SET on GTC PROC page.
 IF FLYING VECTORS-TO-FINAL:
3. When receiving radar Vectors-To-Final:
a. GMC mode control panel – PRESS HDG to fly ATC radar vectors.
b. PROC button on GTC or GCU – SELECT ‘ACTIVATE VECTORS-TO-FINAL’.
NOTE
SUSP may annunciate on the HSI when Vectors-To-Final is selected. The flight
plan will automatically unsuspend and SUSP will extinguish when the airplane
turns inbound and intercepts the final approach course. Automatic flight plan
waypoint sequencing will resume.
c. HSI CDI – VERIFY CDI Automatically changes to LOC and course pointer slews to the
front course.
d. GMC mode control panel – PRESS APPR, Verify LOC and GS armed.
Continue to step 4 below
 IF FLYING FULL APPROACH INCLUDING TRANSITION:

3. When cleared to an initial approach fix:
a. ACTIVATE THE APPROACH from the PROC page,
Or
ACTIVATE a DIRECT TO the IAF
b. HSI CDI – PRESS Active NAV softkey to select FMS navigation source.
c. GMC mode control panel – PRESS NAV (FMS Mode).
d. GMC mode control panel – PRESS APPR, VERIFY LOC and GS armed.
NOTE
Airplane will navigate in FMS mode throughout the intermediate portion of the
approach procedure. When the airplane is inbound toward the final approach
course, the CDI will automatically switch from FMS navigation to LOC navigation.
e. Course Pointer – VERIFY course pointer slews to the front course.
4. Established inbound on Final Approach Course – SET missed approach altitude in altitude
preselect.
5. Autopilot – VERIFY autopilot captures and tracks LOC and GS.

3-68 FAA Approved
Normal Procedures
6. At Decision Altitude (DA):

a. Continue visually for a normal landing. Press AP YD DISC/TRIM INT button to disengage as
required.
Or
b. GA (Go Around) button (on either thrust lever) – PRESS, execute missed approach
procedure.
ILS Approach, Glide Slope Inoperative

1. Load the approach into the Active Flight Plan – VERIFY G5000 tunes the proper ILS frequency
 If Flying Vectors-To-Final:
3. When receiving Vectors-To-Final:
NOTE
c. HSI CDI – VERIFY CDI automatically changes to LOC and course pointer slews to the
front course.
d. GMC mode control panel – PRESS NAV, VERIFY LOC armed.
NOTE
Pressing the NAV button will arm the autopilot / flight director to capture localizer
and prevent glideslope from arming or capturing if the glideslope is inoperative or
out of service.
 If Flying Full Approach Including Transition:

Or
c. Mode Control Panel – PRESS NAV (FMS Mode).
NOTE
Airplane will navigate in FMS mode throughout the intermediate portion of the
approach procedure. When the airplane is inbound towards the final approach
course, the CDI will automatically switch from FMS navigation to LOC navigation.
d. Course Pointer – VERIFY course pointer slews to the front course.

FAA Approved 3-69
Normal Procedures
4. Established inbound on Final Approach Course (FAF Active Waypoint) – SET altitude
preselect as required.
5. HSI CDI – VERIFY LOC is annunciated on the HSI.
6. At the FAF – Use desired vertical mode to fly the approach vertical profile.
NOTE
Use Altitude Preselect to level off at intermediate altitudes and at the MDA. It is
recommended to descend at 1000 FT/MIN or less. Descending at a higher rate
or reaching MDA too far before the Visual Descent Point could cause TAWS
alerts. If a TAWS WARNING is issued, immediately follow the TAWS
WARNING procedure in the EMERGENCY PROCEDURES Section of this
AFMS.
7. After Leveling at MDA – SET missed approach altitude in altitude preselect.
8. At the Missed Approach Point:
a. Continue visually for a normal landing. Press AP YD DISC/TRIM INT button to disengage
as required.
Or
procedure.
RNAV (GPS) (LPV or LNAV/VNAV) Approach

NOTE
Normally, the LNAV/VNAV glidepath is based on GPS SBAS vertical navigation. If
SBAS is unavailable before conducting an LNAV/VNAV approach, the G5000 will revert
to approach baro VNAV operation with automatic temperature compensation on the final
approach segment. The approach baro VNAV glidepath may be intercepted and flown
in the same manner as an SBAS generated glidepath. Refer to the G5000 Pilot’s Guide,
190-02537-02, for additional information on manually applying temperature compensation
to other segments of an approach and approach minima.
1. Load the approach into the Active Flight Plan.
NOTE
c. Course Pointer – VERIFY course pointer slews to the final approach course.
d. Mode Control Panel – PRESS APPR, VERIFY FMS and GP armed.

3-70 FAA Approved
Normal Procedures

Or
c. GMC mode control panel – PRESS APPR, Verify FMS mode active, GP armed.
4. Established inbound on Final Approach Course

a. Course Pointer – VERIFY course pointer slews to the final approach course.
b. HSI – VERIFY LPV or L/VNAV is annunciated.
c. Vertical Deviation Indicator – VERIFY GP indicator displays.
d. HSI – VERIFY SUSP is not displayed.
e. Altitude Preselect – SET missed approach altitude.
5. Autopilot – VERIFY autopilot captures and tracks FMS course and GP.
6. At Decision Altitude (DA):
required.
Or
procedure.
RNAV (GPS) (LNAV, LP, LNAV + V) Approach

1. Load the approach into the Active Flight Plan.
NOTE
SUSP may annunciate on the HSI when Vectors-To-Final is selected. The flight plan will
automatically unsuspend and SUSP will extinguish when the airplane turns inbound and
intercepts the final approach course. Automatic flight plan waypoint sequencing will
resume.
c. Course Pointer – VERIFY course pointer slews to the final approach course.
d. GMC mode control panel – PRESS APPR button, VERIFY FMS and GP armed.

FAA Approved 3-71
Normal Procedures

a. ACTIVATE THE APPROACH from the PROC page.
Or
ACTIVATE a DIRECT TO the IAF.
b. HSI CDI – PRESS Active Nav softkey to select FMS navigation source.
c. GMC mode control panel – PRESS APPR button, FMS will be the active lateral mode,
VERIFY GP armed.
4. Established inbound on Final Approach Course (FAF Active Waypoint):

a. Course Pointer – VERIFY course pointer slews to the final approach course.
b. HSI – VERIFY LP, LNAV+V, or LNAV is annunciated on the HSI.
c. Vertical Deviation Indicator – VERIFY GP Indicator Displays (If LNAV+V approach).
d. Altitude Preselect – SET as required.
NOTE
Some RNAV (GPS) approaches provide a vertical descent angle as an aid in
flying a stabilized approach. These approaches are NOT considered
Approaches with Vertical Guidance (APV). Approaches that are annunciated on
the HSI as LNAV or LNAV+V are considered Nonprecision Approaches (NPA)
and are flown to an MDA even though vertical glidepath (GP) information may be
provided.
 If Flying LNAV + V Approach:
5. DESCEND via GP.
WARNING
THE AUTOPILOT/FLIGHT DIRECTOR WILL NOT CAPTURE ALT IF
DESCENDING IN GP MODE.
6. Level airplane in ALT mode at MDA – PRESS NAV button 200 FT above MDA, GP will
extinguish, PIT mode will be active, and airplane will capture MDA.
 If Flying LP or LNAV Approach:

5. At the FAF – SELECT desired vertical mode to fly the approach vertical profile.
6. Use Altitude Preselect to level off at intermediate altitudes and at the MDA.
NOTE
It is recommended to descend at 1000 FT/MIN or less. Descending at a higher
rate or reaching MDA too far before the Visual Descent Point could cause TAWS
alerts. If a TAWS WARNING is issued, immediately follow the TAWS WARNING
procedure in the EMERGENCY PROCEDURES Section of this AFMS.
7. After Leveling at MDA – SET missed approach altitude in altitude preselect.

3-72 FAA Approved
Normal Procedures

required.
Or
procedure.
VOR Approach
1. Load the approach into the Active Flight Plan – VERIFY G5000 tunes the proper VOR frequency
NOTE
c. HSI CDI – PRESS Active NAV softkey to select desired VOR navigation source.
d. Course Pointer – SET inbound course (if not already set).
e. GMC mode control panel – PRESS APPR, verify VAPP armed.

a. ACTIVATE THE APPROACH from the PROC page
Or
c. GMC mode control panel – PRESS NAV (FMS mode).
d. When Established Inbound to the FAF – PRESS Active NAV softkey to select desired
VOR navigation source (Autopilot / Flight Director Mode will automatically change to
ROL).
e. Course Pointer – SET inbound course (if not already set).
f. Mode Control Panel – PRESS APPR, VERIFY VAPP active or armed.
NOTE
If the Course Deviation Indicator (CDI) is greater than one dot from center, the
autopilot will arm the VAPP mode and indicate VAPP in white on the PFD. The
pilot must ensure that the current heading will result in a capture of the selected
course. If the CDI is one dot or less from center, the autopilot will immediately
capture the course when the APR button is pressed and annunciate VAPP in
green on the PFD.

