M3 Gps Approach Reference Manual

Transcript

M3 GPS APPROACH REFERENCE MANUAL (this page intentionally left blank) NORTHSTAR AVIONICS a division of CMC Electronics, Inc. 30 SUDBURY ROAD ACTON, MASSACHUSETTS 01720 Sales: (978) 897-0770 Service: (978) 897-7251 This Reference Manual is authorized for use with baseline software program revision 02.00, and subsequent revisions, which are approved for IFR operations of the M3 Navigator, in accordance with Supplemental Type Certificate No. SA00464NY. Copyright 1996 Northstar Avionics P/N GM601 Rev. 02.11 (this page intentionally left blank) LIMITED WARRANTY POLICY Northstar M3 GPS Navigator Northstar Technologies, a division of CMC Electronics, Inc., warrants the Northstar M3 Navigator to be free from defects in materials and workmanship for a period of two (2) years. This warranty applies to the original purchaser and to any subsequent owner during the warranty period, which begins on the date of shipment of the unit, F.O.B. Acton, Massachusetts, to an authorized Northstar dealer. During the unit's warranty period, Northstar will repair or replace, at its option, any part of the unit it finds to be defective due to faulty material(s) or workmanship. All such repairs and/or replacements will be promptly performed by Northstar free-of-charge to the owner, excluding freight costs incurred in shipping to the factory. Return shipments from Northstar to points within the United States are made via ground transportation, freight prepaid. Special shipping charges (overnight, two-day, and so on) are the responsibility of the owner. To be covered by this warranty, the Northstar equipment must have been in normal use. The warranty does not apply to units with defects caused by improper installation, physical damage, abuse, tampering, lightning or other abnormal electrical discharge, or to units with defaced or altered serial numbers, or to units repaired by unauthorized persons or repaired in a manner that violates Northstar’s recommended service procedures. All repairs and/or replacements made under this warranty must be performed at Northstar’s facilities in Acton, Massachusetts. Performance of warranty work elsewhere will not be authorized, and Northstar will not pay for any charges for such work. Northstar will not be responsible for payment of any charges imposed by a Northstar dealer or other party for services requested by and/or performed for a unit's owner in connection with this warranty. Such services might include removal of the unit from an aircraft, inspection, packaging, handling, reinstallation, and the like. Northstar Technologies assumes no responsibility for any consequential losses of any nature with respect to any of its products or services sold, rendered, or delivered. The foregoing is the only warranty expressed or implied. No other warranty exists. 100197 REV 02.11 CAUTION Information contained in the Northstar M3's database is obtained from reliable sources. While we have made every effort to assure the accuracy of the database information, it is important to remember that any source of navigational data is subject to possible error, which could impair accuracy of navigation. The pilot must not use the unit in a manner whereby an error would endanger the safety of the flight. Northstar Avionics cannot be responsible for any consequential damages resulting from the use of the unit. A single navigation aid should never be relied upon by the pilot to the extent that the safety of the aircraft, passengers or crew is put in jeopardy. A navigation aid is just that, an aid, and it must be used as such. Information from it should be analyzed and cross-checked against other sources to determine the reliability of navigational information. 100197 REV 02.11 TABLE OF CONTENTS Section - - - - - - - - - - - - - - - - - - - - - - - - - - - - - Page Section 1 – INTRODUCTION - - - - - - - - - - - - 1.1 1.2 1.3 1.4 1.5 1.6 1.7 1.8 1.9 The Northstar Navigator family Northstar M3 features - - - - - Northstar M3 limitations - - - - Navigating with the Northstar M3 Your registration card - - - - - Database updates - - - - - - - - IFR use of the Northstar M3 - - Service and repairs - - - - - - - Be careful! - - - - - - - - - - - - Section 2 - GETTING STARTED 2.1 2.2 2.3 2.4 2.5 2.6 2.7 2.8 2.9 - - - - - - - 1 3 3 4 5 6 6 7 8 9 - - - - - - - - - - - 11 Training with the M3 - - - - - - - Before you start - - - - - - - - - General operating procedures - - Controls and readouts - - - - - - Using the cursor to enter data - - Using GPS - - - - - - - - - - - - Airalert™ control - - - - - - - - - Setting the time zone - - - - - - - External annunciators and interfaces - - - - - - 13 15 16 17 27 27 29 30 31 Section 3 - USING THE WAYPOINT DATABASE - - - - 33 3.1 3.2 3.3 3.4 3.5 3.6 3.7 3.8 3.9 3.10 100197 REV 02.11 The Northstar M3’s database - - - - - - - Displaying your position - - - - - - - - - Additional waypoint information - - - - - Selecting waypoints - - - - - - - - - - - Duplicate waypoint identifiers - - - - - - TO/FROM indicator - - - - - - - - - - - Adding your own waypoints to the database FliteCard™ updates - - - - - - - - - - - - FliteCard™ warranty - - - - - - - - - - - Changing your FliteCard™ - - - - - - - - - - - 35 36 36 42 46 47 48 54 56 57 Section 4 – NAVIGATING WITH WAYPOINTS - - - - 59 4.1 4.2 4.3 4.4 4.5 4.6 4.7 4.8 4.9 4.10 Flying direct to a waypoint - - - - - - - - Queuing a second waypoint - - - - - - - Centering the CDI - - - - - - - - - - - - Flying a course - - - - - - - - - - - - - - Queuing a radial from the current waypoint Flying a bearing to/from a waypoint - - - Holding on the next waypoint - - - - - - Track functions and readouts - - - - - - Information displays - - - - - - - - - - - Off-course alarm - - - - - - - - - - - - - - - - 61 62 64 65 66 67 68 69 74 74 Section 5 - USING ROUTES - - - - - - - - - - - - - 75 5.1 5.2 5.3 5.4 5.5 5.6 5.7 5.8 5.9 General information - - - - - Route functions - - - - - - - Accessing routes - - - - - - - Following routes - - - - - - - Creating your own routes - - Route leg information - - - - Editing user-entered routes - Changing a flight plan in-flight Routes and database updates - Section 6 – GPS APPROACHES 6.1 6.2 6.3 6.4 6.5 6.6 6.7 6.8 6.9 - - - - - - - - 77 78 83 85 89 91 93 95 97 - - - - - - - - - - - 99 - 101 108 120 122 125 131 132 134 135 Section 7 – AIRSPACE ALERTS - - - - - - - - - - 137 7.1 7.2 7.3 7.4 7.5 7.6 7.7 General information on GPS approaches Flying the approach - - - - - - - - - - Navigating along the approach - - - - - Flying a missed approach - - - - - - - Other approach functions - - - - - - - Charting differences - - - - - - - - - - An example: flying a typical approach - Using demo mode to train for approaches Helpful hints - - - - - - - - - - - - - - - Airalert™ airspace usage alert What generates an Airalert - How to use Airalert - - - - Airalert information - - - - Airalert limitations - - - - - Disabling the Airalerts - - - Mode C Veil alert - - - - - - - - - - - - - - - 139 139 140 141 144 145 147 100197 REV 02.11 Section 8 – MISCELLANEOUS FUNCTIONS - - - - - 149 8.1 8.2 8.3 8.4 8.5 8.6 8.7 8.8 8.9 8.10 8.11 8.12 8.13 Quick nearest-airport display - - - Starguard™ theft-protection system Winds aloft - - - - - - - - - - - - Parallel offset - - - - - - - - - - - CDI sensitivity - - - - - - - - - - Magnetic variation - - - - - - - - Miscellaneous displays - - - - - - Demo mode - - - - - - - - - - - Look-ahead mode - - - - - - - - Latitude and longitude - - - - - - GPS signal monitoring - - - - - - CDI calibration and annunciator test Communications frequencies - - - - - - - - - 151 151 154 154 155 156 157 157 161 163 163 164 166 Section 9 – HINTS FOR BETTER NAVIGATION - - - 171 9.1 9.2 9.3 9.4 9.5 9.6 Ways to use the M3 - - - - Preselecting waypoints - - - Approaching your destination Airport Reference Point (ARP) Great circle routes - - - - - Pilot Reports (PIREPS) - - - - - - - - - - - - 173 173 173 174 174 175 Section 10 – SAFETY CONSIDERATIONS - - - - - - 177 Appendix A — Features and specifications - - - - - 181 Appendix B — Warning conditions - - - - - - - - - 185 Appendix C — Glossary - - - - - - - - - - - - - - 191 Appendix D — Comparing the M3 and the M1 - - - 195 Appendix E — M3 setup functions - - - - - - - - - 197 Appendix F — SmartComm operation 100197 REV 02.11 - - - - - - - 199 (this page intentionally left blank) 100197 REV 02.11 FOR THOSE WHO JUST CAN’T WAIT For best results, we recommend that you read this manual completely before flying with your Northstar M3. If you just can’t wait, however, here’s a simple and effective way to navigate with the unit: 1. Read and understand the safety considerations contained in Section 10. Then familiarize yourself with the M3’s warning messages (see Appendix B). Also, because the M3 might want to let you know about controlled airspace areas, it’s a good idea to be aware of its Airalert™ feature, which alerts you when you’re likely to enter a Class B, Class C, or a Special Use Airspace (see Section 7 for more information). 2. Now you’re ready to operate the M3. Turn it on by pushing in the center control labelled
, then wait for the unit’s automatic self-test and signal acquisition sequence to finish. The readout below indicates that the unit is locked onto GPS signals and is ready to navigate: NAVIGATOR READY/USE ANY SWITCH 3. Turn the large primary (left-hand) knob to illuminate the units’s 
(Airport) annunciator. Then turn the small primary knob, and you’ll see a list of airports displayed. See “Selecting waypoints” beginning on page 42 to learn how to find an airport quickly. 4. Turn the small knob until you see the airport you want to fly to. If you pass it on the readout, simply turn the knob in the opposite direction, one click at a time, if necessary. 5. When the airport is displayed, press the ‡(Direct) button, then press the button marked   (Acknowledge). And that’s it. You’ve told the unit where you want to fly, and it now shows you the bearing and distance to your destination. In flight, you’ll see the displayed distance decrease as you approach your destination. If you stray off course, the unit will automatically show you how to get back on course (using cross-track error). If a button flashes at any time, simply press it to read the waiting message. Press the button again to delete the message and return to your previous display. If the message is one of a continuing nature, the button will remain illuminated and you can press it at any time to read the message again. Many other useful informa100197 REV 02.11 tion readouts and navigation functions are available with your Northstar Navigator; they’re all described in the pages that follow. 100197 REV 02.11 HOW TO USE THIS MANUAL It’s natural to want to use your Northstar M3 as soon as you get it. Because its operation is so simple and straightforward, this is easy to do. If you are to take full advantage of all the unit’s advanced features, however, a good set of instructions is necessary. That’s what this manual provides. The manual is organized into 10 main sections, followed by several reference sections (appendices) at the back. The Table of Contents lists the names of these sections and the information contained in them. The best way to use this manual is to sit down with your Northstar M3 and read in order the main sections of the manual. You may want to do this one step at a time. When you’re done, you’ll be well on your way to becoming an expert in the unit’s operation. After that, the manual becomes a reference guide, just in case you forget something. As you read the manual, keep the appendices in mind, since they may help answer questions that might arise. In particular, note the glossary, which defines many technical terms. If you encounter a word or term you don’t understand, look there for its meaning. The conventions listed below are used throughout the manual to provide a consistent reference to specific information, as follows: • BLOCK is the typeface used for text originating from an M3 readout, but is only discussing that readout. Example: “The LOCAL waypoint group consists of up to 20 waypoints nearest your present position.” •   is the typeface used for text that refers to the M3’s pushbuttons, readout functions, and external annunciators. • LEDCHAR is the typeface used for text-only information (i.e. text that isn’t boxed) from either complete or partial M3 readouts. Example: “As you approach a closer airport, the display will flash NEAREST AIRPORT.” • NOTE is the typeface used for notes that contain additional information. • is the universal  symbol used for information that either ensures flight safety or prevents damage to the M3. • Italic is the typeface style used whenever text refers to the M3’s small and large primary/secondary knobs. 100197 REV 02.11 • When the manual instructs you to “press” a button, this means push and release that button. Information in the Northstar Avionics M3 GPS Navigator Installation Manual (Part No. GM611) will be of interest mainly to the technician who installs your unit. You may want to read it to learn the requirements for a good installation. As we showed you earlier, you don’t have to be an expert in using the Northstar Navigator before you fly with it and enjoy its many benefits. As soon as you feel comfortable accessing waypoints in the database and reading your distance and bearing to them, you’re ready. Start with these features, and gradually try out other ones as you need them. You’ll soon reach the point where you can develop your own favorite ways of using the unit—ways that meet your particular flying requirements. But, above all, enjoy your flying with the Northstar, and have fun! 100197 REV 02.11 Section 1 – INTRODUCTION This section provides general information about the Northstar M3, considerations for basic usage, and factory policies. Please read this section carefully before using the unit, so you’ll be familiar with all of the above. CONTENTS 1.1 1.2 1.3 1.4 1.5 1.6 1.7 1.8 1.9 The Northstar Navigator family Northstar M3 features - - - - - Northstar M3 limitations - - - - Navigating with the Northstar M3 Your registration card - - - - - Database updates - - - - - - - IFR use of the Northstar M3 - - Service and repairs - - - - - - - Be careful! - - - - - - - - - - - - –1– 100197 REV 02.11 - - - - - - - 3 3 4 5 6 6 7 8 9 (this page intentionally left blank) –2– 100197 REV 02.11 INTRODUCTION – 1 1.1 THE NORTHSTAR NAVIGATOR FAMILY Congratulations on your purchase of a Northstar M3 GPS Navigator! With proper approval, the M3 is suitable for use under either Visual Flight Rules (VFR) or Instrument Flight Rules (IFR) for en route, terminal, and non-precision approach navigation. The M3 is Northstar's top-of-the-line VFR and IFR GPS Navigator, FAA-certified to TSO-C129, Class A1 for en route, terminal area, and non-precision approach navigation. Its 12-channel GPS sensor module includes fully automatic Receiver Autonomous Integrity Monitoring (RAIM), which constantly checks the validity of the received signals. Other Northstar GPS navigators include the GPS-60, a low-cost VFR-only navigator, and the GPS-600, a VFR unit that can be upgraded to become an M3 with its approval eligibility. The Northstar family also contains a loran-based navigator unit, the M2. The M2 loran is certified to TSO-C60b and—with companion Model 8100A Airborne GPS Sensor—TSO-C115a, for multisensor navigation. It’s suitable for approval for use under terminal and en route IFR. Historically, the Northstar family has consisted of two other loran-based navigator units: the M1 and the M2V. Northstar no longer sells the M1 and the M2V; however, many Northstar customers may still own an M1 or an M2V. The M1 loran is a VFR-only unit. The M2V is an upgrade applied to an existing Northstar M1 loran and is VFR-only. All models are nearly identical operationally to the M3, and their features and capabilities are very similar. After you’ve mastered any one of the Northstar navigators, you’ll probably find that operating any other Northstar unit is very similar. 1.2 NORTHSTAR M3 FEATURES The Northstar M3 is a highly sophisticated navigator with a built-in 12-channel GPS receiver. It builds on the highly successful Northstar M1, M2, GPS-60, and GPS-600, retaining easy-to-use operation while adding important new navigational –3– 100197 REV 02.11 1 – INTRODUCTION capabilities. Although the unit uses only two vertical inches of panel space, it contains: • An extremely sensitive, state-of-the-art GPS receiver. • An extensive database containing airports; very-highfrequency Omni-directional Ranges (VORs); non-directional beacons (NDBs); intersections; Class B, Class C, and Special Use Airspace (SUA); Victor and Jet airways; and GPS approaches. In addition, up to 250 user-entered waypoints and 100 user routes can be stored in the M3. The database is contained in a user-replaceable FliteCard™. The M3 includes either a North American FliteCard, a North American/ Approach FliteCard, or an International FliteCard, all containing information supplied by Jeppesen Sanderson, Inc. • High-brightness, dual (left and right sides) LED readouts that display navigation information to the pilot. The brightness level automatically adjusts under varying light conditions. • Dual, concentric selector switches with rotary knobs, and illuminated pushbuttons, both of which make operation ultra simple. 1.3 NORTHSTAR M3 LIMITATIONS The Northstar M3 Navigator may be approved within the National Airspace System (NAS) for the following: • Supplemental VFR-only use • Supplemental VFR and IFR use in en route and terminal areas • Non-Precision Approaches The procedures for obtaining installation and operational approval are described within Advisory Circular 20-138 and other FAA policy guidance, as applicable. In particular, guidance relating to GPS non-precision approach operation can be found in Advisory Circular 90-94. Approval of the installation may be accomplished by Type Certification, Supplemental Type Certification, or by the FAA Form 337 Field Approval method. Installation approval under this follow-on procedure may require ground and flight testing to substantiate satisfactory performance. Responsibility for conducting such tests rests with the installer and/or the operator. –4– 101097 REV 02.11 INTRODUCTION – 1 The installer and operator are responsible for ensuring that they follow appropriate airworthiness and operational considerations for installing and operating the M3 Navigator. If an FAA or other agency-approved aircraft Flight Manual Supplement (FMS) or supplemental flight manual was created to describe operational characteristics specific to your aircraft, the FMS or supplemental flight manual takes precedence over other operational guidance contained within this Reference Manual. The following statement applies specifically to the TSO’d Northstar M3 GPS navigator as required to satisfy the elements of the TSO: “The conditions and tests required for TSO approval of this article are minimum performance standards. It is the responsibility of those desiring to install this article on or within a specific type or class of aircraft to determine that the aircraft installation conditions are within the TSO standards. If not within the TSO standards, the article may be installed only if further evaluation by the applicant documents an acceptable installation and is approved by the FAA or other certifying agency.” 1.4 NAVIGATING WITH THE NORTHSTAR M3 With the Northstar M3, you can easily perform many useful navigation functions, including: • Pre-flight planning—even when it’s on the ground (or removed from your aircraft), the unit can tell you the distance and bearing to your destination, the distance and bearing of any leg of your flight plan, or the total distance of a complicated flight plan involving many stops. It also can tell you if any portion of your flight plan will pass through Class B, Class C, or Special Use Airspace. • Position finding—when operating in flight, the M3 always knows where it is and can tell you your bearing and distance from an airport, a VOR, or any other point in its database. • Direct navigation—simply designate a destination and the M3 will guide you directly there, from whatever your present position happens to be. • Route navigation—using waypoints from the unit’s database, or your own waypoints, enter up to 100 of your own personal –5– 100197 REV 02.11 1 – INTRODUCTION routes and automatically follow them. Or call up a Victor airway or Jet route from the M3’s database and follow it. • Non-precision approaches—call up an FAA-approved approach from the M3’s database and fly it. • Controlled Airspace Alert—if your current track or future track will take you near Class B, Class C, or Special Use Airspace, the unit’s Airalert feature advises you and helps you either avoid it or enter it legally. To help you stay on course, the unit has a built-in, electronic Course Deviation Indicator (CDI) to tell you how far you are to the left or right of your course line. The unit also can be interfaced to drive a standard CDI, and many HSIs (Horizontal Situation Indicator), flight directors, and autopilot. In addition, it may be interfaced to several models of fuel-management systems and moving map displays. 1.5 YOUR REGISTRATION CARD Make sure you promptly fill out your owner’s registration card and return it to Northstar Avionics. We must have your complete mailing address (not just a company name), so that we can send you your Starguard access code and any future information about the unit. (See “Starguard™ theft-protection system” on page 151.) 1.6 DATABASE UPDATES The database in your Northstar M3 is valid for a 28-day period. For IFR use, the pilot is required to ensure that every item of navigational data to be used is current and correct. This is easily accomplished by updating the database every 28 days; a subscription service is available from Northstar Avionics. In an IFR installation, a unit with an expired database flashes the  light when the unit is turned on. Until the pilot pushes  to display a warning, use of the knobs is disabled. If the Northstar M3 Navigator database has expired, en route IFR navigation is prohibited unless the flight crew verifies the accuracy of each selected waypoint and/or route selected for use by referring to current approved data, published navigation –6– 101097 REV 02.11 INTRODUCTION – 1 charts, or reference manuals. For non-precision approach operation, the FAA requires a current database. For VFR use, the database should be updated at appropriate intervals (at least once or twice a year) to keep it reasonably current with navigational and other changes to airports, navaids, and controlled airspace. If the database isn’t updated every 28 days, you’ll probably have some data in the unit that’s no longer current. The unit’s database is contained in a small, convenient card called a FliteCard. You can easily install an updated FliteCard yourself, or if you prefer, your Northstar dealer can quickly do it for you. For complete instructions on replacing a FliteCard, see “Changing your FliteCard™” on page 57. 