FAA Approved 3-73
Normal Procedures
4. Established Inbound on Final Approach Course – VERIFY VOR is annunciated on the HSI.
5. At the FAF – SELECT desired vertical mode to fly the approach vertical profile. Use altitude
preselect to level off at intermediate altitudes and at the MDA.
NOTE
It is recommended to descend at 1000 FT/MIN or less. Descending at a higher rate
or reaching MDA too far before the Visual Descent Point could cause TAWS alerts.
If a TAWS WARNING is issued, immediately follow the TAWS WARNING procedure
in the EMERGENCY PROCEDURES Section of this AFMS.
6. After leveling at MDA – SET missed approach altitude in altitude preselect.
a. Continue visually for a normal landing. Press AP YD DISC/TRIM INT button to
disengage as required.
Or
procedure.
BACK COURSE (BC) Approach

1. Load the approach into the Active Flight Plan – VERIFY G5000 tunes the proper LOC frequency.
a. Mode Control Panel – PRESS HDG to fly radar vectors.
NOTE
c. HSI CDI – PRESS Active NAV softkey to select desired LOC navigation source.
d. Course Pointer – VERIFY course pointer is set to the front course.
e. GMC mode control panel – PRESS BC, verify BC mode is armed.

3-74 FAA Approved
Normal Procedures

a. ACTIVATE THE APPROACH from the PROC page.
Or
ACTIVATE a DIRECT TO the IAF.
c. GMC mode control panel – PRESS NAV (FMS Mode).
d. When Established Inbound to the FAF – PRESS Active Nav softkey to select desired
LOC navigation source (Autopilot / Flight Director Mode will automatically change to
ROL).
e. Course Pointer – SET to localizer front course (if not already set).
f. GMC mode control panel – PRESS BC. Verify BC mode is armed or active.
NOTE
If the Course Deviation Indicator (CDI) is greater than one dot from center, the
autopilot will arm the BC mode and indicate BC in white on the PFD. The pilot
must ensure that the current heading will result in a capture of the selected
course. If the CDI is one dot or less from center, the autopilot will immediately
capture the course when the BC button is pressed and annunciate BC in green
on the PFD.
4. Established inbound on Final Approach Course – VERIFY LOC is annunciated on the HSI.
5. At the FAF – SELECT desired vertical mode to fly the approach vertical profile. Use Altitude
Preselect to level off at intermediate altitudes and at the MDA.
NOTE
It is recommended to descend at 1000 FT/MIN or less. Descending at a higher rate
or reaching MDA too far before the Visual Descent Point could cause TAWS alerts.
If a TAWS WARNING is issued, immediately follow the TAWS WARNING procedure
in the EMERGENCY PROCEDURES Section of this AFMS.
6. After Leveling at MDA – SET missed approach altitude in altitude preselect
a. Continue visually for a normal landing. Press AP YD DISC/TRIM INT button to
disengage as required.
Or
procedure.

FAA Approved 3-75
Normal Procedures
Go-Around (GA), Not Autopilot Coupled – Aircraft Not Equipped With USP
NOTE
When the GA button is pressed, the autopilot disconnects, the Flight Director command
bars will command 10° nose up and wings level, the HSI NAV source automatically
switches to FMS, the flight plan sequences to the first published missed approach leg,
and automatic leg sequencing resumes.
1. Control Wheel – GRASP FIRMLY.
2. GO AROUND button (either throttle) – PUSH – VERIFY “GA – GA” on PFD in lateral and vertical
mode fields.
3. Appropriate GO-AROUND procedure – EXECUTE.
4. Mode Control Panel – PRESS NAV to Fly published missed approach procedure. PRESS HDG
to fly ATC assigned missed approach heading. PRESS FLC and select or verify desired target
airspeed.
NOTE
The pilot is responsible for initial missed approach guidance in accordance with published
procedure. The G5000 may not provide correct guidance until the aircraft is established
on a defined leg of the procedure.
5. Altitude Preselect – VERIFY set to appropriate altitude.
 Upon Reaching An Appropriate Safe Altitude
6. GMC mode control panel – PRESS AP to engage autopilot.
NOTE
The AFCS will fly the published missed approach procedure once the aircraft is
established on a segment of the missed approach procedure, the autopilot is engaged,
and NAV mode is selected.
The flight plan can only contain one approach procedure at a time. If the pilot attempts to
load another instrument approach at this time, the airplane will depart from the missed
approach procedure and turn directly toward the first waypoint in the new approach. Do
not attempt to load or activate a new approach while flying the missed approach
procedure until ready to fly the new approach.
 Recommended Procedures Following A Missed Approach
 To Repeat The Instrument Approach Procedure Currently Loaded Into The Flight
Plan
1. ACTIVATE Vectors-To-Final if being radar vectored by ATC,
Or
2. If flying the entire instrument approach procedure, activate a DIRECT-TO the desired
initial waypoint or ACTIVATE the approach procedure. Follow the appropriate procedure
for the instrument approach being flown.
 To Proceed To An Alternate Airport
(This procedure will allow the pilot to enter the route to the alternate before leaving the
missed approach holding pattern)
1. Touch the first enroute waypoint in the GTC flight plan and enter the desired waypoints
above the previous waypoints.
2. Remove all waypoints after the last waypoint in the new route, prior to the approach
header.
Continued Next Page

3-76 FAA Approved
Normal Procedures
3. When ready to proceed to the alternate, touch the first enroute waypoint in the route to
the alternate airport and activate a DIRECT TO.
4. When enroute to the alternate, a new instrument approach may then be loaded into the
flight plan.
Autopilot Coupled Go-Around (GA) – Aircraft Equipped With USP

NOTE
In USP equipped airplanes, when the GA button is pressed, the autopilot remains
engaged, the Flight Director command bars will command 10° nose up and wings level,
the HSI NAV source automatically switches to FMS, the flight plan sequences to the first
published missed approach leg, and automatic leg sequencing resumes.
Tests were conducted to determine altitude losses during autopilot coupled go-arounds. They
were conducted with both engines operating, with simulated engine failures, and at all approved
flap settings. The maximum altitude loss following go-around mode initiation was 60 feet.
1. Control Wheel – GRASP.

2. GO AROUND button (either throttle) – PUSH – VERIFY “GA – GA” on PFD in lateral and vertical
mode fields.
3. Autopilot – VERIFY airplane pitches up following the flight director command bars.
4. Appropriate GO-AROUND procedure – EXECUTE.
5. Mode Control Panel – PRESS NAV to fly published missed approach procedure. PRESS HDG
to fly ATC assigned missed approach heading. PRESS FLC and select or verify desired target
airspeed.
NOTE
The pilot is responsible for initial missed approach guidance in accordance with published
procedure. The G5000 may not provide correct guidance until the aircraft is established
on a defined leg of the procedure.
During a single-engine autopilot coupled go-around, the autopilot will attempt to hold wings level
in the “GA” lateral mode. The yaw damper may not be capable of maintaining heading without
additional rudder input from the pilot until NAV or HDG mode is selected.
6. Altitude Preselect – VERIFY set to appropriate altitude.
NOTE
The AFCS will fly the published missed approach procedure once the aircraft is
established on a segment of the missed approach procedure and NAV mode is selected.
The flight plan can only contain one approach procedure at a time. If the pilot attempts to
load another instrument approach at this time, the airplane will depart from the missed
approach procedure and turn directly toward the first waypoint in the new approach. Do
not attempt to load or activate a new approach while flying the missed approach
procedure until ready to fly the new approach.
 Recommended Procedures Following A Missed Approach
 To Repeat The Instrument Approach Procedure Currently Loaded Into The Flight
Plan
1. ACTIVATE Vectors-To-Final if being radar vectored by ATC,

FAA Approved 3-77
Normal Procedures
Or
2. If flying the entire instrument approach procedure, activate a DIRECT TO the desired
initial waypoint or ACTIVATE the approach procedure. Follow the appropriate procedure
for the instrument approach being flown.
 To Proceed To An Alternate Airport
This procedure will allow the pilot to enter the route to the alternate before leaving the missed
approach holding pattern
1. Touch the first enroute waypoint in the GTC flight plan and enter the desired waypoints
above the previous waypoints.
2. Remove all waypoints after the last waypoint in the new route, prior to the approach
header.
3. When ready to proceed to the alternate, touch the first enroute waypoint in the route to
the alternate airport and activate a DIRECT TO.
4. When enroute to the alternate, a new instrument approach may then be loaded into the
flight plan.
TAWS FUNCTIONS
Taws Inhibit
TAWS INH
The TAWS Forward Looking Terrain Avoidance (FLTA) and Premature Descent Alerts (PDA)
functions may be inhibited to stop alerting if desired.
1. On the GTC, select the TAWS Settings page.
2. TAWS Inhibit – TOUCH.
3. VERIFY the TAWS INH annunciation displays to the left of the altitude tape on both PFDs.
Procedure completed
 TO ENABLE TAWS IF INHIBITED
1. On the GTC, select the TAWS settings page.
2. TAWS Inhibit – TOUCH.
3. VERIFY the TAWS INH annunciations are removed from both PFDs and the MFD.
Procedure completed
GPWS Inhibit
GPWS INH
The GPWS Excessive Descent Rate (EDR), Excessive Closure Rate (ECR), Negative Climb Rate
(NCR), and Flight Into Terrain (FIT) functions may be inhibited to stop alerting if desired.
2. GPWS Inhibit – TOUCH.
3. VERIFY the GPWS INH annunciation displays to the left of the altitude tape on both PFDs.
Procedure completed
 To Enable Gpws If Inhibited
1. On the GTC, select the TAWS settings page.
2. GPWS Inhibit – TOUCH.
3. VERIFY the GPWS INH annunciations are removed from both PFDs and the MFD.
Procedure completed