1.7 IFR USE OF THE NORTHSTAR M3 The installation of a Northstar M3 in your aircraft must be individually approved for IFR use. The M3 may not be used for IFR navigation until it has been demonstrated to meet the requirements of appropriate Advisory Circulars or other FAA policy guidelines for en route, terminal, and approach operation under IFR. If your Northstar M3 has been approved for IFR operations, be aware of several factors: • For en route and terminal (transition) operations, GPS may only be used for supplemental navigation. This means that a conventional navigation receiver appropriate to the route being flown must still be used for primary guidance. • For non-precision approach operations, an approach may be flown only if the M3’s RAIM function, prior to the Final Approach Fix (FAF), indicates that the GPS signal integrity will be within prescribed limits. In addition, a particular instrument approach procedure may be flown using GPS only if the waypoint sequence is available from the unit’s internal database. • En route, terminal, and non-precision approach IFR approvals don’t relieve the pilot from the responsibility of using current navigation charts! –7– 100197 REV 02.11 1 – INTRODUCTION • If your installation has been IFR-approved, the M3 will display the following message every time it’s turned on: NORTHSTAR GPS APPROVED FOR IFR • If your installation hasn’t been IFR-approved, the M3 will instead display: NORTHSTAR GPS 1.8 FOR VFR USE ONLY SERVICE AND REPAIRS In case of an operating problem with your Northstar M3, you may contact your dealer or return the unit to the Northstar factory for diagnosis and repair. Be as complete and accurate as possible when you describe an operating problem. Systems may not be returned to Northstar without an RMA number. Call Northstar Service at (978) 897-7251 for an RMA number, or if you need further assistance. The unit is covered by a two-year limited warranty, which, in summary, states that if the M3 is returned to the factory by the owner or dealer during the warranty period, Northstar will repair or replace, free-of-charge, any part found to be defective due to faulty materials or workmanship, if the unit has been properly installed and hasn’t been abused. The only cost to the owner will be the one-way shipping charges and any associated charges that might be imposed by the dealer. Shipments to Northstar Avionics should be made to the following address: Northstar Avionics 30 Sudbury Road Acton, MA 01720 If you have special overnight or second-day shipping requirements (UPS or Federal Express), please call the factory for turnaround time and freight costs before shipping your M3. Refer to the Limited Warranty Policy at the beginning of this manual and to Section 3 of your Northstar Avionics M3 GPS Navigator Installation Manual for further details on the warranty, service, and update policies and procedures. –8– 101097 REV 02.11 INTRODUCTION – 1 1.9 BE CAREFUL! Although Northstar Avionics has done its best to make the M3 as accurate and reliable as possible, please be sure to remember the following precautions: • Navigation data is constantly changing. As always, doublecheck any navigation information before you rely on it. • Observe all limitations for use of your M3 under VFR or IFR. • The reliability record for the GPS system is very impressive, yet there’s always the possibility of occasional position errors for any number of reasons. Double-check your position often. • The unit contains so much information and so many features that you may find yourself spending too much time looking at it and not enough time watching for other aircraft. See and be seen is still an important rule both for VFR flight and for IFR flights in visual conditions. As with all other aircraft instruments, you should learn to take quick glances at the unit. Learn the number of knob clicks to go from one function to another, and become thoroughly familiar with the operation of each feature you want to use. Don't let the novelty of the M3 take your attention away from what's happening around you. Remember: Fly the aircraft! –9– 100197 REV 02.11 (this page intentionally left blank) – 10 – 100197 REV 02.11 Section 2 - GETTING STARTED This section covers initial training for using the Northstar M3 (see also “Demo mode” on page 157), a description of the uses and purposes of all of the unit's controls, and the initial  
functions you may want to use before flying with the unit. To help you understand the design and operation of the unit, be sure to read “General operating procedures” on page 16. You’ll find it a big help in learning to use the unit intuitively, without having to refer back to this manual. CONTENTS 2.1 2.2 2.3 2.4 Training with the M3 - - - Before you start - - - - - - General operating procedures Controls and readouts - - - 2.4.1 Pushbuttons - - - - - - - 2.4.2 Rotary switches - - - - - - 2.4.3 2.5 2.6 - - - - Self-guided tour of controls and readouts Using the cursor to enter data Using GPS - - - - - - - - - 2.6.1 GPS accuracy - - - - - - - 2.6.2 Altimeter setting - - - - - 2.6.3 Altitude encoder readout - - - - - - - 2.6.4 GPS altitude and HDOP readout - 2.7 Airalert™ control - - - - - - - - - 2.8 Setting the time zone - - - - - - 2.9 External annunciators and interfaces – 11 – 100197 REV 02.11 - - - - - - - - 13 15 16 17 18 21 23 27 27 27 27 28 28 29 30 31 (this page intentionally left blank) – 12 – 100197 REV 02.11 GETTING STARTED – 2 2.1 TRAINING WITH THE M3 To learn about your Northstar M3, the first step is to make sure that it’s operating properly. Your dealer will handle installation and initial checkout of the unit in your aircraft using the Northstar M3 GPS Navigator Installation Manual as a guide. You may want to read that manual, but everything you need to know about operating your unit is presented in this manual. Although your aircraft may be the best place to learn to use your M3, it isn’t your only choice. You can remove the unit from its mounting tray, take it home, and operate it using demo mode (see page 157). With this mode (which is a built-in simulation program), you'll be able to learn all of the unit’s features and practice using them in realistic navigation conditions. Of course, the unit won't receive GPS signals unless it’s connected to a Northstar GPS antenna; however, many of its functions, such as access to waypoint information, remain fully operable. To use the M3 while it’s out of your aircraft, you'll have to connect it either to a 12- or 24-volt battery or to a 12- to 24-volt DC power supply. Doing this requires an extra power cable and fan that you can order from your Northstar dealer. CAUTION: Make sure that the correct polarities are observed when connecting the unit to a battery or power supply. An incorrect connection may damage the unit. CAUTION: To avoid damage from overheating, the M3 must be supplied with forced air cooling whenever it’s operated. With the unit removed from your aircraft, you also have the option of receiving GPS signals and observing the unit acquiring them. You must order a separate antenna and cable from your dealer for this purpose. Here’s a summary of your training options. In aircraft: • with GPS signals • without GPS signals (as in hangar) – 13 – 100197 REV 02.11 2 – GETTING STARTED • overriding any GPS signals via demo mode Out of aircraft (requires battery): • with GPS signals (requires separate cable and antenna) • without GPS signals • demo mode Whatever approach you use in learning to operate the unit, the initial startup procedure is always the same: With the M3 installed in your aircraft or connected to an appropriate power source, turn the unit on by pushing in the center knob labelled
. The unit will display in the readout a series of self-test messages, followed by messages showing that it’s searching for GPS signals and getting ready to navigate. (If you’re new to Northstar navigators, this is a good time to visually acquaint yourself with the unit’s controls and readouts.) When the unit locks onto GPS signals and is ready to operate, it will notify you with the message: NAVIGATOR READY -USE ANY SWITCH- If you don’t have an antenna connected, you’ll probably want to use demo mode to provide simulated position data. (See “Demo mode” on page 157 for full details.) To quickly enter demo mode: 1. Depress and hold the button marked ‡ for a couple of seconds while turning the unit on. 2. Turn the large secondary (right hand) rotary knob to highlight  
. 3. Turn the small primary rotary knob to display: DEMO MODE?: YES ACK? 4. Press   twice. When you're finished using the M3, turn off the unit by pulling out the center knob labelled
. This can be done at any time; no special precautions or procedures are needed. When you turn on the unit again, it will automatically perform its startup sequence and notify you when it’s ready to operate. As – 14 – 101097 REV 02.11 GETTING STARTED – 2 you may have noticed, this takes about a minute, but it can be longer, up to several minutes, if signal conditions are poor. If the unit's self-test detects a problem with the equipment or the received signals, it will flash the yellow  button. You must press this button to read the displayed warning message before any of the other controls become operational. 2.2 BEFORE YOU START Here are six important points you should know at this time: • Safety precautions — Before navigating with the M3, read (and follow) the safety considerations contained in Section 10 of this manual. Also, be familiar with the warning messages listed in Appendix B. • Airspace alerts — If you operate the unit near Class B, Class C, or Special Use Airspace, or if your future track will penetrate such an area, the unit's Airalert feature will automatically alert you. You may want to briefly familiarize yourself with this feature, which is described in Section 7. • Bearings — All bearings displayed by the M3 are magnetic, corrected for local area magnetic variation. The only exception is winds aloft, which are reported as true. • Using the rotary knobs — In this manual, the instruction “turn the knob to the right” means turn it clockwise, and “turn the knob to the left” means counterclockwise. To turn a knob “all the way” to the left or “all the way” to the right means to turn it until the readout stops changing and further turning has no effect. (The knobs have no mechanical end stop, but the effect is similar.) The primary knobs are the knobs on the left-hand side of the unit, and the secondary knobs are on the right-hand side. The unit’s large knobs select a display function. Most display functions use just half of the 32-character readout—the 16 characters above the knob. Three display functions— , 
, and  
—take over the entire readout when they’re selected. The unit's small knobs select and display information for the chosen display function. They can be turned one or more clicks in either direction to select information, or they can be turned rapidly to scan quickly – 15 – 100197 REV 02.11 2 – GETTING STARTED through long lists of data. • The rest of this manual — Beginning on the next page, you'll find a summary of basic procedures that are used repeatedly in operating the unit. These procedures are described in detail later in the manual, and after some practice, you’ll be performing them automatically. After the summary of procedures, you’ll find detailed information about the unit's controls and readouts beginning on page 17. We suggest that you read through this information to become familiar with it. Then turn the knobs and push the buttons to get the feel of them and see what happens. After that, we hope you’ll enjoy working with the rest of the manual. If you’re uncertain about the operation of any of the controls or readouts, just refer back to that section. • In general — Don’t feel that you have to be an expert with all of the M3’s features before you fly with it and begin to enjoy its many benefits. In fact, as soon as you feel comfortable accessing waypoints in the database, and reading your bearing and distance to them, you’re ready. Start there, and then gradually try out other features as you need them or want to practice with them. Develop your own favorite ways of using the M3—ways that meet your own particular flying requirements. Now it’s time for you to get into the left-hand seat! Use the rest of this manual to learn about the unit’s details and operation. But before you do, you may want to go back to the page entitled “For Those Who Just Can't Wait” following the Table of Contents. Turn your M3 on and follow steps 2 through 5 of the procedure described there. Repeat it a few times. You’ll be impressed with how easy the unit is to use, and you'll be well on your way toward mastering its operation. And learning what’s in the rest of the manual will be much easier, too. Happy flying! 2.3 GENERAL OPERATING PROCEDURES Here are several general considerations to keep in mind while operating the Northstar M3: • Use the large, outer knobs to select the function you want the unit to perform. – 16 – 101097 REV 02.11 GETTING STARTED – 2 • The yellow annunciator next to each knob illuminates to show which function is active. Most functions use only onehalf of the full readout, leaving the other knob and its readout available for other functions. The functions  , 
, and  
use the entire readout and both the primary and secondary knobs. When one of these functions is being used, the annunciator for the other knob is turned off to show that side’s function is being controlled by the first knob. • Use the small, inner knobs to select specific data or operating options to be displayed by the function selected by the large knob. • The sequence is always the same whenever you specify or change a waypoint or heading you want to fly to, or whenever you want to follow a route. First, display your choice in the primary (left-hand) readout, then press ‡ and  . • Whenever the   button flashes and the readout displays ACK? (for example, while you’re entering data), it’s requesting confirmation. Press the   button when the data is correctly entered and ready to be locked in. • Whenever the   , , or   buttons flash of their own accord, a message is waiting to be displayed. Press the flashing button, read the message, and then press the button again to stop the flashing and return to normal operation. • When using the flashing cursor to enter data, remember the sequence: Press  to turn the cursor on, use the small knob to scan through the alphabet, numbers, or symbols, and use the large knob to move the flashing cursor ahead or back to the next character position. Finally, when you’ve correctly entered all characters, press  again to turn the cursor off. 2.4 CONTROLS AND READOUTS Below is a drawing of the M3, showing all of its controls and readouts, followed by an explanation of each one. As you learn the controls, don't be afraid to experiment—there isn’t any combination of button and switch settings that can cause any damage to the unit, although if you're not paying attention to what – 17 – 100197 REV 02.11 2 – GETTING STARTED you're doing, you might accidentally erase waypoints or routes that you’ve entered. Factory-programmed waypoints can’t be erased or modified, except by installing a new FliteCard. D CRSR ALRT PRIMARY READOUT CRSR ACK SECONDARY READOUT M3 GPS NAVIGATOR USER APT APT NORTHSTAR MSG USER PUSH ON VOR TRK VOR INFO NDB RTE NDB COMM APCH INT INT PRIMARY SECONDARY SETUP TSO 2.4.1 Pushbuttons There are six buttons across the top of the Northstar M3. Their basic functions are listed below: NOTE: You may press the ALRT, MSG, and ACK (ACK’s third function) buttons at any time to read an advisory, without disrupting cursoring or other activities. Just keep pressing the button until your original readout returns. Button Description ‡ (Direct) Press the ‡ button to define a flight path direct from your present position to the waypoint that’s displayed on the primary readout, or along a route or approach leg. The   button will automatically flash; press it to confirm the new path. The M3 then automatically calculates Off-Course Distance, Estimated Time Enroute (ETE), Estimated Time of Arrival (ETA), etc., for this flight path. To cancel this change, don’t press  , but press ‡again once or twice to return to the original readout. Several other navigation functions also can be performed using the ‡ and   buttons (see Sections 4 and 5). NOTE: Simultaneously pressing ‡ and the left-hand  button provides a shortcut for displaying the nearest airport’s identifier, bearing, distance, and longest runway. See “Quick nearest-airport display” on page 151. – 18 – 101097 REV 02.11 GETTING STARTED – 2  (Cursor) There are two  buttons, one to control data entry on the primary (left-hand) side of the unit and one for the same purpose on the secondary (righthand) side. Press either  to turn on a readout's flashing cursor, allowing you to use the rotary knobs to enter or change data shown on the readout. The  button illuminates while the cursor is activated. Press  again to turn the cursor off after data has been entered.   (Alert) This button flashes when any type of airspace alert (or Airalert) occurs. Airalert messages occur when the aircraft is about to penetrate Class B, Class C, or Special Use Airspace stored in the database, or when a flight path you’ve specified will pass through one of these areas. Press   to read the alert message. (See Section 7 for details.) Press   again to return to your previous readout. The   button remains illuminated for as long as the alert condition exists. Press it again to display current data.   will turn off when the aircraft is about four miles outside of the indicated area. The Airalert system may be partially or fully deactivated as described in “Disabling the Airalerts” beginning on page 145. NOTE: To display whether or not the Airalert system is currently activated, hold in (press without releasing) the   button anytime the button isn’t illuminated.  (Message) This button flashes if any new system messages are waiting to be seen by the pilot. Messages may be related to navigation accuracy or a change in RAIM status, or be approach-related, such as when you’re nearing the safe limit of a hold or procedure turn. Press  again to clear the message, display any additional messages, or finally, display GPS accuracy estimate — ACCY USING GPS: 0.05d — if you hold in the  button (releasing the  button returns you to your previous readout). In this readout, GPS accuracy estimate means there’s a 95 percent probability that your true position is within the number – 19 – 100197 REV 02.11 2 – GETTING STARTED of nautical miles (nm) displayed on the M3 readout. NOTE: You can display GPS accuracy estimate even when the  button isn’t illuminated. For most messages, the button remains illuminated for as long as the condition exists; you may press  again to re-read it. Other messages will disappear after you’ve read them once. Appendix B lists all the messages and their meanings.   (Acknowledge) First function—Confirmation of Defined Flight Path Press   after the ‡button (when prompted ACK? in the readout, accompanied by the flashing   light) to confirm a flight path to a waypoint or along a leg displayed in the primary readout. If you don’t want to take the proposed action, press ‡again. Second function—Data Entry During certain data entry procedures, such as choosing a parallel offset, the   button will flash and the readout will prompt ACK?. Press   after the data is correctly entered to indicate that it should be used by the M3. NOTE: There isn’t a specific button for “NEGATIVE ACKNOWLEDGE.” To indicate that you don’t want to take the displayed action, just turn a knob to obtain a different display. You may need to turn the cursor off first. Third Function—Reading an Advisory When an advisory is waiting to be displayed, the   button will flash. Press   to display the advisory, and press it again to clear the advisory and return to your previous readout. Fourth Function—Saving your Present Position Whenever the   button isn’t illuminated or flashing, you may press it to save your present position for later use. An advisory immediately informs you of the temporary name assigned to the position. Press   again to clear the displayed advisory. To use this saved – 20 – 101097 REV 02.11 GETTING STARTED – 2 position, you must follow the procedure in “Saving your present position” beginning on page 52 to convert this saved position into a user waypoint. 2.4.2 Rotary switches Each rotary switch has two knobs: a large, outer one and a smaller, inner one. The large knobs select the function (, 
,  , etc.) whose information is to appear in the readout. The small knobs select the specific data to be displayed for the chosen function. For example, if you turn either large knob to 
, you'll see airport information displayed. You may then turn the small knob to display the various airports stored in the unit’s database. The M3 has two separate readouts, each one with its own controls and cursor button. The left-hand dual rotary knob (the primary knob) controls the readout on the left-hand side (the primary readout). The right-hand dual rotary knob (the secondary knob) controls the right-hand readout (the secondary readout). The following functions can be selected by turning either of the large knobs: 
 , and   allow you to look at waypoints stored in the unit's memory. Use the small knobs to select from the waypoints in the chosen category. The readout shows the waypoint's identifier as well as the bearing and distance from your present position to that waypoint. The waypoint categories are: 
– Airports  – VOR transmitters  – Non-Directional Beacons including Locator Outer Markers (LOMs)  – Intersections, including terminal area airspace fixes   – User-entered waypoints These waypoint functions are available for both the primary and secondary readouts. You can display the bearing and distance of two different waypoints simultaneously, one on each readout. – 21 – 100197 REV 02.11 2 – GETTING STARTED The following functions can be selected by turning the large primary knob:  (Track) displays information about the current desired track, which you determined by pressing the buttons marked ‡and  ). Use the small primary knob to select the navigation data you want to display, such as off-course distance or your ETE to the waypoint.   (Routes) allows you to access, enter, review, and follow routes. The route function encompasses both the primary and secondary readouts. When  is selected, the secondary knobs are used exclusively for route entry and editing, covered in detail in Section 5. 