3-78 FAA Approved
Normal Procedures
Flap Override
FLAP OVR
When intentionally landing with flaps in other than the LAND position, the FLAP OVERRIDE function
should be selected to inhibit GPWS alerting.
2. Flap Override – TOUCH.
3. VERIFY the FLAP OVR annunciation displays to the left of the altitude tape on both PFDs.
Procedure completed
 To Restore Flap Override To Normal Alerting
5. Flap Override – TOUCH.
6. VERIFY the FLAP OVR annunciations are removed from both PFDs and the MFD.
Procedure completed
Glideslope / Glidepath Deviation Inhibit

GS INH or GP INH
When a glideslope (ILS) or glidepath (GPS/WAAS) deviation alert is currently in effect, it may be
inhibited to stop alerting if desired.
1. Inhibit GS/GP on GTC popup – TOUCH.
2. VERIFY the glideslope or glidepath alerting stops and the GS INH or GP INH annunciation
displays on both PFDs.
Procedure completed
 To Enable Glideslope / Glidepath Alerting If Inhibited
2. Glideslope Inhibit – TOUCH.
3. VERIFY the GS INH or GP INH annunciations are removed from both PFDs and the
MFD.
Procedure completed
Steep Approach
STEEP APR
When flying an approach with final approach flight path angles greater than 4.5 degrees, the Steep
Approach button should be pressed to prevent nuisance TAWS alerts.
2. Steep Approach – TOUCH.
3. VERIFY the STEEP APR annunciation displays to the left of the altitude tape on both PFDs.
NOTE
If the flight crew does not load the approach procedure in the FMS Flight Plan, the
optional Stabilized Approach feature may issue an aural “Sink Rate” alert while flying a
steep approach.
Procedure completed
 To Restore Normal TAWS Alerting

FAA Approved 3-79
Normal Procedures
2. Steep Approach – TOUCH.

3. VERIFY the STEEP APR annunciations are removed from both PFDs.
Procedure completed
SELCAL
SELCAL VHF 1 (2) (3) CAS message displayed
This CAS message indicates the SELCAL system has received a VHF radio transmission from the
indicated VHF COM radio (1, 2, or 3) with the airplane specific tone sequence.
The alert must be acknowledged by selecting the SELCAL ACK button on any GTC Audio and Radios
page. Another SELCAL call cannot be received on this radio until the SELCAL ACK button is selected.
SELCAL HF CAS message displayed

This CAS message indicates the SELCAL system has received an HF radio transmission with the
airplane specific tone sequence.
The alert must be acknowledged by selecting the SELCAL ACK button on any GTC Audio and Radios
page. Another SELCAL call cannot be received on this radio until the SELCAL ACK button is selected.
SPEAKER OFF
SPEAKER OFF CAS message displayed
This CAS message indicates the cockpit speaker has been selected Off on the GTC Audio and Radios
page.

3-80 FAA Approved
Operating Information
Table of Contents
Operating Information .............................................................................................................................. 3-83
Electrical System .................................................................................................................................. 3-83
Traffic Collision Avoidance System (TCAS II) ...................................................................................... 3-84
Takeoff and Landing Data – TOLD (Optional) ..................................................................................... 3-87
Stabilized Approach (Optional)............................................................................................................. 3-88
Cold Weather Operations ..................................................................................................................... 3-90

FAA Approved 3-81

3-82 FAA Approved
OPERATING INFORMATION
Electrical System
An emergency battery bus is provided to supply DC power to operate the following equipment:
 MFD
 Pilot’s and Copilot’s AHRS (AHRS 1 and AHRS 2) (STBY PWR Switch must be ON)
 COMM 1
 GPS 1 and GPS 2
 NAV 1 and NAV 2
 GMC autopilot mode control panel (Flight Director only, AP is inoperative)
 Flaps Selector
pack also provides 5 volt emergency instrument lighting.
** The emergency lights if illuminated in emergency operation, will continue to use the airplane
battery power until the airplane battery voltage is lower than its own emergency battery voltage.
NOTE
respective sensors.
If the battery switch is selected to EMER and no generators are online, power is not available to the
Warning and Test system which operates all G5000 CAS messages replacing the previous annunciator
panel lights.
While operating in EMER, power is not available to the electric windshield, aural warnings, Master
Warning, Master Caution and Fire annunciators.
A battery overheat warning system is provided to warn the pilot in the event of abnormally high battery
temperatures. During self-testing of the circuit by the rotary TEST knob, the red BATT O'TEMP, >160°,
and the MASTER WARNING will flash. An internal battery temperature of +63°C (+145°F) will cause the
red BATT O'TEMP annunciator to display and trigger the MASTER WARNING. Battery temperatures
exceeding +71°C (+160°F) will cause the red BATT O'TEMP>160° annunciator and the MASTER
WARNING to flash.

FAA Approved 3-83
Traffic Collision Avoidance System (TCAS II)

Traffic Collision and Avoidance System is an independent airborne system. It is designed to act as a
back-up to the Air Traffic Control system and the “see and avoid” concept.
See the G5000 Pilot’s Guide 190-02537-02 for additional information regarding the control and display of
the TCAS system on the G5000.
TCAS II Operating Constraints:
1. INCREASE DESCENT RAs are inhibited below 1450 feet AGL.
2. All RAs are inhibited and TCAS II will go into the TA only mode when the airplane is below 400
feet AGL during descent and below 600 feet AGL during climb. All aural alerts will also be
inhibited.
3. All airplanes on the ground may not be displayed by TCAS.
4. If intruder track or altitude information is lost during an RA occurrence, the RA will terminate
without a “CLEAR OF CONFLICT” annunciation.
5. TCAS RA algorithms are based on the pilot starting the initial maneuver within 5 seconds, and
within 2 1/2 seconds if an additional corrective RA (increase or reverse) is issued.
TCAS II Flight Procedures
1. TCAS Traffic Advisory
Using the information on the MFD/PFD Traffic display, commence a visual search for the
intruder. If and only if, the intruder is visually acquired, maneuver the airplane to maintain safe
separation.
CAUTION
EVASIVE MANEUVERS BASED SOLELY ON TCAS TRAFFIC ADVISORIES,
WITHOUT VISUAL ACQUISITION OF INTRUDER ARE NOT
RECOMMENDED.
TCAS has a surveillance volume defined by a minimum horizontal radius of 14 nautical miles and a
minimum vertical range of plus or minus 12,700 feet. TCAS continually surveys the airspace around an
airplane, seeking replies from other airplanes in the vicinity via their ATC transponders. The transponder
replies are tracked by the TCAS system. Flight paths are predicted based upon these tracks. Flight paths
predicted to penetrate a collision area surrounding the TCAS airplane are annunciated by TCAS.
TCAS generates two types of annunciations: a Traffic Advisory (TA) and a Resolution Advisory (RA). The
airspace around the TCAS airplane can be divided into caution and warning areas. The physical
dimensions of these areas are time-based and vary as a function of horizontal and vertical closure speed
and distance from intruder airplane.
TCAS monitors a time-based dimension of a caution area that extends 35-45 seconds from the time the
intruder airplane is predicted to enter the TCAS airplane’s collision area. If an intruder airplane enters the
caution area, traffic information in the form of a TA is issued by TCAS. The traffic displayed includes the
range, bearing and altitude of the intruder relative to the TCAS airplane. This information is to aid in
visually locating the intruder to avoid a conflict.
TCAS also monitors a time-based dimension area that extends 20-25 seconds from the time at which an
intruder would enter TCAS’s airplane collision area. If an intruder enters the warning area, an RA is
issued by TCAS. The RA is a vertical maneuver recommended to the pilot by TCAS in order to increase
or maintain vertical separation relative to the intruder airplane. The RA is annunciated both visually and
aurally. It may consist of either a corrective advisory, advising a change in airplane vertical rate, or a
preventive, restricting vertical speed.
TCAS continuously calculates tracked airplane projected positions. TAs and RAs are therefore constantly
updated and provide real-time advisory and position information.
Once the flight path of the intruder no longer conflicts with the collision area of the TCAS airplane, TCAS

3-84 FAA Approved
will announce “CLEAR OF CONFLICT”. The flight crew should then return to the original clearance
profile.
TCAS generates TAs and RAs against intruder airplanes with ATC transponders replying in Mode C and
Mode S. TCAS requires altitude information from intruder airplane to generate RAs. TCAS can only
provide TAs for intruder airplanes whose transponders reply in Mode A (non-altitude reporting).
CAUTION
TCAS CANNOT PROVIDE AN ALERT FOR TRAFFIC CONFLICTS WITH
AIRPLANES WITHOUT OPERATING TRANSPONDERS.
TCAS generates a traffic map display of nearby airplanes that may be displayed on the MFD and PFDs.
See the G5000 Pilot’s Guide 190-02537-02 for additional information regarding the control of TCAS
displays on the G5000 system.
NOTE
If the TCAS II aural advisory of “TRAFFIC TRAFFIC” occurs, an intruder
airplane is within approximately 20-48 seconds of the closest point of approach
to your airplane.
2. TCAS Resolution Advisory
CAUTION
Once an RA has been issued, safe separation could be compromised if
current vertical speed is changed, except as necessary to comply with the
RA. This is because TCAS II to TCAS II coordination may be in progress
with the intruder airplane, and any change in vertical speed that does not
comply with the RA may negate the effectiveness of the other airplane’s
compliance with the RA.
It is possible in some cases to have insufficient airplane performance to
follow the TCAS command without flying into stall warning or buffet.
Conditions where this may occur include:
1. Bank angle in excess of 15 degrees.
2. Operation at airports above 5300 feet MSL or temperatures greater than ISA + 28°C
3. Engine inoperative.
4. Failure to configure the airplane to go-around following a climb RA in landing
configuration.
5. Failure to advance thrust to full rating following reduced thrust takeoff.
6. Speeds less than normal operating speed.
7. Abnormal configurations which reduce performance (i.e. gear not retracted).
8. TCAS command reversal to a “CLIMB - CLIMB NOW”.
9. Buffet margin less than 0.3 g.
NOTE
The consequences of not following an RA may result in additional RA’s in
which aural alert and visual annunciations may not agree with each other.
Using every available means, adjust the aircraft pitch attitude to follow the
TCAS command on the ADI and adjust power as required. This should
require no more than 0.75g to 1.25g maneuver (±0.25g).