 (Approaches) allows activation and control of approved non-precision approaches; see Section 6. 
, like  , takes over the secondary readout and knobs. The following functions can be selected by turning the large secondary knob:  (Information) displays additional information about a waypoint or track that’s shown in the primary readout. Use the small secondary knob to select the type of additional information shown, by category:  for 
City and State Name Communications Frequencies Elevation Runways Approaches and Lighting Latitude and Longitude  for  City and State Name Frequency Latitude and Longitude for  City and State or Country Name Frequency Latitude and Longitude – 22 – 101097 REV 02.11 GETTING STARTED – 2  for  Latitude and Longitude  for   Latitude and Longitude  for  Shows additional navigation data about your current track. For example, you might choose to display the CDI on the primary side and your ground speed and track angle error on the secondary side.  (Communications) displays local communications frequencies.  
(Setup) allows you to enter or review standard data in the unit’s memory, and also to perform setup functions to activate special modes and features. All  
functions use both the primary and secondary readouts. NOTE:  
can’t be selected when  or 
 is active; conversely,  and 
 can’t be selected when  
is active. 2.4.3 Self-guided tour of controls and readouts If you’re new to the M3, and have just read about its controls and readouts, we suggest that you spend a few minutes experimenting with them if you haven't already done so. (Remember: There isn’t any combination of button and switch settings that can damage the unit.) Here's a brief demonstration you can try. Do part of it or all of it; it takes only a couple of minutes. You’ll learn a lot about operating the unit, and the sequence is similar to one you may actually use in navigating with it. If GPS signals are available, and you don’t care to simulate motion, perform the following procedure: 1. Turn the unit on by pushing in the center knob labelled
, and wait for the ready message. If a button flashes, press it and read the waiting message (for example, the unit might want to let you know you're in a controlled airspace area). Press the button again until it stops flashing. If it remains illuminated, ignore it (unless – 23 – 100197 REV 02.11 2 – GETTING STARTED the message refers to something that will prevent you from operating the unit). Proceed as follows: 2. Turn the large primary (left-hand) knob to the 
position. The primary readout displays an airport identifier and the distance and bearing to it. 3. Turn the large secondary (right-hand) knob to the  position. 4. While watching the primary readout, turn the small primary knob. Notice that each click displays an airport. (If you find that you are in the   listing, and you happen to display the LOCAL-ALL “signpost,” pause briefly and turn the knob to the right in the direction of the ALL listing.) 5. Using different speeds to turn the small primary knob— from fast to slow and then click-by-click—display several different waypoints in the ALL database listing. In each instance, the airport identifier, and the bearing and distance from your present position to it, will be displayed. 6. Use the small primary knob to display an airport that’s near your present position or that you’re familiar with. 7. Watching the secondary readout, turn the small secondary knob in either direction to display additional information about the airport shown on the primary readout. 8. To define a flight path direct from your present position to the waypoint displayed on the primary readout, press the ‡button, and then the flashing   button. 9. Notice that the primary readout has switched automatically to the  (track) function. Watch the primary readout and turn the small primary knob in either direction to read the track information. 10. Turn the large secondary knob to the 
position. Turn the small secondary knob in either direction to display the distance and bearing to various waypoints from your present position. 11. Press and hold the  button to display the unit's calculation of its estimated accuracy. – 24 – 101097 REV 02.11 GETTING STARTED – 2 12. Simultaneously press the ‡button and the left-hand  button to display the airport nearest your present position. Turn the small primary knob to show other nearby airports. 13. Turn the large secondary knob to  
. 14. Turn the small secondary knob to display various  
functions. Do not press   at this time. When finished, turn the large secondary knob to a position other than  
to stop using the setup function and return to normal readouts. 15. Turn the large primary knob to the  position to switch the primary readout back to the track function for your original waypoint. Turn the small primary knob to display various track functions for the waypoint. If GPS signals aren’t available (for example, in a hangar), or if you want to simulate motion, select demo mode with the following procedure: 1. While turning the unit on, press and hold the ‡button for a few seconds until the readout rolls up. 2. Turn the large secondary (right-hand) knob to  
; the readout displays: DEMO MODE?: NO 3. Turn the small primary knob one click to the right to display: DEMO MODE?: YES ACK? Press   twice; the readouts automatically switch to 
, displaying your simulated position. 4. While watching the primary readout, turn the small primary knob. Notice that each click displays an airport. (If you find that you’re in the   listing, and you happen to display the LOCAL-ALL “signpost,” pause briefly and turn the knob to the right in the direction of the ALL listing.) – 25 – 100197 REV 02.11 2 – GETTING STARTED 5. Using different speeds to turn the small primary knob— from fast to slow and then click-by-click—display several different waypoints in the ALL database listing. In each instance, the airport identifier, and the bearing and distance from your present position to it, will be displayed. 6. Use the small primary knob to display an airport that’s near your simulated present position or that you’re familiar with. 7. Watching the secondary readout, turn the small secondary knob in either direction to display additional information about the airport shown on the primary readout. 8. To define a flight path direct from your present position to the waypoint displayed on the primary readout, press the ‡button, and then the flashing   button. The unit’s simulated position will “fly” toward the waypoint. 9. Notice that the primary readout has switched automatically to the  (track) function. Watch the primary readout and turn the small primary knob in either direction to read the track information. 10. Turn the large secondary knob to the 
position. Turn the small secondary knob in either direction to display the changing distance and bearing to various waypoints from your present position. 11. Simultaneously press the ‡button and the left-hand  button to display the airport nearest your present position. Turn the small primary knob to show other nearby airports. 12. Turn the large secondary knob to  
; the readout displays current speed and course. (In Section 8.8, you’ll learn how to modify these while in demo mode.) 13. Turn the small secondary knob to display various  
functions. Do not press   at this time. When finished, turn the large secondary knob to a position other than  
to stop using the setup function and return to normal operations. – 26 – 101097 REV 02.11 GETTING STARTED – 2 That’s it. If you want to repeat the exercise or experiment by changing the steps, go right ahead. Among other things, there are more than 25,000 waypoints you can choose to practice with! Several of the Northstar M3’s important  
functions are described later in this section; others that you won’t need to use right away are described in Section 8. There’s no need to repeat these setup functions every time you turn on the unit. 2.5 USING THE CURSOR TO ENTER DATA In later sections of this manual, you’ll see data entered in two different ways. In some cases, you’ll turn the small knob to select among a number of choices, and then press   to lock in the proper choice. In other cases (for example, to select a waypoint by entering the identifier as described in “Selecting waypoints” on page 42), you’ll first activate the cursor, and then enter the letters character by character. You should practice both methods to be comfortable with each one; they’ll be used frequently for various types of data entry. 2.6 USING GPS 2.6.1 GPS accuracy The Northstar M3 calculates GPS position based on the WGS-84 spheroid. If the antenna isn’t blocked, GPS accuracy should be excellent—around 100 meters (.05 nm) or better, most of the time. To meet the signal availability requirements of an installation approved for Class A1, the Northstar M3 uses pressure altitude from your altitude encoder to enhance the performance of the GPS receiver. If the altitude encoder should fail, there may be a few additional RAIM warnings, but GPS will still function normally. 2.6.2 Altimeter setting Your altitude encoder supplies pressure altitude to the M3. The accuracy of missed-approach-reminder altitude messages can be improved by manually entering the altimeter setting function – 27 – 100197 REV 02.11 2 – GETTING STARTED described below. This operation is not required for operating the M3 under Class A1 approval, but is included for reference. If you don’t enter the current altimeter setting, the M3 will assume a setting of 29.92 inches. The M3 uses this default setting every time it’s turned on, and this setting remains in use unless it’s changed as described below. To enter the altimeter setting: 1. Turn the large secondary knob to  
. 2. Turn the small secondary knob to display: 29.92: ALTIMETER SETTING 3. Turn the small primary knob to enter the current setting for your area. 4. Press  . 2.6.3 Altitude encoder readout Another  
function displays the pressure altitude reported by the encoder. Turn the large secondary knob to  
and the small secondary knob to display: RAW ENCODER ALTITUDE: 5300' 2.6.4 GPS altitude and HDOP readout A third  
function displays the altitude calculated by the GPS sensor when it’s operating in 3-D mode. On the same line, the quantity labelled Horizontal Dilution Of Precision (HDOP) is a measure of how good the satellite pattern is in the sky for fixtaking purposes. HDOP is dependent on how many operational satellites are in view and where they’re currently located. HDOP doesn’t consider atmospheric conditions, Selective Availability, and signal interference, which all affect accuracy. An HDOP lower than 1.5 implies excellent performance. Turn the large secondary knob to  
and the small secondary knob to display: GPS ALT: 5400' GPS HDOP: 1t – 28 – 101097 REV 02.11 GETTING STARTED – 2 CAUTION: GPS altitude should never be used for navigation. GPS-derived altitude isn’t sufficiently accurate for use in determining vertical separation. In addition, the nation's airspace usage is based on altitude information from a barometric altimeter using the appropriate altimeter correction. It is vitally important that all pilots use the same reference system for altitude. 2.7 AIRALERT™ CONTROL The M3’s useful Airalert™ feature tells you if your future track penetrates Class B, Class C, or Special Use Airspace, or if you’re about to enter (or are already in) one of these areas. See Section 7 for details. While you’re learning to use the unit, you may prefer to turn off the airspace messages given by Airalert until you’re ready to deal with these extra functions. To disable Airalert for Class B and C airspace: 1. Turn the large secondary knob to  
. 2. Turn the small secondary knob to display: ALL CLASS B & C AIRALERT ON 3. Turn the small primary knob to display: ALL CLASS B & C NO AIRALERT ACK? 4. Press  , and Airalert will be disabled for Class B and Class C airspace. To disable Airalert for Special Use Airspace (abbreviated SUA, and including Prohibited, Restricted, Warning, Alert, and Military Operations Areas): 1. Turn the large secondary knob to  
. 2. Turn the small secondary knob to display: SUA ALERT ON 3. Turn the small primary knob to display: SUA ALERT OFF – 29 – 100197 REV 02.11 ACK? 2 – GETTING STARTED 4. Press  , and Airalert will be disabled for SUAs, except for Prohibited Areas, for which alerts always remain active. 2.8 SETTING THE TIME ZONE The Northstar M3 adjusts its internal clock to the time obtained from the GPS system after power has been turned on and the satellites have been acquired. The time zone is set at the factory to ZULU time. You may leave the time zone set to ZULU, or set the time zone to local time. Designating the time zone will automatically adjust the displayed time to the correct offset from ZULU time. To adjust the current time zone: 1. Turn the large secondary knob to  
. 2. Turn the small secondary knob to display the time of day and the time zone: COORD.UNIV./ZULU TIME IS 15:24:32 3. Turn the small primary knob to select either Coordinated Universal Time ( ), or your local time zone. North American time zones include settings for both standard time ( ) and daylight savings time ( ): EASTERN STD TIME IS 10:24:32 4. Press  . You may change to a different time zone (the time of day will automatically adjust to the new time zone) whenever you want. Just display the time, turn the small primary knob to choose the new zone, and then press  . For a listing of time zone abbreviations and their meanings, see “Estimated time of arrival” on page 73. – 30 – 101097 REV 02.11 GETTING STARTED – 2 2.9 EXTERNAL ANNUNCIATORS AND INTERFACES To aid in navigation, several types of remote panel-mounted annunciators and other devices may be connected to the Northstar M3.  annunciator—An amber annunciator that automatically illuminates in the same manner as the unit’s  light.  annunciator—An amber annunciator that indicates that Receiver Autonomous Integrity Monitoring (RAIM) isn’t available or can’t verify the accuracy of GPS signals. This annunciator is optional, even for Class A1-approved installations. 
   annunciator—An amber annunciator that illuminates whenever you are within 15 seconds flying time of the waypoint the unit is currently navigating to, or of the place to start a turn to the next leg. It may be abbreviated 
or 
  .
  annunciator—An amber, white, or green annunciator that illuminates whenever a parallel offset has been activated. The annunciator may be abbreviated  or
 for parallel track. (See “Parallel offset” on page 154.) 
 annunciator—A blue or green annunciator that indicates the unit is in final approach mode. /    
  interface—The M3 may be interfaced to many types of indicators and systems.       —The M3 may be interfaced to an altitude encoder or altitude serializer to improve GPS performance (required for IFR installations). The unit may also be interfaced with devices like fuel management systems and/or moving map displays, and with the optional Northstar C1 VHF Communications transceiver module. Now you’re familiar with some of the M3’s  
functions and are ready to do something even more interesting: learning about the unit’s database of waypoints. – 31 – 100197 REV 02.11 (this page intentionally left blank) – 32 – 100197 REV 02.11 Section 3 - USING THE WAYPOINT DATABASE This section introduces the Northstar M3’s waypoint database. It tells how to determine your position as distance and bearing to a nearby airport or VOR, like a conventional navigational receiver does. Next, it describes several ways of accessing waypoints from the database, and how to enter your own waypoints. Finally, “Changing your FliteCard™” on page 57 explains how to replace your database with a current release to maintain accuracy of the data. CONTENTS 3.1 3.2 3.3 3.4 The Northstar M3’s database - Displaying your position - - - Additional waypoint information Selecting waypoints - - - - - - Selecting waypoints by scanning Selecting waypoints by identifier - - - - - - - - - - - - - - - - 3.4.1 - - - 3.4.2 3.4.3 Selecting waypoints by name or city - - - 3.5 Duplicate waypoint identifiers - - - - - - 3.6 TO/FROM indicator - - - - - - - - - - - 3.7 Adding your own waypoints to the database 3.7.1 Entering a user waypoint - - - - - - - - 3.7.2 Erasing a user-entered waypoint - - - - - 3.7.3 Saving your present position - - - - - - - 3.8 FliteCard™ updates - - - - - - - - - - - 3.9 FliteCard™ warranty - - - - - - - - - - - 3.10 Changing your FliteCard™ - - - - - - - - - – 33 – 100197 REV 02.11 - - - 35 36 36 42 42 44 44 46 47 48 49 52 52 54 56 57 (this page intentionally left blank) – 34 – 100197 REV 02.11 USING THE WAYPOINT DATABASE – 3 3.1 THE NORTHSTAR M3’S DATABASE A database is a collection of useful information. The Northstar M3 contains a very useful database indeed—it includes all the important airports, navaids, and intersections in the coverage area. Database waypoints are grouped into five categories: Airports, VORs, NDBs, Intersections, and User. All waypoints in each category are listed in alphabetical (A-Z) and numerical (0-9) sequence, according to the first character of the waypoint identifier. Alphabetical listings always precede numerical listings. The North American database contains the following information for the U.S., Canada, Mexico, and the Caribbean: 
 
 The M3 North American and North American/ Approach FliteCards are programmed with over 14,000 airports, including all “public use” and military airports and most U.S. privately-owned airports. Military airports are included in the database for use in emergencies and as visual reference points, and for those authorized to land. These airports are designated by the letter m to the right of their identifier. Privately-owned airports (often restricted or requiring prior permission to land) are designated by the small letters k(Pr) to the right of their identifier. : Coordinates of all civil-use VORs. Of course, the M3 doesn’t receive signals from VORs or NDBs—it uses the location of these navaids as familiar and useful reference points. : Coordinates of civil-use NDBs (excluding marine radiobeacons, but including Locator Outer Markers).    : Coordinates of all low-altitude and highaltitude intersections and terminal-area airspace fixes.  : There are no factory-programmed waypoints in the user category. You may enter up to 250 additional user waypoints as described in “Adding your own waypoints to the database” beginning on page 48. – 35 – 100197 REV 02.11 3 – USING THE WAYPOINT DATABASE In addition, the M3’s database contains RCO (Remote Communication Outlets) frequencies, Special Use Airspace (SUA), Airways and Jet Routes, and GPS approaches. Also available is an International Database that contains data covering the entire world. 3.2 DISPLAYING YOUR POSITION You can instantly display your position in terms of bearing and distance to any of the thousands of waypoints in the unit's database. To do this, use the large primary or secondary knob to select the waypoint category: 
  or—if you’ve already entered some of your own waypoints— . The section “Selecting waypoints” beginning on page 42 describes numerous ways to quickly find the specific waypoint you want, but for now, just turn the small primary knob to select a waypoint of interest. The identifier of the waypoint (such as LAX for Los Angeles International) and its bearing and distance will be displayed on the primary readout: {LAX 351† 82p d In keeping with standard aviation practice, the bearing displayed is magnetic (referenced to magnetic north). A shortcut for quickly displaying your position relative to the nearest airport is described in detail in “Quick nearest-airport display” on page 151. Press ‡and the left-hand  button simultaneously to activate this function. If you want to display your position as latitude/longitude coordinates, turn the large secondary knob to  
, and turn the small secondary knob to find the line that displays the lat/lon of your position. 3.3 ADDITIONAL WAYPOINT INFORMATION To display more information about a waypoint shown in the primary readout, turn the large secondary knob to the  position, then turn the small secondary knob to scan through the available information. For example, you can display the city and state of airports, VORs, and NDBs. This information can be useful – 36 – 101097 REV 02.11 USING THE WAYPOINT DATABASE – 3 when selecting waypoints, since in many cases waypoint identifiers themselves aren’t sufficiently descriptive. The next two pages list typical information displayed for each waypoint category. – 37 – 100197 REV 02.11 3 – USING THE WAYPOINT DATABASE  
  BOSTON MA
   
   LOGAN INTL     ATIS: 135.0     APPROACH:120.625  
  TOWER: 119.1     FSS: 122.4     GROUND: 121.9      LIGHTS: 122.8 
    CLNC DEL:121.65
   !     UNICOM: 122.95 "   CTAF: 119.1
 #    ELEVATION 20'  $  15-33 10100'HARD % ! #& & NE-SW 5100'GRAV  '    18-36 4000'TURF #( 11-29 3500'DIRT IFR APCH, LGTD  ) )) LAT. 42†21o2n      LON. 72†46e5^      !"" #$% #&'( )' IFR NO ???? APCH APCH APCH #   *   !*  !! )(%&)*( #&'( )' LGTD UNLGTD LGTD:T LGT:??   "     %  # !*  – 38 – 101097 REV 02.11 USING THE WAYPOINT DATABASE – 3   GARDNER MA GARDNER VOR FREQ: 110.6 LAT. 42†32c1n LON. 72†03t4^
   
   +,%  +,%   +,%    +,%     PROVINCETOWN MA PROVINCETOWN NDB FREQ: 389 LAT. 42†04q3n LON. 70†13z2^
   
   !- !-   !-    !-    *&' '$&)* LAT. LON. 42†15t4n 71†30t8^  #     #     &%''  #&'( + LAT. 42†15t4n LON. 71†30t8^ ERASE XXXXX ACK? "# .    "# .     $ # "# . – 39 – 100197 REV 02.11 3 – USING THE WAYPOINT DATABASE &#&'#*,
-)*$' ,'. &%'//#*, #*#,# When a waypoint’s city and state or province is displayed, one of the following two-letter codes identifies the state or Canadian province of 
, , and  waypoints: AB AK AL AR AZ BC CA CO CT DC DE FL GA HI IA ID IL IN KS KY LA MA MB MD ME MI MN MO MS MT Alberta Alaska Alabama Arkansas Arizona British Columbia California Colorado Connecticut District of Columbia Delaware Florida Georgia Hawaii Iowa Idaho Illinois Indiana Kansas Kentucky Louisiana Massachusetts Manitoba Maryland Maine Michigan Minnesota Missouri Mississippi Montana NB NC ND NE NF NH NJ NM NS NW NV NY OH OK ON OR PA PE PQ PR RI SC SD SK TN TX UT VA VT New Brunswick North Carolina North Dakota Nebraska Newfoundland New Hampshire New Jersey New Mexico Nova Scotia Northwest Territories Nevada New York Ohio Oklahoma Ontario Oregon Pennsylvania Prince Edward Island Province of Quebec Puerto Rico Rhode Island South Carolina South Dakota Saskatchewan Tennessee Texas Utah Virginia Vermont – 40 – 101097 REV 02.11 USING THE WAYPOINT DATABASE – 3 0*& + ,'. $0*& )'&%' &%#*&%'//#*, #*#,#/ The following three-letter codes identify the country of waypoints located outside of the U. S. and Canada. This table is current as of 1996 and is subject to additions and deletions. AFG AGO AIA ALB ANT ARE ARG ARM ASM ATG AUS AUT AZE BDI BEL BEN BFA BGD BGR BHR BHS BIH BLR BLZ BMU BOL BRA BRB BRN BTN BWA CAF CAN CHE CHL CHN CIV CMR COG COK COL COM CPV CRI CUB CYM CYP CZE DEU DJI DMA DNK DOM DZA ECU EGY ERI Afghanistan Angola Anguilla Albania Netherland Antilles & Aruba United Arab Emirates Argentina Armenia American Samoa Antigua Australia Austria Azerbaijan Burundi Belgium Benin Burkima Faso Bangladesh Bulgaria Bahrain Bahamas BosniaHerzegovina Belarus Belize Bermuda Bolivia Brazil Barbados Brunei Bhutan Botswana Central African Republic Canada Switzerland Chile & Easter Is PR of China Ivory Coast Cameroon Congo Cook Is Colombia & San Andres Comoros Cape Verde Costa Rica Cuba Cayman Is Cyprus Czechoslovakia Germany Djibouti Dominica Denmark Dominican Republic Algeria Ecuador Egypt Eritrea ESP EST ETH FIN FJI FLK FRA FRO FSM GAB GBR GEO GHA GIB GIN GLP GMB GNB GNQ GRC GRD GRL GTM GUF GUM GUY HKG HND HRV HTI HUN IDN IND IOT IRL IRN IRQ ISL ISR ITA JAM JOR JPN JTN KAZ KEN KGZ KHM KIR KNA KOR KWT LAO LBN LBR LBY LCA Spain & Canary Is & Melilla Estonia Ethiopia Finland Fiji Is Falkland Is France Faroe Is Micronesia Gabon Great Britain Georgia Ghana Gibraltar Guinea Rep Guadeloupe Gambia Guinea-Bissau Equatorial Guinea Greece Grenada Greenland Guatemala French Guiana Guam Guyana Hong Kong Honduras Croatia Haiti Hungary Indonesia India British Indian Ocean Trust & Chagos Archipelago Ireland Iran Iraq Iceland Israel & Jerusalem Italy Jamaica Jordan Japan Johnston Atoll Kazakhstan Kenya Kyrgyzstan Cambodia Kiribati St. Kitts & Nevis Island Korea Kuwait Laos Lebanon Liberia Libya St. Lucia LKA LSO LTU LUX LVA MAC MAR MDA MDG MDV MEX MHL MID MKD MLI MLT MMR MNG MNP MOZ MRT MSR MTQ MUS MWI MYS MYT NAM NCL NER NGA NIC NIU NLD NOR NPL NRU NZL OMN PAK PAN PCI PER PHL PLW PNG POL PRI PRK PRT PRY PYF QAT REU ROM RUS – 41 – 100197 REV 02.11 Sri Lanka Lesotho Lithuania Luxembourg Latvia Macau Morocco Moldavia Madagascar Maldives Mexico Marshall Is Midway Is Macedonia, FYR Mali Malta Myanmar Mongolia Mariana Is & N Mariana Is Mozambique Mauritania Montserrat Is Martinique Mauritius Malawi Malaysia Mayotte Namibia New Caledonia Niger Nigeria Nicaragua Niue Netherlands Norway Nepal Nauru New Zealand Oman Pakistan Panama Caroline Is Peru Philippines Palau Papua New Guinea Poland Puerto Rico DPR of Korea Portugal and Azores and Madeira Island Paraguay French Pacific Overseas Terr. & Society Is & Tuamotu Is Qatar Reunion Romania Russia RWA SAU SDN SEN SGP SHN SLB SLE SLV SOM SPM STP SUR SVK SVN SWE SWZ SYC SYR TCA TCD TGO THA TJK TKM TON TTO TUN TUR TUV TWN TZA UGA UKR URY USA UZB VCT VEN VGB VIR VNM VUT WLF WSM XJW YEM YUG ZAF ZAR ZMB ZWE Rwanda Saudi Arabia Sudan Senegal Singapore St. Helena and Ascension Is Solomon Is Sierra Leone El Salvador Somalia St. Pierre & Miquelon Sao Tome & Principe Suriname Slovakia Slovenia Sweden Swaziland Seychelles Syria Turks Is & Caic Is Chad Togo Thailand Tajikistan Turkmenistan Tonga Trinidad & Tobago Is Tunisia Turkey Tuvalu Taiwan Tanzania Uganda Ukraine Uruguay USA Uzbekistan St. Vincent Venezuela British Virgin Is Virgin Is Vietnam Vanuatu Futuna Is & Wallace Is Western Samo Wake Is Yemen Yugoslavia S African Republic Zaire Zambia Zimbabwe 3 – USING THE WAYPOINT DATABASE 3.4 SELECTING WAYPOINTS To select a specific waypoint within a database category, you have a choice of three methods: • you may scan through the list of waypoints • you may enter the identifier of the waypoint • you may enter the waypoint's name or city A word of caution: When using the three- or four-letter airport identifiers, be careful to distinguish between the number zero and the letter “oh.” The M3 always displays the number zero with a slash through it (0), and the letter “oh” without the slash (O). Some airport directories show the number zero with a slash through it; other directories do not and they must be looked at carefully—the wider character is the letter “oh” and the narrower character is the number zero. For example, the identifier of Heart Airport in Kansas City is MO06, and must be entered as MO06. (You may even be in the habit of thinking of your local airport as OY5 when, in fact, its correct identifier is 0Y5.) In a few directories, it’s difficult to distinguish between the letter “el” and the number one. The M3 won’t recognize an identifier that’s entered incorrectly. You must always use O and L for the letters and 0 and 1 for the numbers. When scanning through the database, the waypoints beginning with letters appear first, followed by the digits 0-9, and then the special characters, if any. In the North American databases, the ICAO “K” prefixes for major U.S. airports have been deleted from the identifier. For example, Los Angeles International is shown as LAX, not KLAX. Canadian, Mexican, and Latin American airports are shown with their appropriate ICAO prefix (C for Canada and M for Latin America). In the International database, the K prefix is included for U.S. airports, where appropriate, to conform to international usage, and Alaskan airports are displayed with their ICAO prefix of PA. 3.4.1 Selecting waypoints by scanning Scanning and selecting from among the thousands of waypoints stored in the M3 database can be accomplished quickly and easily. Within each waypoint category (
, for example), the M3 divides waypoints into two groups: LOCAL and ALL. To access – 42 – 101097 REV 02.11 USING THE WAYPOINT DATABASE – 3 the LOCAL group, turn the small knob all the way to the left. To access the group of ALL waypoints, turn the small knob to the right. The Local Group The LOCAL waypoint group consists of up to 20 waypoints nearest your present position. These are the waypoints that will be of interest most often, and scanning through them is accomplished quickly. Local airports and VORs are listed in order of distance from your position. NDBs, intersections, and user waypoints are listed alphabetically. In flight, you’ll pass some waypoints and approach others. The unit automatically and continuously updates and rearranges the group of LOCAL waypoints. You can observe this when you display the leftmost (nearest) airport in the local group. As you approach a closer airport, the display will flash NEAREST AIRPORT, then automatically display the identifier, bearing, and distance to that airport. If you’re using the  function to display the airport's city and state, the new city will also be automatically displayed. NOTE: Here’s a shortcut to display the nearest airport. Simultaneously press
‡and the left  button to instantly display the nearest airport's identifier, bearing, distance, and longest runway on the primary and secondary readouts. The beginning (left end) of the LOCAL group is designated by the display LOCAL-->, and the division between the groups is designated by <--LOCAL ALL-->. These arrowed displays show the direction to turn the small knob to move between the two waypoint groups (LOCAL and ALL). The All Group To access the group of ALL waypoints, turn the small knob to the right. (You must pause briefly at the <--LOCAL ALL--> message before you can access the larger group.) Here, you'll find all the waypoints in the waypoint category you selected, listed in alphabetical and numerical order. In the airport category alone, many thousands of waypoints are listed. It would be time-consuming and unnecessary to have to rotate the small knob for thousands of clicks to select the desired – 43 – 100197 REV 02.11 3 – USING THE WAYPOINT DATABASE waypoint. The M3 steps through the waypoints at a rate proportional to the speed you turn the small knob. If you turn the knob slowly, the waypoints appear one at a time, in sequence. Turn the knob quickly, and the waypoints jump by rapidly. You should practice this procedure to get the feel of it. Search for well-known airports like LAX or DCA (or your local field). Turn the small knob rapidly to get to the correct starting letter or number, then turn slowly as you get near the correct waypoint. You'll soon learn how fast to turn the small knob to produce the right amount of “jump” in the readout. With a little practice, you should be able to select any waypoint you want in just a few seconds. 3.4.2 Selecting waypoints by identifier Instead of scanning through waypoints as described above, you can select a waypoint directly by entering the characters of its identifier, the standard one- to five-character code assigned to the waypoint. To do this, proceed as follows: 1. Press , and the leftmost character displayed will flash. Use the small knob to select the first letter of the waypoint's identifier. Then use the large knob to move the flashing cursor to the second letter and use the small knob to select the second character of the identifier. Repeat for each character of the waypoint's identifier until all characters are correct; meanwhile, the M3 always tries to guess a matching waypoint identifier. NOTE: If you discover that you’ve entered an incorrect character or characters, simply turn the large knob to locate the cursor over each incorrect character and make the correction. 2. When the identifier is completely entered, press  again to turn the cursor off. This action completes the selection procedure. 3.4.3 Selecting waypoints by name or city If you don’t know the identifier of an airport, VOR, or NDB, you can ask the M3 to search the database for the waypoint's facility name or city. To do this, enter the first few characters of the waypoint name or city as described below. Then, by turning the – 44 – 101097 REV 02.11 USING THE WAYPOINT DATABASE – 3 small primary knob, you’ll scan through only those waypoints whose name or city begins with the characters you specified. Proceed as follows: 1. Turn the large primary knob to 