FAA Approved 3-85
If high speed buffet is encountered when initially responding to an RA, relax

pitch force as necessary to reduce buffet, but still continue to maneuver to
the TCAS pitch command.
If stall warning occurs during an RA maneuver, immediately abandon the
RA and execute stall recovery procedures. TCAS II will continue to provide
RAs during stall warning and recovery procedure.
Exaggerated responses to TCAS RAs are not desirable or appropriate
because of the other potential traffic conflicts and ATC consequences.
From level flight, proper response to TCAS RA typically results in an overall
altitude deviation of 300 to 500 feet in order to successfully resolve a traffic
conflict.
If a CLIMB RA is issued with the airplane in the landing configuration, a
normal go-around should be initiated including the appropriate thrust
increase and configuration change.
Maneuvering should be made with the autopilot disengaged, and limited to
the minimum required to comply with RA.
The pilot should not initiate evasive maneuvers using information from the
traffic display only or on a Traffic Advisory only, without visually acquiring
the traffic.
Compliance with TCAS resolution advisories is required unless the pilot
considers it unsafe to do so.
The pilot should promptly return to the previous ATC clearance after the
TCAS voice message “Clear of Conflict” is announced.
An immediate, smooth response to an RA is required to obtain maximum
separation. While TCAS II algorithms are based upon the pilot initiating the
initial maneuver within 5 seconds of the RA, and within 2 1/2 seconds for
additional corrective RAs (increases or reversals), any delay in responding
to RAs will reduce the separation provided.
3. TCAS II range selection:
a. A 12 NM (or lower) range may be selected for takeoff, low altitude climb, approach and
landing, and below 10,000 feet.
b. A 12 NM (or greater) range may be selected for high altitude cruise.
c. The range selected has no effect on the TCAS II logic giving TAs and RAs.
4. TA only mode:
a. TA only mode can be selected via the GTC. This should be used to preclude unnecessary
RAs when operating near closely spaced parallel runways.
b. All resolution advisories (RAs) are inhibited when TA only mode is selected.
c. The TA only mode should be selected following an in-flight engine shutdown.

3-86 FAA Approved
Takeoff and Landing Data – TOLD (Optional)

The optional Takeoff and Landing Data system calculates V-Speeds, takeoff N1 power settings, and
required field length for takeoff and landing, based on automatic and manually entered parameters.
The TOLD system may be used to calculate takeoff data for dry and wet runway surfaces, and landing
data for dry runway surfaces. For contaminated runway conditions for takeoff, or for wet and
contaminated runway conditions for landing, the Advisory Information section of the airplane flight manual
should be used to compute the additional runway distance required based on the dry runway data
provided by the TOLD system.
It is the responsibility of the flight crew to verify all inputs regarding aircraft weight, aircraft configuration,
runway information, and ambient conditions.
The system uses the calculated takeoff weight and the estimated landing weight from the Takeoff and
Landing tabs, respectively, on the Weight and Fuel page. The TOLD system will not provide takeoff data
for aircraft weight above the maximum takeoff weight. This can occur when the aircraft is above maximum
takeoff weight, but at or below maximum ramp weight. The current aircraft weight must be at or below
maximum takeoff weight before TOLD will generate takeoff data.
Additionally, there are automatic and pilot entries for runway selection, barometric altimeter setting,
temperature, and wind. The pilot enters runway condition, flap and anti-ice settings, and any adjustment
factors.
The system monitors flap position, anti-ice system selection, barometric altimeter setting, temperature,
and estimated takeoff and landing weight, to ensure they match actual aircraft configuration and ambient
conditions. Alerts are provided in the Takeoff Data and Landing Data pages when significant differences
exist. This will cause the V-Speed and N1 bugs to be replaced with amber dashes.
Weight values may be manually entered on the Takeoff Data and Landing Data pages which will place
the system into Planning Mode, allowing for scenario-based planning. The Accept Takeoff Speeds and
Accept Landing Speeds buttons are not available in Planning Mode. Pressing the Reload Weight button
will update the takeoff or landing weight with the calculated weight from the Weight and Fuel page, taking
the system out of Planning Mode.
If an intended runway is defined in the active flight plan or TOLD, the runway edge boundaries on both
MFD, PFD moving maps, and SVT are highlighted for additional situational awareness.
V-Speed and N1 bug values may be manually entered on the Speed Bugs page. Values calculated by
TOLD will be displayed in magenta, and manually entered values will be displayed in cyan.
Selecting Steep Approach mode on the TAWS Settings page will invalidate calculated landing data.
Landing data must be manually calculated based on Steep Approach AFMS landing data. V-Speed and
N1 bugs may be set manually on the Speed Bugs page.
The TOLD database part number is displayed on the PERF page on either GTC.
Refer to Garmin G5000 Integrated Avionics System Pilot’s Guide for more information.

FAA Approved 3-87
Stabilized Approach (Optional)

The Stabilized Approach feature provides aural annunciations to notify the crew of unstable conditions
during an instrument or visual approach to a designated landing runway. The feature monitors flap and
gear position, lateral and vertical deviation on an instrument approach, airspeed relative to the posted
VREF approach speed, and sink rate.
For instrument approaches, there are two alerting windows based on altitude above the landing runway.
See Figure 3-1. The caution window extends from 1,000 FT down to 500 FT above the landing runway. A
single aural alert will be provided (i.e. “Speed”) if stabilized approach criteria are exceeded in the caution
window. The warning window extends from 500 FT down to 100 FT above the landing runway. A double
aural alert will be provided (i.e. “Speed, Speed”) if stabilized approach criteria are exceeded in the
warning window.
For visual approaches, or for approaches made with no approach loaded in the flight plan, a warning
window extends from 500 FT down to 100 FT above the landing runway. See Figure 3-1. A double aural
alert will be provided if stabilized approach criteria are exceeded in the warning window.
During circling approaches, the intended landing runway should be designated on the Landing Data page
on the GTC. The stabilized approach feature will provide visual approach alerting for both the initial
approach runway and the landing runway in use during a circling approach.
Figure 3-1, Stabilized Approach Alerting Windows

3-88 FAA Approved
Stabilized Approach Alerts

The following table lists the stabilized approach alerts and the activation thresholds for these alerts.
Table 3-1, Stabilized Approach Alert Thresholds
Alert Tolerance Threshold Aural Alert

Airspeed Deviation Airspeed more than 20 knots Caution: “Speed”
above VREF.
Warning: “Speed, Speed”
Airspeed more than 3 knots below
VREF.
Approach Course Deviation Lateral deviation more than one Caution: “Course”
dot left or right of the final
Warning: “Course, Course”
approach course.
ILS Glideslope Deviation Vertical deviation more than one Caution: “Glideslope”
dot above or below the final
Warning: “Glideslope, Glideslope”
approach course.
RNAV Glidepath Deviation Vertical deviation more than one Caution: “Glidepath”
dot above or below the final
Warning: “Glidepath, Glidepath”
approach course.
Flap Position Flaps are not in the landing Caution: “Flaps”
configuration (35°).
Warning: “Flaps, Flaps”
Landing Gear Position Landing gear is not down and Caution: “Gear”
locked.
Warning: N/A, TAWS-A provides
warning
Excessive Sink Rate Visual Approach: Caution: N/A, TAWS-A provides
caution
Descent rate exceeds 1,000 FPM
Warning: “Sink Rate, Sink Rate”
Instrument Approach:
Descent rate exceeds normal
approach vertical speed by 500
FPM.
Stabilized approach alerts may be inhibited by pressing the Stabilized APPR Inhibit button on the Utilities
– Setup – Avionics Settings page under the Alerts tab.
Refer to Garmin G5000 Integrated Avionics System Pilot’s Guide for more information.

FAA Approved 3-89
Cold Weather Operations

If the aircraft is exposed to ground ambient temperatures below -40° C (-40° F) with the BATT and
AVIONIC POWER switches off, the cockpit and nose avionics bay must be warmed to -40° C (-40° F) or
above with BATT and AVIONIC POWER switches turned on for at least 30 minutes prior to takeoff.
Cockpit temperature can be determined by the CKPT TEMP indicator or a handheld thermometer. If using
a handheld thermometer, the temperature should be taken in the center of the cockpit near the instrument
panel. The nose avionics bay temperature must be determined using a handheld thermometer at the L
and R GIA, located approximately centered in the L and R nose avionics bay access door opening (see
figure below).
Figure 3-2, Nose Avionics Bay

3-90 FAA Approved
Model 560XL Section IV – Performance
Section IV – Performance
No Change. Refer to basic Aircraft Flight Manual or appropriate supplement.

FAA Approved 4-1
Model 560XL Section IV – Performance
Intentionally Left Blank

4-2 FAA Approved
Model 560XL Section VI – Weight and Balance
Section VI – Weight and Balance

No change to loading information. Refer to current weight and balance report for changes to empty
weight, moment, and center of gravity.