, , or  to select the waypoint category. 2. Turn the large secondary knob to . 3. Turn the small secondary knob to display either any waypoint name or any city, depending on which you want to search for. (The waypoint that’s displayed at this time is of no consequence.) 4. Press the right-hand  button to turn the cursor on, and then use the secondary knobs to enter the first few characters of the desired name or city. Do not turn the  off! 5. If the desired waypoint doesn't appear in step 4, turn the small primary knob to scan through those waypoints that begin with the characters you entered. 6. When you find the desired waypoint, press  again to turn the cursor off. In many cases, the unit will find several waypoints listed for the same city. For example, there are many airports listed under Houston, as well as common city names like Springfield and Columbus, which are found in several different states. Check the state code to the right of the city and the identifier code on the far left to help determine which one you want. Entering the waypoint name, instead of the city, may be a better approach in such cases. As you turn the small primary knob, the unit will display only those cities or names that precisely match the letters you entered. In general, the first five characters of the waypoint's city and name in the database exactly match the listings in airport directories; however, the following changes have been made in the database to make cities and names easier to find: • All periods have been removed. Any apostrophes and hyphens have been retained. – 45 – 100197 REV 02.11 3 – USING THE WAYPOINT DATABASE • Any blank space found between a prefix “MC” and the remainder of the name has been deleted. For example, the name MC BRIAN will appear as MCBRIAN. • FORT has been abbreviated to FT (no period). • SAINT has been abbreviated to ST (no period). • When NORTH, SOUTH, EAST, and WEST are parts of long names, they’re usually abbreviated as N, S, E, and W. • For an airport named for a person, the initials or first names are often deleted, unless the person is especially well-known (such as WILL ROGERS AIRPORT). 3.5 DUPLICATE WAYPOINT IDENTIFIERS There are many cases in which the FAA or other agencies have assigned the same identifier code for two or more waypoints within the same database category. For example, an NDB colocated with an outer marker may use the same identifier as another NDB located in a different part of the country. In these cases, Northstar adds a suffix to the identifiers to distinguish between them. The suffix is a number sign (#) followed by a oneor two-digit number. For example, two NDBs having the same identifier “CL” would be shown as CL #1 and CL #2. When you enter the identifier CL, you’ll see CL #1 displayed as a reminder that there’s more than one waypoint designated by that identifier. You can easily determine and select the NDB waypoint you want—in this case CL #1 or CL #2—by checking the displayed bearing and distance, or by using the  function to display the facility name, or city and state. The International FliteCard contains many duplicate identifiers. For example, there are 15 intersections named DELTA. An NDB identifier may be used for 10 or more different locations. Because of the large number of duplicate identifiers, it is vitally important to make sure you’re using the desired waypoint, which you can do in any of the following ways: • check the waypoint's city and state or country, or its name • check the waypoint's lat/lon coordinates • check the waypoint's distance and bearing from your present position – 46 – 101097 REV 02.11 USING THE WAYPOINT DATABASE – 3 • when forming a route, check the waypoint's distance and bearing from the previous waypoint in the route • use the LOCAL list of waypoints to select from the waypoints that are near your present position In addition, when using the unit to fly to a waypoint, always verify that the displayed distance and bearing to the waypoint are the values you expect. You don't want to start flying north 15 miles to BR NDB in Iowa, when the unit is actually navigating 3,000 miles northeast to BR NDB in Egilsstadir, Iceland! For airports, VORs, and NDBs, duplicate identifiers are handled by the method described above. A number sign and a one- or two-digit number are added to the official identifier so that the resulting identifier displayed by the M3 is different for each waypoint. To maintain consistency, the same numbers are used in the North American FliteCards as the International FliteCard. This means that the North American FliteCards might contain an identifier like BR#2, but no other BRs. Although this might appear to be an error, the “missing” BRs are contained in the International FliteCard, and the “#2” suffix is retained in the North American cards, so that a pilot who uses both cards may refer to the same identifier in each. For intersections, there’s no room on the readout to display more than the five-character identifier. All duplicates of a given intersection identifier look the same on the readouts. To choose the correct intersection, use any of the methods outlined in the list above—except the first. Whenever you first select an intersection identifier that has duplicates, a flashing number sign is automatically displayed following the identifier, serving as a reminder that there are several duplicate identifiers from which you must choose. These duplicate identifiers are adjacent in the database, and you may use the small primary or small secondary knobs, depending on which readout you’re using, to scan through them. 3.6 TO/FROM INDICATOR When the waypoint's bearing is displayed, an indicator appears that shows whether the bearing is TO or FROM the desired waypoint. Unless changed by the user, the M3 displays the bearing TO the waypoint. Exception: A VOR waypoint displayed – 47 – 100197 REV 02.11 3 – USING THE WAYPOINT DATABASE on the secondary readout will normally be displayed with a FROM bearing. You can change the TO/FROM indicator in either readout to obtain a bearing that is the reciprocal of the one being displayed. To do this, press  and turn the large knob to the left so that the flashing cursor is positioned on the TO/FROM indicator. Turn the small knob to select TO or FROM, then press  again to turn the flashing cursor off. TO bearing: {BOS 010† 45yd FROM bearing: }BOS 190† 45yd If you change the TO/FROM indicator for a waypoint, that new indicator will be shown until you change it or display another waypoint. The indicator will then automatically return to its normal status. CAUTION: Always check the TO/FROM indicator to be sure you know which type of bearing the M3 is displaying! NOTE: The reciprocal of a distant waypoint may differ by an amount other than 180° because of differences in magnetic variation at that waypoint, and because the path calculated by the M3 is a great circle. 3.7 ADDING YOUR OWN WAYPOINTS TO THE DATABASE You can add up to 250 of your own waypoints to the   category of the M3’s database, using either the primary or secondary readout. Each waypoint is automatically inserted in alphabetical and numerical order. You may enter the waypoint’s identifier and its coordinates. User waypoints can’t be added to the 
, ,  or  waypoint categories. – 48 – 101097 REV 02.11 USING THE WAYPOINT DATABASE – 3 3.7.1 Entering a user waypoint To store user waypoints in the M3’s database, use any of the following four methods to specify the waypoint's coordinates. Each method is described in detail in step 4 beginning on the next page: • aircraft's present position • latitude/longitude coordinates • distance and bearing from an existing waypoint • a previously saved position The first step in adding a user-entered waypoint is choosing and entering the identifier of the new waypoint. User-entered waypoint identifiers can be one to five characters in length and can consist of any combination of letters (A-Z), numbers (0-9), or special characters (#, /, *, or a blank space). 1. Turn the large primary or secondary knob to  . NOTE: Be sure the readout displays a waypoint, not the LOCAL-ALL message. Turn the small knob, if necessary, to change it. If there are no waypoints already entered, you must turn that small knob to display the identifier ***** before proceeding. 2. Press  and use the small and large knobs to enter the identifier of the new waypoint. (Don't be concerned; you won’t affect the waypoint previously displayed.) When you're finished, press  again. The unit will display: XXXXX UNKNOWN: STORE IT? ACK? 3. Press  . NOTE: If a user waypoint with the same identifier is already stored in the database, you’ll see your distance and bearing to the existing waypoint displayed, instead of the above message. In this case, you may choose a different identifier or erase the old waypoint, if it’s no longer needed, as described in “Erasing a user-entered waypoint” on page 52. The next step is entering the coordinates of the new waypoint. – 49 – 100197 REV 02.11 3 – USING THE WAYPOINT DATABASE 4. The unit now asks how you want to specify the position of the waypoint. Turn the small secondary knob to the right to choose one of the following four entry methods: Method 1—Enter present position: THIS POS'N. ACK? a. Press   to store the aircraft's position at the instant   is pressed. NOTE: The coordinates saved may be meaningless if the message NO POSITION FROM GPS is active. NOTE: At this time, you may obtain an estimate of the accuracy of this waypoint by pressing MSG and reading the displayed GPS accuracy estimate. Method 2—Enter lat/lon coordinates: LAT/LON. ACK? a. Press  . Then, using small and large secondary knobs: b. Enter latitude and press  . c. Enter longitude and press  . Method 3—Enter distance and bearing from an existing reference waypoint: D/B FR. WPT. ACK? a. Press  . Then, using the small and large secondary knobs: b. Enter distance from existing reference waypoint, and then press  . c. Enter bearing from existing reference waypoint, and then press  . d. Select the reference waypoint category and identifier, and then press  . – 50 – 101097 REV 02.11 USING THE WAYPOINT DATABASE – 3 NOTE: To select a reference waypoint identifier, you may scan through the database or use the cursor to enter each character. You may also preselect that waypoint (on the primary readout) before beginning this procedure, so that the waypoint will be waiting for you in its category when you get to this step. This is particularly advisable for waypoints that have duplicate identifiers—it’s much easier to distinguish duplicate waypoints on the primary readout. Method 4—Use one of 10 previously saved positions: (See “Saving your present position” on page 52.) SAVED POS'N. ACK? a. Press  . b. Each saved position is temporarily identified by a phonetic alphabet word (ALFA, BRAVO, and so on) as follows: XXXXX DEF'N IS: "ALFA" j ACK? NOTE: The advisory indicator j (lat/lon) will flash, indicating that the coordinates may be incorrect, if any of the following occurred when the position was originally saved: 1) the M3 was in demo mode; 2) the message NO POSITION FROM GPS was active; or 3) the message POOR OR DEGRADED ACCURACY was active. If the indicator isn’t displayed, the saved coordinates should be reliable. You’ll see the most recently saved position displayed first. If you want to select an earlier position instead, turn the small knob to the left until it’s displayed. c. Press  . Now you’ve finished adding and defining the new waypoint. The unit will display the waypoint’s identifier, and the bearing and distance to it. You may view the waypoint’s lat/lon coordinates with the   function. The new waypoint is now stored in the   category of the database. – 51 – 100197 REV 02.11 3 – USING THE WAYPOINT DATABASE 3.7.2 Erasing a user-entered waypoint You may find that you no longer need a user-entered waypoint. Or you may have entered a waypoint incorrectly and want to erase it. To erase a waypoint: 1. Display the waypoint on the primary readout. 2. Turn the large secondary knob to . Then turn the small secondary knob until the secondary readout displays: ERASE XXXXX ACK? 3. Press   to erase the waypoint. As you might expect, you may erase only those waypoints that you’ve entered and defined—factory-programmed waypoints can’t be erased. Also, any waypoints in use for navigation or in a user-entered route can’t be erased. 3.7.3 Saving your present position You may instantly save your present position with a temporary name, and at a later time, convert it to a database waypoint. This process has two steps: 1. When flying directly over the desired waypoint, press   to save your position immediately. NOTE: You can save up to 10 positions with temporary names. When this number is exceeded, the unit automatically deletes the earliest entry. 2. Later, when time and workload permit, give the saved position a permanent identifier (see “Entering a user waypoint” on page 49), and store it as a database waypoint so it can be used. In detail, saving your position works as follows: Whenever the   button isn’t illuminated or flashing, you may press it to save your position at that instant. After you press   to save your position, the readouts will display a message, such as *SAVED* ALFA. The phonetic alphabet words ALFA, BRAVO, etc., are automatically assigned by the M3 to temporarily identify the last 10 of these saved positions. Press   a second time to clear the message. (It’s a good idea to write down the temporary identifier – 52 – 101097 REV 02.11 USING THE WAYPOINT DATABASE – 3 and the significance of saved positions you intend to use later, so you can easily identify them correctly.) Then, when your workload permits, transfer the new position to the database by renaming it as a database waypoint as described in Method 4 on page 51. These saved positions can’t be accessed until they’ve been transferred to the database. In summary, a previously saved waypoint is transferred to the database with the following procedure: 1. Turn either large knob to  . 2. Press the  button and enter a new name for the waypoint. 3. Press  to turn the flashing cursor off. 4. Press  . 5. Turn the large secondary knob three clicks to the right. 6. Press   twice. Note that Method 1 on page 50 describes another method of storing your present position as a waypoint. This method is described under the heading THIS POS'N. Using this alternate method, the waypoint is stored in a single operation, but it requires the preparatory work of entering the waypoint identifier before the instant of saving your present position. In summary, your present position may be stored directly as a database waypoint with the following procedure: 1. Turn either large knob to  . 2. Press the  button and enter an unused name for the new waypoint. 3. Press  to turn the flashing cursor off. 4. Press  , wait until you’re directly over the waypoint, and press   again. Whichever method you choose, when you save your position, push the button to check your position’s accuracy. – 53 – 100197 REV 02.11 3 – USING THE WAYPOINT DATABASE 3.8 FLITECARD™ UPDATES As with all navigational data, the waypoint information in the M3’s database is subject to occasional changes. Many changes are relatively insignificant. Other changes can be critical, however, such as airports that have been abandoned or VORs that have been moved or whose identifiers have been changed. Your database’s expiration date is displayed during self-test after power is applied, and as a  
function. In an IFR-approved installation, if the data in your FliteCard has expired, you’ll need to respond every time the unit is turned on to a warning message that advises expiration. For VFR use, it’s recommended that your FliteCard be updated at least once or twice a year. Accuracy and completeness of the database is intended only for the 28-day cycle for which it’s provided. Users are encouraged to keep data current by purchasing an Update Subscription. You can install the FliteCard yourself following the instructions given below, or if you want, it can be installed quickly either by your dealer or at the Northstar factory. Contact your dealer for information on pricing and availability. At the present time, FliteCards for the M3 are available in three versions (see below): North American, North American/Approach, and International. The North American database is appropriate for use in Canada, the U.S., Mexico, and the Caribbean. It contains far fewer duplicate identifiers, and the international “K” prefix for larger U.S. airports is deleted. The North American/ Approach database is identical to the North American database, except it contains approaches. The International database is intended primarily for use outside of North America. • Northstar FliteCard: North American Area covered: Canada, U.S. (including Hawaii), Mexico, and the Caribbean. FliteCard Contents as of July 1996: 14,381 airports (all public airports and all U.S. private airports registered with the FAA) 1,302 VORs 2,458 NDBs – 54 – 101097 REV 02.11 USING THE WAYPOINT DATABASE – 3 14,705 Intersections 3,630 Remote Communications Outlets (RCOs) 1,115 Victor and Jet airways 151 U.S. Class B and Class C airspaces (TCAs and ARSAs) 941 U.S. MOAs, and Restricted, Prohibited, Alert, and Warning Areas Data Source: Data for the North American FliteCard is obtained from Jeppesen Sanderson, Inc. Data for U.S. private airports is obtained from the FAA National Flight Data Center. • Northstar FliteCard: North American/Approach Area covered: Canada, U.S. (including Hawaii), Mexico, and the Caribbean. FliteCard Contents as of July 1996: 14,381 airports (all public airports and all U.S. private airports registered with the FAA) 1,302 VORs 2,458 NDBs 14,705 Intersections 3,630 Remote Communications Outlets (RCOs) 1,115 Victor and Jet airways 151 U.S. Class B and Class C airspaces (TCAs and ARSAs) 941 U.S. MOAs, and Restricted, Prohibited, Alert, and Warning Areas 4,300 GPS Approaches Data Source: Data for the North American/Approach FliteCard is obtained from Jeppesen Sanderson, Inc. Data for U.S. private airports is obtained from the FAA National Flight Data Center. – 55 – 100197 REV 02.11 3 – USING THE WAYPOINT DATABASE • Northstar FliteCard: International Area covered: Worldwide. FliteCard Contents as of July 1996: 12,336 airports (all airports that are available from the Jeppesen database) 3,234 VORs 7,855 NDBs 24,674 Intersections 1,172 RCOs 151 U.S. Class B and Class C airspaces Data source: Data for the International FliteCard is obtained from Jeppesen Sanderson, Inc. Accuracy and completeness of the database is warranted only for the 28-day cycle for which the data is effective. Users are encouraged to keep data current by purchasing an Update Subscription. 3.9 FLITECARD™ WARRANTY Jeppesen Sanderson, Inc. warrants that it will accurately compile, reproduce, and process the flight navigation source material on which the navigation data is based. HOWEVER, JEPPESEN MAKES NO WARRANTY, WHETHER EXPRESS OR IMPLIED, AS TO THE ACCURACY OF THE SOURCE MATERIAL ITSELF, INCLUDING WARRANTIES OR MERCHANTABILITY OR OF FITNESS FOR A PARTICULAR PURPOSE. Northstar Avionics will replace any FliteCard containing data that it improperly compiled, reproduced, or processed, but makes no warranty, express or implied, as to the accuracy of the source material, including warranties or merchantability or of fitness for a particular purpose. – 56 – 101097 REV 02.11 USING THE WAYPOINT DATABASE – 3 3.10 CHANGING YOUR FLITECARD™ The M3's database and operational software is contained in a user-replaceable card called a FliteCard. The FliteCard may be changed to a current version with the following procedure. Tool required: One ⅛-inch flat-blade screwdriver 1. With the M3 turned off, remove it from the instrument panel by inserting a flat-blade screwdriver into the hole in the front on the unit, and engaging the slot in the retaining screw. Turn it counterclockwise six revolutions or more until the unit is released from the mounting tray, then slide the unit out of the tray. 2. Holding the unit so that the right-hand side is visible, release the FliteCard by pressing the small rectangular button on the right side of the unit as indicated by the arrow on the unit's top cover. Remove the FliteCard. 3. Insert the new FliteCard by pressing it firmly into the slot as shown on the unit's top cover. 4. Be sure the aircraft battery power is off. Install the unit in the instrument panel by gently sliding it into the mounting tray until the retaining screw contacts its threads when the unit is still about ½ inch from being fully seated. Turn the retaining screw to draw the unit the remaining distance into the panel. Do not overtighten! 5. Place the old FliteCard in the supplied postage-paid mailer, and remember to return it to Northstar so you won’t be charged for it. With the M3 Navigator, you can instantly access information about one of thousands of waypoints, and you can enter many of your own. But the primary purpose of waypoints is to help you to navigate. How to do that is the subject of the following sections. – 57 – 100197 REV 02.11 (this page intentionally left blank) – 58 – 100197 REV 02.11 Section 4 – NAVIGATING WITH WAYPOINTS This section explains how to fly single-segment flight paths with the M3, such as flying direct to a waypoint or flying a constant heading. An entire flight plan may be easily flown with the procedures described in this section. CONTENTS 4.1 4.2 4.3 4.4 4.5 4.6 4.7 4.8 Flying direct to a waypoint - - - - - - - - Queuing a second waypoint - - - - - - - Centering the CDI - - - - - - - - - - - - Flying a course - - - - - - - - - - - - - - Queuing a radial from the current waypoint Flying a bearing to/from a waypoint - - - Holding on the next waypoint - - - - - - Track functions and readouts - - - - - - 4.8.1 The next leg - - - - - - - - - - - - - - 4.8.2 The lat/lon of the FROM waypoint - - - - 4.8.3 The lat/lon of the TO waypoint (if any) - - 4.8.4 The leg you’re currently following - - - - 4.8.5 Ground speed and track angle error (TAE) - 4.8.6 Bearing and distance to waypoint - - - - 4.8.7 Course deviation indicator - - - - - - - - 4.8.8 Ground speed and ETE - - - - - - - - - 4.8.9 Ground speed and track angle - - - - - - 4.8.10 Cross-track distance (distance off-course) - 4.8.11 Estimated time of arrival - - - - - - - - - 4.8.12 Waypoint category indicators - - - - - - 4.9 Information displays - - - - - - - - - - - 4.10 Off-course alarm - - - - - - - - - - - - - - – 59 – 100197 REV 02.11 - - 61 62 64 65 66 67 68 69 69 70 70 70 70 71 72 72 72 72 73 74 74 74 (this page intentionally left blank) – 60 – 100197 REV 02.11 NAVIGATING WITH WAYPOINTS – 4 4.1 FLYING DIRECT TO A WAYPOINT ASE (Aspen, CO) The simplest way to navigate with the M3 is to fly direct from your present position to a waypoint: 1. Pick your waypoint and display it in the primary (lefthand) readout. (See “Selecting waypoints” on page 42.) 