6-1
Model 560XL Section VI – Weight and Balance
Intentionally Left Blank

6-2
Model 560XL Appendix – Systems Description
Appendix A – Systems Description

Table of Contents
General.......................................................................................................................................................A-3
G5000 Integrated Avionics .........................................................................................................................A-3

System Overview....................................................................................................................................A-3
G5000 GTC System Messages ..............................................................................................................A-4
Instrument Panel ....................................................................................................................................A-4
Warning And Test System ......................................................................................................................A-4
Figure A-1, Instrument Panel .................................................................................................................A-5
Figure A-2, Pilot’s Control Wheel ...........................................................................................................A-6
Figure A-3, Center Pedestal Panels .......................................................................................................A-7
Automatic Flight Control System ................................................................................................................A-8

AFCS: Autopilot and Flight Director .......................................................................................................A-8
Underspeed Protection (Optional) ........................................................................................................A-12
AFCS System Status Annunciations ....................................................................................................A-13
Manual Electric Elevator Trim ..............................................................................................................A-13
G5000 Flight Instruments .........................................................................................................................A-14
Engine Instrumentation ............................................................................................................................A-14
Ground Communications .........................................................................................................................A-15
ATC Data Link System (CPDLC) and ACARS (Optional) ........................................................................A-15
Cockpit Telephone ...................................................................................................................................A-15
Synthetic Vision ........................................................................................................................................A-16

General .................................................................................................................................................A-16
Synthetic Terrain ..................................................................................................................................A-16
Obstacle And Terrain Alerts And Warnings..........................................................................................A-16
Flight Path Marker ................................................................................................................................A-16
Traffic ....................................................................................................................................................A-17
HORIZON LINE and HEADING ...........................................................................................................A-17
Airport Signs and Runway Highlight .....................................................................................................A-17
FPA Reference .....................................................................................................................................A-17
DR / LOI FMS Modes ...............................................................................................................................A-17
Electrical System ......................................................................................................................................A-18

Power Distribution ................................................................................................................................A-18

A-1
Figure A-4, Left Circuit Breaker Panel..................................................................................................A-18

Figure A-5, Right Circuit Breaker Panel ...............................................................................................A-19
Lighting Systems ......................................................................................................................................A-19

Cockpit ..................................................................................................................................................A-19
Dimming Panel .....................................................................................................................................A-19
Display Format Selections .......................................................................................................................A-20

PFDs .....................................................................................................................................................A-20
MFD ......................................................................................................................................................A-20
Reversionary Display............................................................................................................................A-20
Warning and Test System ........................................................................................................................A-20

Table A-4, Listing of CAS Messages....................................................................................................A-21
Rotary Test Switch ...............................................................................................................................A-22
Table A-5, Rotary Test Indications .......................................................................................................A-22

A-2
General
This section supplements the Systems Description in the aircraft’s Pilot’s Operating Manual. Only topics
changed by the installation of the G5000 integrated flight deck will be addressed in this supplement.
The G5000 system is an integrated system that presents flight instrumentation, navigation,
communication, weather avoidance, engine instrumentation, and supplemental flight information to the
pilot for enhanced situational awareness through large-format displays. The G5000 also incorporates an
automatic flight control system that includes autopilot and flight director functions. Refer to the GARMIN
Pilot’s Guide and Cockpit Reference Guide, P/N 190-02537-02 and 190-02538-02 Rev. A or later FAA
approved revision for detailed descriptions of the GARMIN G5000 system including its components,
detailed descriptions of functions, and operating instructions.
G5000 Integrated Avionics
System Overview
The main components of the G5000 Integrated Avionics system are Line Replaceable Units (LRU)s.
Two 14 inch Primary Flight Displays (PFDs) display primary flight information to the pilot, including
attitude, airspeed, altitude, heading, vertical speed, navigation information, system information, and pilot
situational awareness information. In the center of the cockpit, a 14 inch Multi-Function Display (MFD)
displays engine gauges, flight plan data, various map displays, and access to aviation and weather
information. The PFDs can be operated in full or split screen modes. In split screen mode, a portion of the
PFD can be selected to display various functions similar to the MFD. Information access and data entry to
the system is normally via the two GTC 575 touch screen controllers mounted in the forward center
pedestal.
Communications are interfaced through the GTCs and two remote mounted audio control panels. Radio
tuning and audio level for the COM and NAV radios, XM music, and the pilot’s intercom, is normally
controllable through both GTCs.
The G5000 incorporates a fully digital integrated autopilot and flight director. Pilot interface to the AFCS is
through the GMC 7200 Autopilot Mode controller mounted in the center of the cockpit just below the
airplane’s glareshield.
In addition to dual Primary Flight Displays, the system incorporates dual Air Data Computers (GDC 7400),
Dual LITEF AHRS, and Dual Integrated Avionics (GIA 64E) units for system redundancy. Each GIA
contains a VHF COM radio, a VHF NAV radio, glide slope receiver, and a SBAS augmented GPS
receiver.
Finally, the G5000 system includes weather radar (GWX 75) and satellite data link weather information
(GDL 69) for weather avoidance and situational awareness. An optional Iridium telephone system may be
installed (GSR 56).

A-3
G5000 GTC System Messages

The G5000 system issues advisory messages for various conditions or alerts. These
messages are listed for reference in the G5000 Pilot’s Guide for the Cessna Citation 560XL.
When the G5000 system issues a message, the MSG annunciator flashes on the PFDs and
a MSG button flashes on the GTC touchscreen controllers to alert the pilot of a new message. The
annunciator and button continue to flash until acknowledged by touching the MSG button on either
touchscreen controller to display the message. Active messages are displayed in white text. Messages
that have become inactive change to gray text. The MSG annunciator flashes if the state of a displayed
alert changes, or a new message is displayed.
Instrument Panel
The G5000 Instrument Panel consists of two 14 inch LCD Primary Flight Displays, one 14 inch LCD
Multi-Function Display, autopilot / flight director mode control panel, two 5.7” touch screen controllers, two
GCU 275 PFD controllers, and a standby attitude and air data instrument. Optional DME and ADF
receivers may be installed.
Existing procedures in the aircraft AFM refer to the Flap Override and Glideslope Override switches.
These physical switches have been replaced by G5000 GTC controls. Refer to the procedures in the
ABNORMAL PROCEDURES in this section to perform the Flap and Glideslope override functions.
Warning And Test System

on G5000 CAS.

A-4
Figure A-1, Instrument Panel

A-5
Figure A-2, Pilot’s Control Wheel

Copilot’s wheel is similar but reversed.

A-6
Figure A-3, Center Pedestal Panels

Typical arrangement

A-7
Automatic Flight Control System

AFCS: Autopilot and Flight Director
The Automatic Flight Control System (AFCS) is fully integrated within the G5000 System avionics
architecture. The G5000 includes a three-axis autopilot and flight director system which provides the
pilot with the following features:
Autopilot (AP) — Autopilot operation occurs within the pitch, roll, and pitch trim servos. It also provides
servo monitoring and automatic flight control in response to flight director steering commands, AHRS
attitude and rate information, and airspeed.
Flight Director (FD) - Two flight directors, each operating within their respective GIA and referred to as
pilot-side and copilot-side. Commands for only the selected flight director are displayed on both PFDs.
The flight director provides:
 Command Bars showing pitch/roll guidance
 Vertical/lateral mode selection and processing
 Autopilot communication
Yaw Damper (YD) — The yaw servo is self-monitoring and provides Dutch Roll damping and turn
coordination in response to yaw rate, roll angle, roll rate, lateral acceleration, and airspeed.
Electric Pitch Trim – The pitch trim servo provides manual electric pitch trim capability when the autopilot
is not engaged.
Pilot commands to the AFCS are entered through the GMC 7200 Autopilot Mode Controller mounted in
the center of the cockpit under the airplane’s glareshield. The GMC 7200 controller also controls the
heading bug, navigation course selector on each PFD, and the altitude preselect.
Other components of the autopilot include four servos that also contain autopilot processors, control
wheel-mounted elevator trim switches, control wheel-mounted autopilot/yaw damper disconnect and trim
interrupt switch (AP YD DISC/TRIM INT), control wheel-mounted Control Wheel Steering (CWS) switch,
and a Go-Around (GA) switch mounted in both throttle knobs.
The autopilot and electric trim may be manually disconnected using any one of the following methods:
1. AP YD DISC/TRIM INT button (Pilot’s or Copilot’s control wheel) – PRESS and RELEASE.
2. AP button (Autopilot mode control panel) – PRESS (Yaw damper remains engaged).
3. Pitch Trim Switch (Pilot’s or Copilot’s control wheel) – PRESS either portion of the split switch
(Yaw damper remains engaged).
4. Go-Around (GA) switch (Left or Right Throttle) – PRESS (Yaw damper remains engaged).
NOTE: Autopilot will not disengage with GA switch in flight if USP option is installed
5. A/P SERVO Circuit Breaker (Left and/or Right Circuit Breaker Panel – AVIONICS) – PULL.
The following conditions will cause the autopilot to disconnect:
 Electrical power failure, including pulling either A/P SERVO circuit breaker
 Internal autopilot system failure
 Malfunction of either AHRS (two fully functional AHRS are required for the autopilot to function)
 Failure of the on-side PFD
 Setting the battery switch to EMER with dual generator failure or both generators set to OFF.

A-8
CAUTION
Setting the battery switch to EMER with dual generator failure or both generators set to
OFF will cause the autopilot to abnormally disconnect and the yaw damper to disconnect.
An abnormal autopilot disconnect is normally annunciated visually by a red flashing ‘AP’
in the PFD FD mode window and a continuous “AUTOPILOT” aural that may be
cancelled with the red AP YD DISC/TRIM INT button on the pilot’s or copilot’s control
wheel.
NOTE
Pressing and holding the CWS (control wheel steering) switch on the left grip of the pilot’s
control wheel (right grip of copilot’s control wheel) will disconnect the autopilot servos
from the airplane flight controls as long as the CWS switch is depressed. Upon release
of the CWS switch, the system will synchronize to the existing pitch and roll modes
selected. Review the Pilot’s Guide for more information.
The AFCS automatic preflight test must complete successfully prior to use of the autopilot or flight
director. Below is a description of the AFCS automatic preflight test sequence.
After AVIONIC POWER is switched ON:
1. The AFCS automatic preflight test (PFT) begins by indicating PFT on both PFDs in black text on
white background.
2. Before and during PFT, the white AP-YD FAIL CAS message is displayed in the CAS window.
3. At successful completion of PFT, the following occurs:
a) Removal of the PFT indication on both PFDs.
b) A single “Autopilot” aural voice alert sounds.
c) The AP-YD FAIL CAS message is removed from the CAS window. (Also, no AP FAIL message is
displayed)

A-9
The following tables list the available AFCS vertical and lateral modes with their corresponding controls
and annunciations. The mode reference is displayed next to the active mode annunciation for Altitude
Hold, Vertical Speed, and Flight Level Change modes. The NOSE UP/DN Wheel can be used to change
the vertical mode reference while operating under Pitch Hold, Vertical Speed, or Flight Level Change
Mode. Increments of change and acceptable ranges of values for each of these references using the
NOSE UP/DN Wheel are also listed in the table.
Table A-1, AFCS Vertical Modes
Reference Change
Vertical Mode Control Annunciation Reference Range
Increment
20° Nose Up
Pitch Hold (default) PIT 0.5°
20° Nose Down
Selected Altitude
* ALTS
Capture
Altitude Hold ALT Key ALT nnnnn FT
Vertical Speed VS Key VS nnnn FPM -6000 to +6000 FPM 100 FPM
Flight Level
FLC nnn KT Maximum of 305 KT 1 KT
Change, IAS Hold
Flight Level FLC Key
Change, Mach FLC M 0.nn Maximum of M 0.75 M 0.01
Hold
Vertical Descent VNAV
PATH
Path Tracking Key
VNV Target
** ALTV
Altitude Capture
Glidepath APPR GP
Glideslope Key GS
Takeoff (on
GA TO
ground)
Switch
Go Around (in air) GA
* ALTS arms automatically when PIT, VS, FLC, TO, or GA is active, and when PATH is active if
the Selected Altitude is to be captured instead of the VNAV Target Altitude.
** ALTV arms automatically if the VNAV Target Altitude is to be captured instead of the Selected
Altitude.

A-10
Table A-2, AFCS Lateral Modes

Maximum Roll
Lateral Mode Control Annunciation
Command Limit
Roll Mode 27° Left Bank
(default) ROL
27° Right Bank
Low Bank 15° Left Bank
BANK Key *
15° Right Bank
Heading Select 27° Left Bank
HDG Key HDG
27° Right Bank
Navigation, FMS Arm/Capture/Track 30° Left Bank
FMS
30° Right Bank
Navigation, VOR Enroute Arm/Capture/Track 27° Left Bank
NAV Key VOR
27° Right Bank
Navigation, LOC Arm/Capture/Track (No 27° Left Bank
LOC
Glideslope) 27° Right Bank
Backcourse Arm/Capture/Track 27° Left Bank
BC Key BC
27° Right Bank
Approach, FMS Arm/Capture/Track (Glidepath 30° Left Bank
FMS
Mode Automatically Armed, if available) 30° Right Bank
Approach, VOR Arm/Capture/Track APPR Key 27° Left Bank
VAPP
27° Right Bank
Approach, ILS Arm/Capture/Track (Glideslope 27° Left Bank
LOC
Mode Automatically Armed) 27° Right Bank
Takeoff (on ground) TO Wings Level
GA Switch
Go Around (in air) GA Wings Level
* No annunciation appears in the AFCS Status Box. The commandable bank angle range is
indicated by a green band along the Roll Scale of the Attitude Indicator.
The CWS button does not change lateral references for Heading Select, Navigation, Backcourse, or
Approach modes. The autopilot guides the aircraft back to the Selected Heading/Course upon release
of the CWS button.
The autopilot may be engaged within the following ranges:
Pitch 25° nose up to 25° nose down
Roll ±45°
If the above pitch or roll limits are exceeded while the autopilot is engaged, the autopilot will disconnect.
Engaging the autopilot outside of its command limits, but within its engagement limits, will cause the
autopilot to return the aircraft within command limits. The autopilot is capable of commanding the aircraft
in the following ranges:
Pitch 20° nose up to 20° nose down
Roll ±30°

A-11
Underspeed Protection (Optional)

Underspeed Protection (USP) is an optional feature that provides a level of protection against the aircraft
stalling while the autopilot is engaged. If the autopilot is not engaged, Underspeed Protection will not
activate.
WARNING
UNDERSPEED PROTECTION RELIES ON STICK SHAKER ACTIVATION, AND
MAY NOT ACTIVATE AT SUFFICIENT AIRSPEED TO PREVENT
AERODYNAMIC STALL WHEN ABOVE 18,000 FT.
Installation of the Underspeed Protection option can be determined by viewing the Initialization page on
either GTC. If Underspeed Protection is installed, the text WITH UNDERSPEED PROTECTION will be
clearly displayed near the aircraft type.
When the stick shakers activate, USP will result in the following:
 “AIRSPEED” aural alert.
 UNDERSPEED PROT ACTIVE CAS message.
 MINSPD visual alert displayed above the airspeed tape.
 Existing Flight Director mode annunciations will turn white.
At stick shaker activation plus one second, USP commands the nose to lower and maintains wings level.
The pitch attitude is decreased to establish a one knot/second acceleration while shaker is activated.
When the stick shakers turn off, USP will pitch to maintain an airspeed two knots above the shaker OFF
speed. When the flight crew adds power to recover, if sufficient energy is available the airplane will
transition back to the original Flight Director command. Recovery should be initiated as soon as possible.
Underspeed protection is available only if the autopilot is engaged.

A-12
AFCS System Status Annunciations

The following alert annunciations appear in the AFCS System Status field on the PFDs.
Table A-3, AFCS System Status Alerts
Alert Condition Annunciation Description

Rudder Mistrim Right
Yaw servo providing sustained force in the
indicated direction. Refer to abnormal
Rudder Mistrim Left procedures.
Aileron Mistrim Right

Roll servo providing sustained force in the
Aileron Mistrim Left procedures.
Elevator Mistrim Down

Pitch servo providing sustained force in the
Elevator Mistrim Up procedures.
Rudder Mistrim Right

Yaw servo providing high sustained force in the
indicated direction. Refer to emergency
Rudder Mistrim Left procedures.
Aileron Mistrim Right

Roll servo providing high sustained force in the
Aileron Mistrim Left procedures.
Elevator Mistrim Down

Pitch servo providing high sustained force in the
Elevator Mistrim Up procedures.
Preflight Test Performing preflight system test; aural alert

sounds at completion.
Manual Electric Elevator Trim

Manual electric elevator trim is an integrated function included with the G5000 system. The electric
elevator trim can be operated manually by the pilot using the pitch trim switches on either control wheel,
or automatically by the autopilot. The pilot’s pitch trim switch inputs override those made by the copilot.
Runaway or malfunctioning pitch trim can be interrupted by pressing and holding the red AP YD
DISC/TRIM INT switch on either control wheel. Pulling the AP SERVO circuit breaker on either circuit
breaker panel will disable the electric elevator trim, both manual and automatic, so it will not move when
the AP YD DISC/TRIM INT switch is released.

A-13
G5000 Flight Instruments

Flight instruments are an integrated part of the G5000 system. For system descriptions, operating
instructions, and abnormal failure indication refer to the Cockpit Reference and Pilot’s Guides.
Engine Instrumentation
Engine instruments are normally located in a window on the left side of the MFD. They are grouped
according to their function. At the top, the N1 % gauge (fan speed) is used to set power while observing
ITT and other engine limits. N1 % and ITT are displayed in gauge and pointer formats, with a digital
numeric display at the bottom of the gauge. All other engine parameters are displayed with a digital
numeric display. These include N2 % (turbine speed), oil pressure and temperature, fuel flow, and fuel
quantity and temperature.
The engine transducers send their signals to the Garmin GEAs (Engine and Airframe LRU) which process
the signals and allow the engine parameters to be displayed on the MFD. Two GEAs are installed to
provide independent display of parameters for each engine. The GEA circuit breakers are located on the
LH and RH circuit breaker panels in the ENGINE INSTRUMENTS group and are labeled L & R GEA
(PRIM) and L & R GEA (SEC).
The N1 tachometer is displayed in percent RPM. The pointer and digital display of N1 are always
displayed. Resolution of the digital display is 0.1%.
The ITT indicator gives an indication of inter-turbine temperature in °C. The pointer and digital display of
ITT are always displayed. Exceedance conditions are determined based on the Airplane Flight Manual
engine ITT limitations for engine start, or conditions except start, as appropriate. The range of the amber
caution band will change depending if the engine is running or not; the specific marking ranges are
described in Section 2 of this flight manual. Resolution of the digital display is 1° C.
The N2 tachometer is displayed in percent RPM. Resolution of the digital display is 0.1%.
The oil pressure indicator displays oil pressure in PSI. Exceedance conditions are determined based on
engine N2 speed and transient time limits. See Section 2 of this Airplane Flight Manual Supplement for
additional details. Resolution of the digital display is 1 PSI.
The oil temperature indicator displays oil temperature in °C. Exceedance conditions are determined
based on transient time limits. See Section 2 of this Airplane Flight Manual Supplement for additional
details. Resolution of the digital display is 1 °C.
The fuel quantity indicators give an indication of fuel quantity contained in the left and right tank. There is
also a digital display of total fuel quantity value which is a sum of the left and right quantities. The units of
fuel can be configured by appropriate maintenance personnel to be pounds or kilograms of fuel.
Resolution of left, right, and total fuel quantity are 10 LB or 5 KG.
The fuel flow indicators give an indication of fuel consumption of the left and right engine. The units of
can be configured by appropriate maintenance personnel to be pounds/hour or kilograms/hour of fuel.
Resolution of the digital display is 10 LB/HOUR or 5 KG/HOUR.
The fuel temperature indicator displays fuel temperature in °C. It is the responsibility of the crew to
adhere to fuel temperature limitations provided in the flight manual based on the type of fuel used.
Resolution of the digital display is 1 °C.