2. Press the button marked ‡(direct). The   button will flash, and the unit displays: FLY 123† DIRECT TO ASE ACK? 3. Press the   button. You’ve just defined and confirmed a flight path direct from your present position to the waypoint, and the unit is navigating to it. NOTE: The primary readout will automatically switch to the  function, and the  annunciator will illuminate. Turn the small primary knob to select a variety of informational readouts that guide you to the waypoint. See “Track functions and readouts” on page 69. The unit will continue to update and display track information no matter what heading you fly or how far you stray from your original course line. Using this feature, you can navigate along a whole series of waypoints, specifying the next waypoint just as you cross the current waypoint. This one function may satisfy almost all of your basic navigation requirements. It’s the only one you really need to know how to use, but the M3 offers many variations of this function. These are detailed in the following sections. – 61 – 100197 REV 02.11 4 – NAVIGATING WITH WAYPOINTS 4.2 QUEUING A SECOND WAYPOINT BJC (Denver) ASE (Aspen, CO) The M3's waypoint queuing function lets you specify the next waypoint to fly to before you reach the current waypoint. (If you're unfamiliar with the term queue, it means to put in line, as when several people are waiting for service at a ticket window). Using this feature, you can navigate along a series of waypoints, specifying the next waypoint at any time before you pass the current waypoint. Waypoint queuing provides many of the advantages of following an entire route automatically (see Section 5), while providing the flexibility of easily handling lastminute changes to your flight plan: • Queuing reduces your workload at each waypoint, since you don't have to locate and specify the next waypoint while crossing the current waypoint. • The M3 displays the desired track of the next leg while you’re still flying the current leg, so you can prepare for the turn. • The M3 shows you when you should start the turn, shortly before the current waypoint, as specified in FAR 91.181 and Section 5-3-5 of the Airman's Information Manual, helping you to remain within the airway boundaries. • The next leg extends precisely from the current waypoint to the queued waypoint, rather than from the point at which you activated the next leg. To queue the next waypoint: 1. Display the next waypoint in the primary readout. 2. Press the ‡button twice. The readouts will display: FLY 052†TO BJC AFTER ASE ACK? – 62 – 101097 REV 02.11 NAVIGATING WITH WAYPOINTS – 4 If you’ve already passed the current waypoint, FROM replaces AFTER. 3. Press  . The unit will continue navigating to ASE, and then automatically switch to BJC. NOTE: As it does when flying direct to a waypoint, the primary readout will automatically switch to the  function, and the  annunciator will illuminate. Turn the small primary knob to select a variety of informational readouts that guide you to the waypoint. See “Track functions and readouts” on page 69. When you’re about 15 seconds before the start of the turn, the waypoint annunciator will begin flashing. If you’re already viewing , the turn readouts below will be automatically displayed. Otherwise, the   button will flash, prompting you to press it to read an advisory. When you press it, the   button will stay illuminated and the readout will display the advisory, such as: TURN TO 052†: 0wd This readout indicates you should begin a standard-rate turn to 052° in 0.2 nm, to merge with the next leg without overshooting it (neglecting any effects of winds). When the displayed distance to the turn reaches zero, the advisory changes to: TURNING NOW > 052† After a few seconds, the readout returns to your previous readout with the   light off. You can remove the advisory early by pressing the button. If the M3 had already sequenced to the next leg by the time you pushed the flashing   button, a different advisory would have been displayed: NOW ON NEXT LEG If the queued leg is within 2° of the direction of the first leg, no advisories are given. The turn information is also continuously available in  when the small secondary knob is all the way to the left. – 63 – 100197 REV 02.11 4 – NAVIGATING WITH WAYPOINTS If you queue a leg while the M3 is flying a route, the remainder of the route is cancelled and replaced by the queued leg. Queuing isn’t allowed while the M3 is flying an approach. You can only queue one waypoint at a time. To change the queued waypoint, just repeat the above procedure, and the newly-specified queued waypoint replaces the old one. The identifier of the queued waypoint may be displayed by turning the large primary knob to  and the small primary knob all the way to the left: NEXT LEG: {BJC Information about that waypoint can be displayed in  by turning the small secondary knob. 4.3 CENTERING THE CDI ASE (Aspen, CO) Use this procedure to fly direct from your present position to the current waypoint without returning to the established desired track. You might use this function when flying VFR, if you had strayed off the course (for example, to avoid a restricted area) and you wanted to simply fly straight to the current waypoint. NOTE: Remember that this function changes the location of the desired track line or course. To center the CDI and establish a new track or course: 1. Turn the large primary knob to . 2. Press ‡ and  . The unit will resume normal operation, and when you return to the CDI display, you'll see that the course line has been moved to run from your present position direct to the waypoint. – 64 – 101097 REV 02.11 NAVIGATING WITH WAYPOINTS – 4 If you center the CDI while flying a route, guidance will continue normally after that leg. (While flying an approach, this operation is only possible before the first leg of an approach.) 4.4 FLYING A COURSE 280° You can perform another basic form of navigation with the M3— flying a particular course from your present position without specifying a waypoint as a destination: NOTE: During approach operations, defining your own course isn’t possible. 1. Turn the large primary knob to . 2. Press the button marked ‡ (don't press   yet). You’ll see a bearing and current destination, if any. FLY 270† DIRECT TO ASE ACK? 3. Turn the small primary knob to select the course you want to fly. When it’s correct, press  . The M3 is now navigating along the designated course line. FLY 280† ACK? The M3 will switch automatically to the  function and display guidance along the course line. – 65 – 100197 REV 02.11 4 – NAVIGATING WITH WAYPOINTS 4.5 QUEUING A RADIAL FROM THE CURRENT WAYPOINT 084° DEN You can fly a course from your present position as described in the previous section, or you can fly a course line (a radial) from the upcoming waypoint, as described here. To queue a radial to fly away from the current waypoint: 1. Turn the large primary knob to . 2. Press ‡ twice: FLY 115† AFTER DEN ACK? 3. Turn the small primary knob to select the radial along which you want to leave the waypoint: FLY 084† ACK? 4. Press  . The M3 will continue navigating to the current waypoint, and then navigate along the specified radial from the waypoint. NOTE: Turn the small primary knob to select a variety of navigational  function readouts. See “Track functions and readouts” on page 69. If you’ve already passed the waypoint, the M3 will sequence immediately to the radial. Queuing a radial while flying a route pauses the route so that it can easily be rejoined. Queuing a radial while flying an approach isn’t allowed by the M3. – 66 – 101097 REV 02.11 NAVIGATING WITH WAYPOINTS – 4 4.6 FLYING A BEARING TO/FROM A WAYPOINT DEN You can use the M3 to intercept and fly along a specified bearing to or from any waypoint. NOTE: ATC often talks of intercepting specific radials when the navaid is a VOR, and of bearings when referring to an NDB. For example, if you’re west of the DEN VOR, and ATC instructs you to intercept the 253 radial to DEN, this is the equivalent of flying the 73 bearing to DEN. 1. Display the waypoint on the primary readout. 2. Press ‡ to display the following readout: FLY 90† DIRECT TO DEN ACK? 3. Use the small primary knob as a course-set function to select the direction you want to fly to or from the waypoint: FLY 73† BEARING TO DEN ACK? NOTE: Always specify the direction you want to fly. In this example, 73 is inbound to the waypoint. To fly outbound on the same radial, dial in 253; the readout will display FROM instead of TO. 4. Press  . NOTE: The primary readout will automatically switch to the  function, and the  annunciator will illuminate. Turn the small primary knob to select a variety of navigational  function readouts. See “Track functions and readouts” on page 69. The CDI immediately shows the off-course distance, just like the needle of a VOR receiver. Always fly TO the needle, regardless of whether you’re flying to or from the waypoint. – 67 – 100197 REV 02.11 4 – NAVIGATING WITH WAYPOINTS With VOR receivers, set the OBS to 73° (the flag shows a TO), and you’re set up to intercept the 73° bearing. If ATC instructs you to intercept and fly the 253° radial outbound, this means fly the 253° bearing. Just remember to tell the M3 the direction you want to fly. With NDBs, ATC refers to bearings, not radials. The M3’s course-select function is always specified as a bearing that you’ll fly, whether the navaid is a VOR or NDB. Use this function to navigate to/from airports, intersections, or user waypoints. 4.7 HOLDING ON THE NEXT WAYPOINT You can set the M3 to hold on the next waypoint. Specify the outbound direction to fly from the waypoint, and the M3 will automatically sequence through the outbound and inbound legs of the hold. To fly a holding pattern on the next waypoint: 1. Turn the large primary knob to  and the large secondary knob to . 2. Turn the small secondary knob to the right to display: SET UP HOLD ACK? 3. Press  . The M3 displays: HOLD OUT 252†, IN 072† @NBE ACK? 4. Turn the small primary knob to select the outbound direction to fly, then press  . The M3 will guide you around the holding pattern, automatically sequencing the outbound and inbound legs as you make the turns. You must take the initiative, however, in turning the aircraft to the inbound leg. The M3 will sequence when its sure that you’ve changed direction. You can leave the hold by choosing many other forms of navigation, including: • flying direct to a waypoint • queuing a waypoint to fly to after you pass the hold point one more time – 68 – 101097 REV 02.11 NAVIGATING WITH WAYPOINTS – 4 • flying a route If you queue another leg while receiving inbound guidance in the hold, the M3 will sequence at the holding point. If you queue while outbound, however, the M3 sequences immediately to the queued leg. 4.8 TRACK FUNCTIONS AND READOUTS The M3 automatically switches to the  readout when you set it up to navigate by pressing ‡and  . The functions displayed will depend on what you’ve told the M3 to do. For example, if you’re flying a course line, ETA won’t be displayed. To access the M3’s  functions and their readouts: 1. Set the large primary knob to . 2. Turn the small primary knob to select any of the following functions; typical readouts are shown. (Also, when you’re in the  function, the primary readouts shown below in sections 4.8.1 through 4.8.4 display further information in the secondary readout. See “Information displays” on page 74.) 4.8.1 The next leg If designated by the waypoint queuing function. (See “Queuing a second waypoint” on page 62): NEXT LEG: {BJC If the next leg is a radial: NEXT LEG: 300† – 69 – 100197 REV 02.11 4 – NAVIGATING WITH WAYPOINTS 4.8.2 The lat/lon of the FROM waypoint }41†26wn107†25w^ 4.8.3 The lat/lon of the TO waypoint (if any) {39†13zn106†52q^ 4.8.4 The leg you’re currently following One of the following typical readouts will appear, depending on how you specified the track: Flying direct to a waypoint: {ASE a DIRECT Flying a from-to leg: {BJC a }ASE a Flying a course: FLYING 280† Flying a radial: TRK 061† }DEN v Direct to a route waypoint: NOT ON ROUTE YET This message only appears when you’re flying direct to the first waypoint of a route or if you’ve re-centered the CDI while on a route. 4.8.5 Ground speed and track angle error (TAE) GS 145f 4†> If outbound on a hold or procedure turn: OUT 0:57 <0†> – 70 – 101097 REV 02.11 NAVIGATING WITH WAYPOINTS – 4 If inbound on a hold: IN 0:10 <3†> On a hold or procedure turn, GS is replaced by the time you’ve been flying the leg. As happens in the ETE readout (see 4.8.8 below), the times will flash if you’re more than four miles off your defined desired course (two miles in Approach mode), when the unit senses that you don’t seem to be flying to the designated waypoint. TAE is the difference between your intended track angle and your actual course over ground. It’s the correction that should be applied to your track angle to make it parallel to the desired track line. The goal is to fly on the leg, with zero TAE. When you’re flying parallel to or exactly on the leg, with zero TAE, the M3 displays: <0†> If your track angle is 3° greater than the desired track, the M3 displays: <3† Arrows show the direction you must turn the aircraft to bring the TAE to zero (to fly parallel to the desired course line): • The left arrow (<) indicates you must come left (3° in the example above) to fly parallel to the desired track. • A right arrow (>) means you must come right to become parallel. 4.8.6 Bearing and distance to waypoint {ASEa 083† 19ed – 71 – 100197 REV 02.11 4 – NAVIGATING WITH WAYPOINTS 4.8.7 Course deviation indicator òóóóöó÷óóóóóõ This readout for the M3's built-in electronic CDI simulates the needle of a mechanical CDI. The vertical line represents your desired track. When it moves to the left of center, your course line lies to your left. To stay on course, fly to the needle as in conventional  navigation. Any parallel offset will be noted on the left. 4.8.8 Ground speed and ETE GS 145f ETE 1:35 The M3 divides the distance to the waypoint by your ground speed, and shows this as your ETE. In other words, the displayed ETE is the time it would take you to get to the waypoint if you flew directly there from your present position at your present speed. As mentioned above in 4.8.5, if you’re more than four miles off your defined desired course (two miles in Approach mode), the ETE will automatically flash, when the unit senses that you don’t seem to be flying to the designated waypoint. 4.8.9 Ground speed and track angle GS 145f TRK 096† 4.8.10 Cross-track distance (distance off-course) FLY LEFT 2wd This readout means that the course line from your starting position to your destination is 2.2 nm to your left; turn to the left to get back on course. Any parallel offset will be noted on the right. Distances less than 1 nm are displayed in hundredths of a mile. – 72 – 101097 REV 02.11 NAVIGATING WITH WAYPOINTS – 4 4.8.11 Estimated time of arrival ETA: 2:44Z (Not always shown if you’re flying a course or a radial) ETA is calculated based on the time zone selected in the  
function, described in Section 2. The ETA flashes if you’re more than four miles off your course line (two miles in Approach mode). As shipped from the factory, the unit displays ETA as ZULU time. To change the ETA readout to a different time zone, press  and use the small primary knob to select the desired standard or daylight time zone. Press  again after you’ve set the desired time zone. NOTE: Changing the ETA's time zone doesn’t change the time zone displayed in the TIME IS  
function. Time zone abbreviations and their meanings are shown below: Z SST HAS AKS PST MST CST EST ATS GST SDT HAD AKD MDT CDT EDT ATD GDT Coordinated Universal Time Samoa Standard Time Hawaii-Aleutian Standard Time Alaska Standard Time Pacific Standard Time Mountain Standard Time Central Standard Time Eastern Standard Time Atlantic Standard Time Greenland Standard Time Samoa Daylight Time Hawaii-Aleutian Daylight Time Pacific Daylight Time Mountain Daylight Time Central Daylight Time Eastern Daylight Time Atlantic Daylight Time Greenland Daylight Time Other time zones throughout the world are identified by their standard single-letter designator. – 73 – 100197 REV 02.11 4 – NAVIGATING WITH WAYPOINTS 4.8.12 Waypoint category indicators When the M3's  function is used, the small letter following the waypoint identifier in the readout indicates the waypoint category: a m k h v n i u 4.9 Public Airport Military Airport Private Airport Heliport VOR NDB Intersection User-entered Waypoint INFORMATION DISPLAYS When the primary readout displays  data, you can set the large secondary knob to the  position, and turn the small secondary knob to select another  function to be shown on the secondary readout. If the function is displaying a waypoint on the primary readout, the  function can be used to display database information for that waypoint. An additional function may be displayed on the secondary readout by turning the small secondary knob all the way to the left: DESIRED TRK 167† This function shows your current desired track, followed by information about any upcoming turns, possible manual sequences required by the pilot, and so on. 4.10 OFF-COURSE ALARM If you deviate from the calculated flight path by more than four miles (two miles in Approach mode), the M3 informs you by flashing the   button. When this happens, press the   button and the advisory OFF-COURSE ALARM will appear in the readout. Press the   button again to clear the advisory. – 74 – 101097 REV 02.11 Section 5 - USING ROUTES This section describes how to access the routes stored in the database, how to specify your own routes, and how the unit can guide you through a route automatically. You’ll also learn about the various in-flight advisories that the unit will give you, how to revise a user-entered route before or during flight, how to divert from that route, and more. A route is a predefined sequence of waypoints that may be stored in the M3’s database. A flight plan is a sequence of waypoints you expect to follow on a particular trip. You can fly a flight plan by specifying waypoints one at a time as you fly, as described in “Section 4 – NAVIGATING WITH WAYPOINTS” beginning on page 59, or by following a stored route or a portion of a route, as described in this section. CONTENTS 5.1 General information - - - - - - - - - - - Terminology - - - - - - - - - - - - - - Flying a route - - - - - - - - - - - - - Should I use routes or waypoint queuing? - 5.2 Route functions - - - - - - - - - - - - - 5.3 Accessing routes - - - - - - - - - - - - - 5.3.1 Route identifiers - - - - - - - - - - - - 5.3.2 Accessing a route - - - - - - - - - - - - 5.4 Following routes - - - - - - - - - - - - - 5.4.1 Activating a route - - - - - - - - - - - - 5.4.2 The first and last waypoints - - - - - - - 5.4.3 Changing waypoints - - - - - - - - - - 5.4.4 Advisories - - - - - - - - - - - - - - - 5.5 Creating your own routes - - - - - - - - 5.6 Route leg information - - - - - - - - - - 5.7 Editing user-entered routes - - - - - - - 5.8 Changing a flight plan in-flight - - - - - 5.9 Routes and database updates - - - - - - 5.1.1 5.1.2 5.1.3 – 75 – 100197 REV 02.11 - - 77 77 77 78 78 83 83 84 85 85 86 87 88 89 91 93 95 97 (this page intentionally left blank) – 76 – 100197 REV 02.11 USING ROUTES – 5 5.1 GENERAL INFORMATION 5.1.1 Terminology In this manual, the term route is used to designate one of the airways or other sequences of waypoints stored in the Northstar M3’s database. The term flight plan, on the other hand, is used to designate the sequence of waypoints you intend to follow on any particular trip. A typical flight plan might follow a database route, or might consist of a series of individually chosen waypoints from the database. The M3 follows a route automatically, guiding you to each waypoint and indicating exactly when to start the turn to the next waypoint. To help you fly your flight plan, the North American database contains Victor airways and Jet routes. In addition, you may enter up to 100 of your own personal routes into the database. A typical route is shown below. It consists of a starting point (ASE) and a destination (DBQ), and a series of legs connecting the waypoints. In this example, after you take off from ASE, the M3 can automatically guide you to BJC, COS, and finally, to DBQ. BJC (Denver) ASE (Aspen, CO) DBQ (Dubuque, IA) COS (Colorado Springs) This sequence of waypoints, which comprises the route ASPENDUBUQUE, is used throughout this section to illustrate and discuss user-entered route functions. The actual Victor airway name V99 is used to illustrate and discuss route functions that can’t be modified. 