A-14
Ground Communications
Ground communication is provided by the G5000 system by pushing the GROUND DISPATCH switch on
the center pedestal. Either the pilot or copilot may use the airplane’s speaker and hand microphone or a
headset for communication. The copilot must use the copilot tab of the Audio and Radios page on GTC
1 to select COM 1.
The following G5000 LRUs are powered when the GROUND DISPATCH switch is ON:
 PFD 1
 MFD
 GTC 1
 GIA 1 (COM1 radio)
 GMA 1 and GMA 2
 GDR 66 (if installed)
 GSD 2
ATC Data Link System (CPDLC) and ACARS (Optional)

The G5000 installation may include an optional GDR 66 digital radio and an optional GSR 56 Iridium
satellite radio (powered by the IRIDIUM ATS circuit breaker). With the proper software enablements,
they may be used for FANS 1/A +, FAA Data Comm, Link 2000+, and ACARS functions.
See Section I, General, for information regarding FANS 1/A+, FAA Data Comm, Link 2000+, and ACARS
approvals. Refer to the G5000 Pilot’s Guide 190-02537-02 for more detailed information regarding the
use of ACARS and CPDLC.
Cockpit Telephone
The GSR 56 is optional equipment. If installed it provides capability to make outgoing telephone calls
and receive incoming calls using the Iridium satellite network, as well as send and receive SMS text
messages. Both the pilot and co-pilot have the capability to use the telephone by selecting TEL on their
respective GTC audio and radios selection page. For detailed operation of the phone and SMS text
messaging system, refer to the G5000 560XL Pilot’s Guide document 190-02537-02.
In the cockpit, when an incoming call is being received from the Iridium network, a phone ring tone will be
played through the headsets or over the cockpit speakers. Additionally, a flashing TEL icon will display
on both GTCs and both PFDs.
Aural and visual incoming call and SMS text annunciations are inhibited when:
1. Aircraft below 10,000 FT. (Terminal area)
2. Aircraft above 10,000 FT but less than 5,000 FT AGL, at or above 40 KTS. (Terminal area, high
altitude airport)
3. Aircraft on the ground, thrust set greater than 70% N1. (Takeoff roll)
4. Aircraft above 40 KTS but below 135 KIAS.
5. Display reversion is active.
6. Pitch attitude higher than 30° nose up.
7. Pitch attitude lower than 20° nose down.
8. Roll attitude over 45°.
9. Stick shaker activated.
10. TCAS aural alert is active.
11. Landing gear warning is active.
Aural incoming call annunciations are inhibited (GTC and PFD annunciations still given if not inhibited by
any of the above) when:
1. Overspeed warning is active.
2. G5000 system generated aural warnings are active, i.e. AP disconnect.

A-15
Synthetic Vision
See the G5000 Pilot’s Guide 190-02537-02 for more detailed information regarding the synthetic vision
system.
General
The Synthetic Vision Technology (SVT) sub system is dependent upon terrain data provided by the
underlying G5000 system. If, for some reason, the terrain data is not available from the G5000, all of the
components of the SVT will be unavailable. The flight path marker, flight path angle reference, horizon
heading, and airport signs are all sub-components of the Synthetic Terrain display. Those features are
selected or de-selected using the PFD softkeys on the PFD Settings, Attitude Overlays menu.
Synthetic Terrain
The Terrain/Obstacle/Airport databases have an area of coverage as detailed below:
 The Terrain Database has an area of coverage from North 89° Latitude to South 89° Latitude in
all longitudes.
 The Obstacle Database coverage area includes the United States, Europe, and Canada.
NOTE
The area of coverage may be modified, as additional terrain data sources become
available.
Obstacle And Terrain Alerts And Warnings
Obstacles and terrain displayed on the SVT may be highlighted if an alert or warning is generated by the
G5000 TAWS system. As the aircraft approaches an obstacle or terrain, its relative size will increase to
give the pilot a sense of proximity and closure rate to the obstacle or terrain. If an obstacle alert is
presented for an obstacle that is in the SVT field of view, the obstacle symbol on the PFD will turn yellow
in color. If an obstacle warning is generated by the G5000 system, the obstacle symbol on the PFD will
turn red.
If the G5000 TAWS system generates a terrain alert or warning, the terrain feature displayed on the PFD
will be colored yellow for an alert or red for a warning for as long as the alert remains valid.
Because the area monitored by the TAWS system can be wider than the field of view that can be
displayed by the SVT, it is possible to receive an obstacle or terrain audible alert for an obstacle or terrain
that is not shown on the SVT display. In those cases, the object generating the alert will be left or right
of the aircraft. Refer to the other displays in the aircraft to determine the cause of the message.
Flight Path Marker
The SVT display includes a green circular barbed symbol called the Flight Path
Marker (FPM) that represents the current path of the airplane relative to the
terrain display. The FPM is always displayed when synthetic terrain is
displayed and the aircraft ground speed exceeds 30 KT. The FPM indicates
the current lateral and vertical path of the airplane as determined by the AHRS
and GPS sensor. If the FPM is above the horizon line, the airplane is
climbing, and similarly if the FPM is below the horizon line, the airplane is
descending. If the airplane is flying in a crosswind, the FPM will be offset from the center of the display.
In that case, the center of the PFD airplane reference symbol indicates the airplane heading and the FPM
indicates the direction that the airplane is actually moving, taking into account the crosswind.
The FPM indicates the current path of the airplane but does not predict the future path. If aircraft
attitude, power setting, airspeed, crosswind, etc. are changed, the FPM will move to indicate the new path
resulting from those changes.
If the FPM is below the terrain or obstacle displayed behind it on the PFD, the current aircraft path will not

A-16
clear that terrain or obstacle. If the FPM is above that terrain or obstacle, the aircraft will clear the terrain
or obstacle IF, AND ONLY IF, THE CURRENT AIRCRAFT CONFIGURATION AND THE AIRCRAFT
PERFORMANCE WILL PERMIT YOU TO MAINTAIN THE CURRENT VERTICAL (CLIMB) GRADIENT
UNTIL PAST THE TERRAIN OR OBSTACLE.
Traffic
If traffic that is within the SVT field of view is detected by the G5000 system, a
symbol will be displayed on the PFD indicating the direction and relative
altitude of the traffic. The traffic symbol size will increase as the traffic gets
closer to give the pilot a sense of relative distance to the threat aircraft.
HORIZON LINE and HEADING

The SVT display includes an always visible white horizon line that represents
the true horizon. Terrain will be presented behind the horizon line. Terrain
shown above the horizon line is above the current aircraft altitude. Terrain
that is shown below the horizon line is below the aircraft altitude.
A heading scale may be displayed on the PFD horizon line, if Horizon
Heading is selected by the pilot. The heading marks are spaced in even 30
degree increments and are presented just above the horizon line with tic
marks that intersect the horizon line. The horizon heading will correspond to that presented by the HSI.
Because the horizon heading is only displayed in 30 degree increments, it should only be used for
general heading awareness and not be used to establish the aircraft heading.
Airport Signs and Runway Highlight
If Airport Signs is selected, a “sign post” along with a representation of the runways will be plotted on the
SVT display for nearby airports that are contained in the G5000 airport database. The signpost will
become visible when you are within approximately 15 NM of the airport. If an approach to a specific
runway has been loaded and activated, that runway will be highlighted on the SVT display.
When on an approach, the highlight for the approach runway will be considerably larger than “normal” to
assist in visually acquiring the runway. The oversized highlight will automatically shrink around the
runway depiction so that the runway is proportionally displayed when the aircraft is within approximately
½ NM of the threshold. Runway highlighting is displayed even if Airport Signs are turned off.
FPA Reference
A flight path angle reference may be displayed on the PFD when the flight
path marker is displayed. The flight path angle reference may be set
manually or, when set to AUTO, the flight path angle for the approach
loaded in the flight plan is automatically set.
DR / LOI FMS Modes

When both GPS/SBAS receivers are inoperative or GPS navigation information is not available or
invalid, the G5000 system will enter one of two modes: Dead Reckoning mode (DR) or Loss Of
Integrity mode (LOI). DR mode will become active when over 30 NM from the destination airport.
When less than 30 NM from the destination airport, LOI mode will become active.
In Loss of Integrity mode, revert to an alternate means of navigation appropriate to the route and
phase of flight.
In Dead Reckoning mode, the navigation Maps will continue to be displayed with a ghosted ownship
symbol and an amber ‘DR’ overwriting the ownship symbol. Aircraft position will be based upon the
last valid GPS position and estimated by Dead Reckoning methods. Changes in wind speed and/or
wind direction affect the estimated position substantially. Dead Reckoning is only available in

A-17
Enroute and Oceanic phase of flight; Terminal and Approach modes do not support DR. Course
deviation information will be displayed with an amber CDI on both PFDs and will remain for up to 20
minutes after GPS position data has been lost. The autopilot and/or flight director may be coupled in
FMS mode while the system is in Dead Reckoning mode up to 20 minutes. Refer to the G5000
Pilot’s Guide for further information. Revert to an alternate means of navigation appropriate to the
route and phase of flight.
Electrical System
Power Distribution
There are no changes to the electrical power generation, power feeders, control, or fault protection.
Only the Avionics power distribution has changed.
The LH and RH circuit breaker panels were modified to support the installation of the G5000 system.
Circuit breaker diagrams are included below in Figures A-4 and A-5.
Figure A-4, Left Circuit Breaker Panel

A-18
Figure A-5, Right Circuit Breaker Panel
Lighting Systems
Cockpit
The original lighting dimming controls are all retained on the instrument panel, and their function is
essentially unchanged.
Dimming Panel
A Display Format and Dimming panel (DFD) is located on the center pedestal which contains five
dimming controls for the G5000 displays. See Figure A-3 of this AFMS. These controls are labeled
PFD 1, MFD, PFD 2, GTC 1, and GTC 2. These dimming controls will be activated and will control the
display brightness when the PANEL LIGHT switch on the pilot’s instrument panel is set to ON. If the
PANEL LIGHT switch is set to OFF, these controls are deactivated.

A-19
Display Format Selections

A Display Format and Dimming panel (DFD) is located on the center pedestal. It contains three display
format knobs to control the G5000 PFDs and MFD. See Figure A-3 of this AFMS.
PFDs
The PFDs can be selected to FULL, SPLIT, and REV (reversionary) modes. FULL mode is a full screen
PFD primarily displaying the flight instruments, with capability of displaying an inset map. SPLIT mode
divides the PFD into 60% PFD (primarily the flight instruments) and 40% a MFD window. This MFD
window is controlled with the on-side GTC, and various navigation and weather displays may be selected.
REV (reversionary) mode is described below.
MFD
The MFD can be selected to either NORM or REV (reversionary) mode. In NORM mode, the MFD
displays the EIS and CAS on the left side of the display. The MFD may be operated in full screen or split
screen mode, where the remainder of the MFD displays a single pane or two panes where various
navigation and weather displays may be selected. For the MFD, either GTC controls the selection of full
screen or split screen.
Reversionary Display
If the Display Format knobs are used to select either PFD, or the MFD, to REV (reversionary) mode, the
selected display will be configured in a three-pane arrangement. The upper left pane of the display will
display all EIS and CAS information. The lower left pane will display an MFD pane that is controlled by
GTC. The right portion of the screen will display a PFD window with all primary flight instruments.
A more detailed outline of display formats and available display options can be found in the 190-02537-02
G5000 Pilot’s Guide.
Warning and Test System
on G5000 CAS. The G5000 CAS also includes secondary aural cues for applicable caution and warning
CAS messages. These aural cues will play over the crew headsets and/or cockpit speakers when a
Master Caution or Master Warning is triggered.
All previous annunciator panel lights are replaced by identical messages on the G5000 CAS. The only
exceptions are the previous CHECK PFD 1 and CHECK PFD 2 messages, which are no longer
applicable and have been removed. These messages are not applicable to the G5000 system.
The G5000 CAS messages are typically displayed on the MFD, but can be displayed on one or both
PFDs if their switches on the Display Format and Dimming Panel are set to REV (reversionary).
In addition to the existing annunciator panel alerts that were replicated in the G5000 CAS system, there
are several new G5000 related CAS messages which are listed below. Each CAS message in Table A-4
below has an associated procedure in the Operating Procedures section of this flight manual supplement.

A-20
Table A-4, Listing of CAS Messages
CAS Message Color Procedure
UNDERSPEED PROT ACTIVE Red Emergency
ADC 1 (2) FAULT Amber Abnormal
AOA FAIL Amber Abnormal
AP PITCH TRIM FAIL Amber Abnormal
AVIONICS FAULT Amber Abnormal
ENG DISPLAY FAULT Amber Abnormal
FUEL IMBALANCE Amber Abnormal
MFD FAULT Amber Abnormal
PFD 1 (2) FAULT Amber Abnormal
TRANSPONDER FAIL 1 – 2 Amber Abnormal
TRANSPONDER STANDBY Amber Abnormal
AP FAIL White Abnormal
AP-YD FAIL White Abnormal
SELCAL VHF 1 (2) (3) White Normal
SELCAL HF White Normal
SPEAKER OFF White Normal

A-21
Rotary Test Switch

Several test indications have changed with the installation of the G5000 system. The updated rotary test
indications are listed in Table A-5 below.
Table A-5, Rotary Test Indications
Rotary Test Switch Position Indication
OFF No change with installation of G5000 system.
FIRE WARN The LH ENG FIRE and RH ENG FIRE lights

illuminate.
“FIRE” is displayed with white text on a red

background over both ITT indicators.
LDG GEAR No change with installation of G5000 system.
BATT O’TEMP No change with installation of G5000 system.
STICK SHAKER No change with installation of G5000 system.
T/REV No change with installation of G5000 system.
W/S TEMP No change with installation of G5000 system.
OVERSPEED Audible overspeed warning should sound.
ANTISKID No change with installation of G5000 system.
ANNU (Annunciator) Master Warning and Master Caution illuminate

steady (non-cancelable).
All AFCS mode control panel green status

annunciators illuminate.
Emergency frequency 121.5 (white) illuminates on

center pedestal.
AVN Master Caution lights illuminate (cancelable).
RADOME FAN amber CAS message flashes.
SPARE No change with installation of G5000 system.

A-22

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GARMIN Ltd. or its subsidiaries

GARMIN International, Inc.

Textron Aviation Citation 560XL 190-02313-03 Rev. 8

REV PAGE DATE OF FAA APPROVED

1 ALL Original Issue 06/07/2019 Robert G. Murray

Changes for CPDLC

Addition of FANS 1/A+,

Addition of new TOLD

Addition of Scalable CDI

190-02313-03 Rev. 8 Textron Aviation Citation 560XL

Textron Aviation Citation 560XL 190-02313-03 Rev. 8

Section II – Limitations ............................................................................................................................... 2-1

Section III – Operating Procedures ............................................................................................................ 3-1

Section IV – Performance .......................................................................................................................... 4-1

Section VI – Weight and Balance .............................................................................................................. 6-1

Appendix A – Systems Description ............................................................................................................A-1

190-02313-03 Rev. 8 Textron Aviation Citation 560XL

Textron Aviation Citation 560XL 190-02313-03 Rev. 8

System Software Pilot’s Guide Cockpit Reference Guide

Use of This AFMS

190-02313-03 Rev. 8 Textron Aviation Citation 560XL

G5000 GNSS (GPS/SBAS) Navigation System Equipment Approvals

Operational ICAO Flight

RNAV 10 GNSS FDE FAA AC R A1 The GPS equipment as

Part 91, Part 91

Textron Aviation Citation 560XL 190-02313-03 Rev. 8

Operational ICAO Flight

B-RNAV / This does not FAA AC R B2

RNP 4 GNSS FDE FAA AC R L1 The GPS equipment as

Part 91, Part 91

RNAV 2 The GNSS RNAV FAA AC R C2 Includes RNAV Q and T

190-02313-03 Rev. 8 Textron Aviation Citation 560XL

Operational ICAO Flight

following the aircraft

Textron Aviation Citation 560XL 190-02313-03 Rev. 8

Operational ICAO Flight

RNAV 1 The GNSS RNAV FAA AC R D2 Includes RNAV terminal

190-02313-03 Rev. 8 Textron Aviation Citation 560XL

Operational ICAO Flight

RNP 1 When flying an RNP FAA AC R O2 Includes RNP terminal

Textron Aviation Citation 560XL 190-02313-03 Rev. 8

Operational ICAO Flight

RNP-2 GNSS FDE FAA AC R TBD The GPS equipment as

RNP-2 In accordance with FAA AC R TBD Includes RNP-2 domestic

190-02313-03 Rev. 8 Textron Aviation Citation 560XL

Operational ICAO Flight

RNP APCH When flying an RNP FAA AC R S1 Includes non-precision

Textron Aviation Citation 560XL 190-02313-03 Rev. 8

Operational ICAO Flight

RNP APCH When flying an RNP FAA AC R S2 Includes area navigation

190-02313-03 Rev. 8 Textron Aviation Citation 560XL

Operational ICAO Flight

authorized to fly RNP

Textron Aviation Citation 560XL 190-02313-03 Rev. 8

Operational ICAO Flight

Advanced This does not FAA AC N/A N/A  RNAV Holding:

Advanced RNP parallel

 Time of Arrival Control

Also, within the United States:

190-02313-03 Rev. 8 Textron Aviation Citation 560XL

Also, within Europe:

Textron Aviation Citation 560XL 190-02313-03 Rev. 8