5.1.2 Flying a route Routes are stored in the database category labelled  . A route is accessed by scanning through the route identifiers with the – 77 – 100197 REV 02.11 5 – USING ROUTES small primary knob, or by using the flashing cursor to enter the route name character by character. To follow a route, display its identifier, and then simply press ‡and  . (To start on a leg other than the one displayed, turn the small secondary knob to display the desired leg before pressing ‡and  . To fly in the opposite direction along the route, press ‡twice and  .) The unit will immediately start navigating along the chosen leg. The  function displays information about navigating along that leg. 5.1.3 Should I use routes or waypoint queuing? Before using the M3 to follow a flight plan, you should consider the possible changes you might be required to make to the flight plan while en route. If you expect many changes, you may find it easier to use the techniques described in Section 4, and simply navigate from point to point. In particular, the unit's waypoint queuing feature provides many of the advantages of route following, while retaining total flexibility for easy in-flight changes. (See “Queuing a second waypoint” on page 62.) If you’re following a Victor airway, or if you expect few changes to a user-entered route, the M3's route-following function can reduce pilot workload and increase safety. When following airways, communications and VOR navigation are almost always available, and the Minimum Enroute Altitude defined for each leg is often lower and less restrictive than the Maximum Elevation Figure available for the general area. Storing user-entered routes gives you the flexibility of adding any additional routes that you expect to fly repetitively. 5.2 ROUTE FUNCTIONS This section summarizes the M3’s route functions. Remember: For illustration and discussion, this section uses both a hypothetical route (ASPEN-DUBUQUE) and the actual Victor airway name V99. Each function is described in detail in later sections. With the large primary knob set to  , turn the large secondary knob to choose one of the following functions: – 78 – 101097 REV 02.11 USING ROUTES – 5 The following typical information would be displayed for any user-entered routes: ASPEN-DUBUQUE }ASE {BJC ASPEN-DUBUQUE LEG INFO... ASPEN-DUBUQUE LEG EDIT... ASPEN-DUBUQUE LENGTH: 32yd ASPEN-DUBUQUE TO END: 17yd ASPEN-DUBUQUE ETE 0:25 AT 110f ASPEN-DUBUQUE ERASE ROUTE ACK? ASPEN-DUBUQUE CHANGE NAME ACK? The North American and North American/Approach FliteCard’s database routes (Victor airways) can’t be modified. For these, the third, seventh, and eighth functions shown below are displayed differently from user-entered routes: V99 (US) V99 (US) }LGA {OUTTEi LEG INFO... V99 (US) AIRWAY, NO EDIT V99 (US) LENGTH: 116pd V99 (US) TO END: 89ed V99 (US) ETE 0:41 AT 140f V99 (US) AIRWAY, NO ERASE V99 (US) CANNOT RENAME NOTE: For airway V99, your actual readouts may vary, depending upon your location; furthermore, the fifth and sixth readouts will not appear unless you’re actually flying a route. The functions LEG EDIT (seen as such only for user-entered routes) and LEG INFO are displayed briefly, and then roll up – 79 – 100197 REV 02.11 5 – USING ROUTES off the readout to display specific editing functions or relevant data for the displayed leg.) The unit remembers the last LEG EDIT or LEG INFO function that you used, allowing your most-used edit function or information function to be instantly displayed when you turn the large secondary knob. The time and the distance to the end of the route are displayed only if the route is currently being flown. Each of the functions shown above is described in detail below; turn the large secondary knob to select any of them. A. Display route name and a selected leg V99 (US) }LGA {OUTTEi This is always the first function shown when the large primary knob is turned to  from any other function. Turn the small primary knob to select the desired route name. The M3 automatically searches the entire route to find a leg that’s near your present position, and displays that leg on the secondary readout. Turn the small secondary knob to display the other legs of the route. B. Display information about any route leg V99 (US) LEG INFO ... The above message rolls up off the readout to display such data as (you may have to turn the small primary knob to access this readout): LEG: 055† 24pd }LGA v {OUTTEi Information about any leg of a route is displayed. The M3 displays a route leg on the secondary readout, and information about that leg on the primary readout. Turn the small secondary knob to display different route legs. Turn the small primary knob to show information about the displayed leg: • leg number • bearing and length of the leg – 80 – 101097 REV 02.11 USING ROUTES – 5 • distance from your present position along the route to the end of this leg (if flying the route) • distance above divided by speed (if flying route) equals the estimated time en route • Class B, Class C, and Special Use Airspace penetrations on this leg • database for the TO waypoint of the leg Further details about the LEG INFO function are provided in “Route leg information” beginning on page 91. C. Edit any user-entered route leg ASPEN-DUBUQUE LEG EDIT ... This message rolls up off the readout to display a leg edit function, such as: CHNGE BJC ACK? }ASE {BJC The M3 displays a route leg on the secondary readout, and a leg editing function on the primary readout. Turn the small secondary knob to display different route legs. Turn the small primary knob to display the editing functions: • add-to-end • insert waypoint • change waypoint • drop (delete) waypoint Only user-entered routes may be edited. Details on editing routes are given in “Editing user-entered routes” beginning on page 93. D. Total length of route V99 (US) LENGTH: 116pd The total length of the route from beginning to end is displayed. The word UNKNOWN is displayed in place of the length if one or more waypoints aren’t defined in the current database. – 81 – 100197 REV 02.11 5 – USING ROUTES E. Distance to the end of the route V99 (US) TO END: 115qd If you’re flying this route, the distance along the route from your present position to the end of the route is displayed. Distance to intermediate waypoints can be seen in LEG INFO. F. Estimated time to the end of the route V99 (US) ETE 0:50 AT 140f ETE is shown in hours and minutes, and is displayed along with your ground speed. If you’re flying this route, the estimated time along the route from your present position to the end of the route is displayed. This time is based on your current ground speed, and may change due to variable winds and so on. ETE to intermediate waypoints may be seen in LEG INFO. G. Erase a user-entered route ASPEN-DUBUQUE ERASE ROUTE ACK? Press   twice to erase the route. This function is available only if the displayed route is user-entered and isn’t currently being followed. H. Change the name of a user-entered route ASPEN-DUBUQUE CHANGE NAME ACK? Press  , and use the primary  button and knobs to change the name of the route. This function is available only if the displayed route is user-entered. Each waypoint in a route is identified, whether it’s an airport, VOR, and so on, by a small letter following the waypoint identifier. The two letter as in the example below indicate that each one of these waypoints is an airport. }ASE a {BJC a The available waypoint categories are as follows: – 82 – 101097 REV 02.11 USING ROUTES – 5 a v n i u 5.3 Airport VOR NDB Intersection User-entered waypoint ACCESSING ROUTES Routes are stored alphabetically in the unit’s database by their identifiers. Victor airways are stored with identifiers like V123 (US); Jet Routes are stored with identifiers like J34(US). Userentered routes may be assigned identifiers of up to 16 characters. 5.3.1 Route identifiers Because a Victor airway or Jet Route identifier may be used in more than one area of the world, Northstar adds a geographic region code to all Victor airway and Jet Route identifiers. This code helps distinguish between routes that are located within different jurisdictions, but that have the same identifier. For example, V431 identifies one route in the U.S. and a different route in Canada. The region code differentiates between the routes—in this example, V431 (US)and V431 (CA). The region identifiers added by the M3 are as follows: (AF)Africa (AK)Alaska (CA)Canada (EE)Eastern Europe, Russia, China (EU)Europe (LA)Latin America and northern South America (ME)Mesopotamia, India (PA)Pacific Ocean (SA)South America (except those countries included in the Latin American area) (SP)South Pacific – 83 – 100197 REV 02.11 5 – USING ROUTES (US)United States Several FAA routes have breaks in the middle where the FAA has deleted an obsolete leg. For example, V141 starts in Nantucket, Massachusetts, and goes as far as Boston. V141 then starts again in Manchester, New Hampshire and continues to Burlington, Vermont and beyond. There’s a break in the route between Boston and Manchester. Since there’s no provision for airway navigation along the break in such a route, the route is treated as two separate routes, labelled V141 (US) #1 and V141 (US) #2. Route identifiers are listed strictly in alphabetical order, not numerical order. This means, for example, that route V141 is listed between V1 and V2, along with all other route identifiers beginning with V1. 5.3.2 Accessing a route Accessing a route is similar to accessing a waypoint in the unit’s database: 1. Turn the large primary knob to  . 2. Turn the small primary knob to scan through the available routes. Or press the primary  button and use the knobs to enter the first few characters of the route name; press  again when finished. – 84 – 101097 REV 02.11 USING ROUTES – 5 NOTE: If you use the  button to enter the name of the route character by character, and you incorrectly entered an identifier that you expected to be in the database, the unit may ask if you want to store this as a new route. Do not press  ; instead, turn the large primary knob away from the  position, then try again. Because some Victor airways are quite long (over 100 waypoints), the unit helps you find a nearby leg by automatically searching the route for the waypoint closest to your present position. It then displays the leg for which this waypoint is the FROM waypoint. You may need to turn the small secondary knob one click to the left or right to display the leg you want to start on. 5.4 FOLLOWING ROUTES 5.4.1 Activating a route To follow a route, display its identifier as described above, then press ‡and  ; first, here's how to do it in detail: 1. Turn the large primary knob to  . 2. Turn the small primary knob to display the name of the route. (Or use the primary  button and knobs to spell out the characters of the route name.) 3. The unit displays a leg near your present position. If you want to start on a leg other than the one displayed, turn the small secondary knob to display the desired leg. 4. Press ‡. The unit will display the two waypoints and the bearing of the leg: FLY LEG }LGA {OUTTE 055† ACK? 5. If you want to fly the route in the reverse direction, press ‡again. The unit will display the same two waypoints in reverse order, and the new reciprocal bearing: FLY LEG }OUTTE {LGA 237† ACK? (To cancel this option and return to the readout, press ‡a third time.) – 85 – 100197 REV 02.11 5 – USING ROUTES 6. Press  . The unit automatically starts following the route and switches the readouts to the  function. The CDI displays the distance to the track line. The unit will sequence automatically from one leg to the next as you fly. NOTE: If the route contains waypoints that aren’t in the database, the unit displays the message: CANNOT FLY INTO UNKNOWN LEG(S) See “Routes and database updates” beginning on page 97. If you’ve already passed the route leg you chose to start on, the unit will automatically sequence through the route legs to find the leg you’re currently on. When it finds that leg, it will begin navigating along it. During this quick waypoint sequencing, you can see the TO waypoint, displayed by the  function, stepping through the waypoints of the route. The CDI needle may fluctuate rather vigorously as new legs are briefly selected, and the autopilot (if coupled) may react as it tries to keep up with the rapid changes. This normally occurs for only a few seconds. 5.4.2 The first and last waypoints When a route leg is displayed, the small secondary knob can be turned one click beyond the first or last leg of the route. This feature allows two functions to be performed: inserting a waypoint at the beginning or end of the route, and joining the route by flying direct to the first or last waypoint of the route. Turning the knob one click counterclockwise beyond the first leg displays the following: V99 (US) DIRECT TO LGA Turning the knob one click clockwise beyond the last leg displays the following: V99 (US) GRAYMi (END) – 86 – 101097 REV 02.11 USING ROUTES – 5 To fly direct to the displayed waypoint, press ‡once (or twice, if at the end) to display: FLY 245† DIRECT TO LGA ACK? and then press  , or press ‡again to cancel. 5.4.3 Changing waypoints The figure below shows how the M3 guides you from one leg to the next as you approach a waypoint. The M3 calculates the point at which you should start a two-minute turn. Approximately 15 seconds before you reach this point, the unit informs you of the distance remaining. See “Nearing waypoints” on page 113. Start a two-minute turn to the new heading when the displayed distance to the turn reaches zero, and you should end up on the new leg. The M3 will automatically change waypoints about halfway through the turn. 1)(%&
1#*&& Start two-minute turn here A TURN { 055†:0wd C On next leg TURNING NOW>055† B Finish turn at 055° The M3 calculates the exact curve of an ideal two-minute turn from one leg to the next. If you keep the CDI centered during the turn, you’ll follow this curve precisely, even if winds are present. The M3 will preserve any parallel offset you may have chosen. (See “Parallel offset” on page 154.) If you’ve queued a leg that involves a turn of 150/ or more, the M3 won’t try to set up a standard two-minute turn. If you make the turn before reaching the waypoint, the M3 sequences to the – 87 – 100197 REV 02.11 5 – USING ROUTES next waypoint. If you pass the waypoint, the M3 flashes the   button to give an advisory, such as TURN BACK { 055†.(Other types of turns are described in “Section 6 – GPS APPROACHES” beginning on page 99.) 5.4.4 Advisories To inform you of your progress along the flight plan, the M3 automatically activates several advisories. When the   button flashes, an advisory is waiting to be displayed. Press   to display the advisory, and press   again to clear the advisory. • If you deviate from the calculated flight path by more than four miles (or two miles when in Approach mode), the unit informs you with the following advisory: OFF-COURSE ALARM • If you’re on course (within four miles) when you approach within 15 seconds of a waypoint, the unit displays the heading of the next leg, as well as the distance remaining before you should start the turn: NOTE: If you’re already in TRK INFO, you won’t have to press the ACK button—this readout appears automatically. TURN { 055†:0.1d • When the distance reaches zero, the advisory changes to: TURNING NOW >055† NOTE: The turn advisories are omitted if the desired track is changing less than 2. • If you finish the turn without viewing either of the above advisories, the advisory will read: NOW ON NEXT LEG or, if on a route: NOW ON LEG 3 While using the  function, you can re-center the CDI at any time by pressing ‡and  , as described in detail in Section 4. – 88 – 101097 REV 02.11 USING ROUTES – 5 Be aware that re-centering the CDI while following an airway may move your desired track line outside of the limits of the airway. You should use this function only when under VFR or when cleared direct to the waypoint. 5.5 CREATING YOUR OWN ROUTES You can enter up to 100 routes into the M3’s database. These routes are made up of permanent waypoints and/or user waypoints previously stored in the unit’s memory. Each route can have up to 50 waypoints. To create a new route, first choose and enter a name for the route (up to 16 characters), and then specify the sequence of waypoints. Remember: You may fly the route in either direction. NOTE: When you store a user-entered route, it’s strongly recommended that you use a character other than J(et) or V(ictor) for the first character of the route's name. In this way, all user-entered routes will be grouped together alphabetically, rather than mixed in with airways. You can devise your own indexing scheme: For example, you could start all your routes for the southwestern states with the letters “SW” so they would be adjacent in the route list. Several special characters, such as #, $, and %, are available after the letters and digits when the small primary knob is turned to enter characters. To create a route: 1. Turn the large primary knob to  . 2. Press the left  button, and use the small and large primary knobs to enter the name you’ve chosen for the new route. When you’ve entered the name, press the button again to turn it off. Unless this name has already been used, or the database already contains the maximum of 100 user routes, the M3 will display: ASPEN-DUBUQUE 3. NEW ROUTE? ACK? Press   to begin storing the new route. – 89 – 100197 REV 02.11 5 – USING ROUTES The M3 now asks you to begin adding waypoints to the route: ADD TO END ACK? DIRECT { (END) 4. Press   to prepare to add the first waypoint to the route. CHOOSE 1ST WAYPT ADD ASE ACK? 5. Use the large secondary knob to select the first waypoint’s category (such as airport—APT) and the small secondary knob to display the waypoint’s identifier (such as ASE). You may use either the cursor method or the scanning method described in “Selecting waypoints by scanning” beginning on page 42. After displaying the waypoint's identifier, press   to store it. The M3 responds briefly with the confirmation: ASE ADDED Then, the M3 displays: ADD TO END ACK? ASE (END) 6. Press  , and choose the next waypoint of the route as described in Step 5. The M3 displays the distance and bearing from the previous waypoint to the currently selected waypoint to help ensure that the correct waypoint has been chosen. LEG: 123† 12ed ADD BJC ACK? 7. To enter the remaining legs of the route, respond to each ADD TO END ACK? message by pressing the   button, and enter each waypoint as described above. 8. When you’re finished adding to the end, you may turn the small primary knob to select a different edit function, or you may turn the large secondary knob to leave LEG EDIT. Turning the large primary knob removes you entirely from the  function. – 90 – 101097 REV 02.11 USING ROUTES – 5 NOTE: A special feature makes it easy to move back and forth between the primary readout to search for waypoints by city or name, to using the secondary readout to enter waypoints into your route. If you leave  and display any waypoint on the primary readout, that waypoint is automatically the first waypoint displayed on the secondary readout in that category, when you move back into  , LEG EDIT to enter the next route leg. There are many duplicate waypoint identifiers in the database, especially with the International FliteCard. Duplicates are indicated by a number sign (#) following the identifier. Be sure to verify that you’re displaying the correct waypoint by preselecting the waypoint as described in the preceding paragraph, and/or by verifying that the displayed length and bearing of the leg is what you expect. 5.6 ROUTE LEG INFORMATION This section provides detailed information about the LEG INFO function. The primary readout displays additional information about the route leg displayed in the secondary readout. The precise information displayed depends on whether or not you are following the route. To display route leg information: 1. Turn the large primary knob to  , and turn the small primary knob (or use the  button) to display the name of the desired route. 2. Turn the large secondary knob to display LEG INFO on the secondary readout. After one second, this message will roll up to display information about the leg shown on the secondary readout. 3. Select the desired route leg by turning the small secondary knob at any time. 4. Select the desired information by turning the small primary knob at any time. – 91 – 100197 REV 02.11 5 – USING ROUTES 5. To exit the LEG INFO readout, turn the large secondary knob. To leave the function, turn the large primary knob. The following information can be displayed on the primary readout: • The number of the leg shown on the secondary readout. 1ST LEG 2ND LEG 3RD LEG or, if flying this route, PRESENT LEG NEXT LEG AHEAD 2ND LEG AHEAD • The bearing and length of this leg. LEG: 052† 90yd • The distance from your present position to the indicated waypoint, displayed only if you’re following this route. (Turn the small secondary knob to see distance accumulate from one leg to the next.) {BJC 17yd • Your ETE to the TO waypoint of this leg assuming you’re maintaining your current Ground Speed, displayed only if you’re following this route. Turn the small secondary knob to see cumulative time to each future waypoint NOTE: Remember—varying winds and changes in heading may affect your ability to maintain the current Ground Speed. ETE 0:11 AT 157f – 92 – 101097 REV 02.11 USING ROUTES – 5 • Names of any Class B, Class C, or Special Use Airspace that the leg passes through. DENVER CLASS B COL SPGS Class C A-260 • Additional database information about the TO waypoint, including frequencies readable using the M3’s SmartComm, currently displayed on the secondary readout. Continue turning to display the complete list of information. DENVER CO JEFFCO ATIS: 126.25 APPROACH: 126.1 TOWER: 5.7 118.6 EDITING USER-ENTERED ROUTES You may change a user-entered route stored in the unit's database by using the LEG EDIT function. To edit a route: 1. Turn the large primary knob to  : V1 (US) }CRG {STARY 2. Turn the small primary knob or use the left button to display the name of the route to be edited. ASPEN-DUBUQUE }ASE {BJC 3. Turn the large secondary knob to display the message LEG EDIT: ASPEN-DUBUQUE LEG EDIT... – 93 – 100197 REV 02.11 5 – USING ROUTES The route name and LEG EDIT message roll up to display the previously used edit operation, such as CHNGE: CHNGE BJC ACK? }ASE {BJC 4. If necessary, turn the small primary knob to select the edit function (ADD, INSRT, CHNGE, or DROP) like the one listed below: DROP DBQ ACK? }COS {DBQ 5. If necessary, turn the small secondary knob to display the leg to be edited: DROP COS ACK? }BJC {COS NOTE: Steps 4 and 5 above can be performed in either order. Here are the four possible route-editing functions: ADD TO END ACK? Press   to add a waypoint to the end of the route. INSRT WAYPT ACK? Press   to insert a new waypoint within the displayed leg. CHNGE MDW ACK? Press  to change the TO waypoint of the displayed leg. DROP MDW ACK? Press   to delete from the route the TO waypoint of the displayed leg. For ADD, INSRT, and CHNGE, you select the desired new waypoint category and ID using the secondary knobs and/or left  button, then press   again. After you complete each edit, a confirmation is briefly displayed. Then you’ll be given the option to repeat the same type of edit. – 94 – 101097 REV 02.11 USING ROUTES – 5 You may repeat Step #4 and Step #5 as often as you want. Then turn the large secondary knob to leave LEG EDIT. The add-to-end function can be used at any time. To INSRT, CHNGE, or DROP a waypoint while you’re currently flying the route, you’ll be asked to PAUSE the route by pressing  : PAUSE ROUTE ACK? The M3 will now continue providing guidance along the route’s current leg and its next leg, if any. You are now free to edit any part of the route without affecting this guidance. To rejoin the route after editing it, simply display the desired leg and press ‡ and   in normal fashion. 5.8 CHANGING A FLIGHT PLAN IN-FLIGHT Rarely will you be able (at least in busy areas) to follow a flight plan without having to make changes to it as you fly. Here are some of the different ways you can modify it as you fly: "&)*2 You may immediately divert from the route to any database waypoint (see “Flying direct to a waypoint” on page 61): 1. Display that waypoint on the primary readout. 2. Press ‡ and  . Diverting from the route cancels the route. You may return to any leg of the route using Option 4 below. "&)*3: You may specify a waypoint to fly to after passing the current waypoint by using the waypoint queuing function described in “Queuing a second waypoint” beginning on page 62. Queuing a waypoint cancels the route. You may return to any leg of the route using Option 4 below. – 95 – 100197 REV 02.11 5 – USING ROUTES "&)*4 You may divert from the route by flying any course (track angle) you choose: 1. Turn the large primary knob to , thenpress ‡. 2. Turn the small primary knob to select the course to fly. 3. Press  . Diverting from the route cancels the route. You may return to any leg of the route using Option 4 below. "&)*5 You may fly to any leg of the route. Use the same procedure as when you first started to follow the route as described in “Following routes” beginning on page 85. Choose the leg that you want to rejoin, and fly to the leg using the CDI as a guide. "&)*6 You may start flying any other route (airway or user-entered) using the same method you used to fly the current route. "&)*7 You may add one or more waypoints to the end of a user-entered route at any time by using the ADD TO END function described above. "&)*8 You may edit a user-entered route by using the DROP, INSRT, and CHNGE functions described above. If you're following the route, you’ll be asked to PAUSE the route before editing it (see “Editing user-entered routes” beginning on page 93). The PAUSE operation disengages the M3 from the route so you may freely edit it. The M3 does continue guidance, however, along the current leg and the next leg of the original route. To rejoin the edited route, display the desired leg and press ‡ and – 96 – 101097 REV 02.11 USING ROUTES – 5   as described in “Following routes” beginning on page 85. Unless you select some form of guidance, one minute after you stop editing, you’ll be reminded with the message: ROUTE PAUSED, SELECT GUIDANCE! "&)*9 You may proceed direct from your present position to the TO waypoint of the current leg by pressing ‡and   when you’re displaying the  function. This re-centers the CDI, but doesn’t cancel the route. 5.9 ROUTES AND DATABASE UPDATES User-entered routes are composed primarily of waypoints from the factory-programmed database. When this database is updated, or when the North American and North American/ Approach FliteCards are swapped for the International FliteCard, some waypoints used in routes may no longer be found in the new database. This leaves some routes with legs having unknown waypoints. Trying to fly a route section containing an unknown leg displays the message: CANNOT FLY INTO UNKNOWN LEGS A route containing an unknown leg may need to be edited before it can be used. You can fly the latter part of the route or the reverse direction provided that all the waypoints involved are defined. The following list contains other potential problem areas to be aware of when changing between the North American and International FliteCards: • Airports: In the North American databases, the ICAO “K” prefix for major U.S. airports has been deleted from the identifier. For example, Los Angeles International is shown as LAX, not as KLAX. Canadian, Mexican, and Latin American airports are shown with their appropriate ICAO prefix. – 97 – 100197 REV 02.11 5 – USING ROUTES In the International database, the “K” prefix is included for many U.S. airports to conform to international usage (Los Angeles International is shown as KLAX). Also, major Alaskan airports are shown with their ICAO identifiers, which begin with PA. A few duplicate identifiers exist, primarily between smaller U.S. airports and similarly named airports in the South Pacific. • VORs: A few duplicate identifiers exist. • NDBs: Many duplicate identifiers exist. • Intersections: Many duplicate identifiers exist internationally, indicated by a flashing number sign (#) following the identifier. • Route Names: In the event that a user-entered route name is later used by an FAA airway in a new database update, a conflict arises. The M3 automatically solves this problem by adding an otherwise unused initial character in front of any duplicated user-entered route names. When the unit is first turned on after a database update that caused a route-name conflict, the unit displays a warning message that shows the new initial character of the user route. Try to remember this initial character, but even if you forget the character, you can easily find any such routes by placing the flashing cursor on the initial character of any route identifier and scanning counterclockwise from the end of the route list. As mentioned earlier, it’s strongly recommended that all user routes be named with a special character as the first character of the name, to avoid this potential problem and to group all user routes away from the FAA airways. – 98 – 101097 REV 02.11 Section 6 – GPS APPROACHES This section describes how to use the Northstar M3 to fly GPS non-precision approaches. CONTENTS 6.1 General information on GPS approaches Introduction to flying M3 approaches - Special features of the M3 - - - - - - Summary of approach operations - - - Flying an approach with the M3 - - - Approach levels - - - - - - - - - - Understanding RAIM - - - - - - - - 6.2 Flying the approach - - - - - - - - - 6.2.1 Specifying your destination and ETA - 6.2.2 Specifying the approach - - - - - - - 6.2.3 Flying to the Initial Approach Fix (IAF) 6.2.4 Displaying approach status - - - - - 6.2.5 Nearing waypoints - - - - - - - - - 6.2.6 Procedure turns - - - - - - - - - - 6.2.7 The sensor FAF - - - - - - - - - - - 6.2.8 Omitting procedure turns - - - - - - 6.2.9 Holding at waypoints - - - - - - - - 6.2.10 Nearing the Final Approach Fix (FAF) - 6.2.11 The final segment - - - - - - - - - - 6.2.12 Missed approach point (MAP) - - - - 6.1.1 6.1.2 6.1.3 6.1.4 6.1.5 6.1.6 - - 6.2.13 Initiating a missed approach before the MAP 6.2.14 Flying a heading to a radial - - - - - - - - 6.3 Navigating along the approach CDI sensitivity - - - - - - Navigating along legs - - - Track Angle Error (TAE) - - Flying a missed approach - - 6.4 6.4.1 Missed approach holding point (MAHP) 6.4.2 Automatic return to the FAF - - - - - 6.5 Other approach functions - - - - - - 6.3.1 6.3.2 6.3.3 6.5.1 6.5.2 6.5.3 6.5.4 - - - Automatic waypoint sequencing—in holds Guidance on the holding pattern - - - Entering holding patterns - - - - - - Leaving the holding pattern - - - - - - – 99 – 100197 REV 02.11 - - - - 101 101 102 102 104 104 108 108 109 111 112 113 113 114 115 115 116 117 118 119 119 120 120 120 121 121 122 124 124 125 125 126 126 128 - - - - - - - - - - - - - - - - - - - - 6.6 Charting differences - - - - - - - - - - 6.7 An example: flying a typical approach - 6.8 Using demo mode to train for approaches 6.8.1 Flying in demo mode - - - - - - - - - 6.8.2 Starting the approach - - - - - - - - - 6.8.3 Flying the approach - - - - - - - - - - 6.8.4 Holds and procedure turns - - - - - - - 6.9 Helpful hints - - - - - - - - - - - - - - 6.5.5 6.5.6 6.5.7 6.5.8 6.5.9 DME arcs - - - - - - - - - - Hold in lieu of a procedure turn Displaying the approach legs - Modifying an approach sequence Leaving approach guidance - - - - 128 129 130 130 131 131 132 134 134 135 135 135 135 – 100 – 100197 REV 02.11 GPS APPROACHES – 6 6.1 GENERAL INFORMATION ON GPS APPROACHES This section describes how to use the Northstar M3 to fly GPS non-precision approaches. FAA Advisory Circular 90-94 provides guidance for use of GPS under IFR, including a description of the GPS Overlay Approach program. The FAA has designed a number of new approaches for use with GPS and has overlaid other GPS approaches onto existing VOR or NDB approaches. These overlay approaches now can be flown more easily and accurately using GPS. New GPS approaches will become available as they’re released by the FAA. All available approaches are programmed into the M3’s FliteCard, which uses data collected and distributed by Jeppesen Sanderson. Your FliteCard must be current to fly an approach with the M3 in Instrument Meteorological Conditions (IMC). For training and practice purposes, however, the M3 may be used to fly approaches in visual conditions, even with an expired database. 6.1.1 Introduction to flying M3 approaches An approach is a sequence of waypoints and radials, including procedure turns and holding patterns. The M3 automatically steps through this sequence and performs certain other actions, such as automatically scaling the CDI sensitivity at the proper point in the approach. The M3 treats approaches as entities totally separate from the rest of the database. Everything dealing with the selecting and sequencing of an approach is handled in the 
 function. An approach isn’t a part of a route or a flight plan, and it isn’t associated with an airport selected in either 
position. The 
 function provides the “big picture.” It’s where you select the airport where you’ll be flying the approach, which approach you’ll be using, and how you’ll start that approach (that is, which IAF you’ll use, or VECTORS TO FINAL). Use 
 to select and review the sequence, and use  and  to provide navigation guidance to the current waypoint or along the current radial. Use the 
 position only to set up and review the sequence, not to actually fly it. – 101 – 100197 REV 02.11 6 – GPS APPROACHES 6.1.2 Special features of the M3 The M3 has several unique features to help make flying approaches easier and safer: • You can easily bypass earlier approach waypoints and monitor your progress as you’re vectored to the FAF with a feature known as Vectors to Final. The M3 automatically continues navigation from that point. • Every leg of each approach (including inbound and outbound legs of procedure turns and holds) is explicitly included; no guesswork is needed while flying these. The M3 even starts and stops the leg timer automatically. • You can fly the entire approach through the Missed Approach Point (MAP) “hands off,” with no need to manually sequence waypoints. • At waypoints, the M3 calculates the curved path of a standard rate turn. The CDI needle remains centered as you follow the curve. • The M3 navigates the true curved path of DME arcs, rather than breaking up the path into straight line segments with added waypoints. 6.1.3 Summary of approach operations Here’s an overview of the steps you should follow when using the M3 to fly an approach. Details of each step are provided in the sections that follow this overview: – 102 – 101097 REV 02.11 GPS APPROACHES – 6  
  $  '  **   0 &  1   (2 ! #   # $3 45    #  #  6  * *      ##       #3 .         #2 ! #  #     # &   #  6'(  #6'(3  
!# #   #±7 # '839  (3  1 #*   1 58     & 1    ## ## 2 TO ENABLE NPA USE -D> IN APCH 5  2     # #  
!# #    # 6 835 #  '838: ( 3' still 1#   45   & 1     ## ; #0    #* 3( 9  2      ##  & 45#    0   3'     #   ###  3(  42     # 6 # &   #  #  3   #  6 #  4 & 
!# #    #*0±7 # 3 4&      #    4##   <'4<(3    ##   2 = 1        4<#  3 – 103 – 100197 REV 02.11 6 – GPS APPROACHES 6.1.4 Flying an approach with the M3 The Northstar M3 provides guidance to the Initial Approach Fix (IAF), any intermediate waypoints, the FAF, and the MAP. If you’re unable to land, the M3 provides guidance to the MAHP. If you’re flying an approach “as published,” the M3 sequences automatically through each leg. Operation is “hands off,” from activation of the approach up to the MAP. Of course, you may want to turn a knob or push a button to display different navigation information, but otherwise, you won’t need to touch the unit, except perhaps to modify the default settings of a hold or a procedure turn (See “Procedure turns” on page 114.) As you near the destination, you can choose from any approach sequence stored in the FliteCard. You also select the IAF, or instead, select Vectors to Final, which is used when ATC gives you radar vectors to the FAF. This function bypasses earlier waypoints of the published approach and provides positional awareness to help you line up on the final approach segment. You may start M3 guidance on any leg of the approach. 6.1.5 Approach levels The 
 function has three different vertical levels (see the diagram on page 107 ). The large secondary knob can always be used to move “up and down” between these levels. At the top, Level 1 is used to designate the airport. After entering the identifier, either press   to lock it in as the destination, or use the large secondary knob to move down to Level 2 and Level 3 to browse through details of the various approaches without changing your designated destination airport. After you   your destination airport in Level 1, the readout automatically drops down to Level 2. At this point, use the small primary knob to scroll through all the available approaches at your destination (there may be only one). With the desired approach displayed on the primary readout, use the small secondary knob to scroll through the various entry points of the approach. Entry points consist of VECTORS TO FINAL, transition fixes (labelled “TF”), and initial approach fixes (labelled “IAF”). Selecting a TF or IAF as your entry point usually implies a full approach with a procedure turn or a “hold in lieu of a procedure turn” in the sequence. An exception is an IAF charted as a – 104 – 101097 REV 02.11 GPS APPROACHES – 6 “NoPT” segment: In this case, the M3 won’t include the procedure turn. After you’ve selected your destination in Level 1, and the approach and the entry to the approach in Level 2, enable the approach by pushing ‡followed by  . This accomplishes two things: The selected IAF becomes your current waypoint (if you selected VECTORS TO FINAL, the current waypoint will be the FAF), and the selected approach sequence begins. In addition, the readout switches to the  position to show guidance to the current waypoint. When the approach is active, switching back to 
 will show the Level 3 readout and the current active leg of the approach. In this way, Level 3 can be thought of as a “ticker tape” showing leg by leg the entire approach you selected in Level 2. The small primary knob will step forward or backward through the sequence, so you can brief yourself on the approach. You won’t affect the guidance unless you press ‡ and  a second time, so there’s no harm in scanning through the sequence. You can switch back to  at any time, without having to return the pointer to the current leg. It is highly recommended that you take the time to step through the sequence, either before or after you’ve enabled the approach, to be sure you understand what the M3 will do. Remember, you can always move up to Level 1 or Level 2 of 
 by using the large secondary knob, if you want to change the procedure or even the destination airport. Level 3’s “ticker tape” allows you to press ‡and  to activate any leg. If, for some reason, the M3 isn’t on the leg you expect, or if you want to intercept the next leg, simply turn the small primary knob to display the desired leg, and press ‡ followed by  to force that leg to become active. The M3’s 
 function has three separate display levels that are used when instructing the M3 to fly an approach. Turn the large primary knob to 
, then turn the large secondary knob clockwise to display the three levels shown below: • Level 1: Select your destination and ETA. • Level 2: Select an approach and entry point for the approach. – 105 – 100197 REV 02.11 6 – GPS APPROACHES • Level 3: Display or select the individual legs of the selected approach. When you turn to the 
 function, the M3 will automatically display the level you’re likely to need next. For example, if you’ve already specified your destination, the M3 will display Level 2, so that you can select an approach for the designated airport. If you’re already flying an approach, the M3 will display Level 3. The approach levels are illustrated on the next page. – 106 – 101097 REV 02.11 100197 REV 02.11 – 107 – }AMAZE {PRIMO Review approach legs OSX turn small primary knob FLOUN IAF FAH IAF AMAZEToPRIMO PEENA HOLD OUT HOLD IN PEENA RW27 Fr BIPED TF Using the M3’s APCH function DIRECT AMAZE IAF turn small secondary knob BADAN TF OSH GPS RWY 27 {AMAZE IAF Level 3 OSU turn small primary knob OSH NDB RWY 36 GPS RWY 27 VOR RWY 09 VOR RWY 18 VOR RWY 27 OSC turn small primary knob OR98 VECTORS TO FINAL Choose approach and starting point Level 2 OSH DEST. ACK? Choose airport Level 1 GPS APPROACHES – 6 6 – GPS APPROACHES 6.1.6 Understanding RAIM The M3 uses Receiver Autonomous Integrity Monitoring (RAIM) to help assure the validity of GPS position data. To verify the accuracy of your position, the RAIM function cross-checks information from additional satellites and the altimeter, and rejects inconsistent measurements. In conditions of poor satellite geometry (geometry refers to the relative position and number of satellites in the sky), RAIM may be unavailable. FAA approach procedures require that GPS units have RAIM capability to check standards of navigational accuracy during an approach. The M3 has two modes of navigational accuracy performance: terminal integrity and approach integrity. Terminal integrity requires a guarantee of position accuracy of 1.0 nm or better; approach integrity requires an accuracy guarantee of 0.3 nm or better. The term “guarantee” means that there’s a better than 99.9 percent probability that the position error doesn’t exceed the 1.0 nm or 0.3 nm limit (see “fault protection radius” in the glossary at the end of this manual), even in the presence of certain failure conditions as specified by the FAA. In addition, GPS units are required to let you verify, in advance, that satellite geometry will allow RAIM to perform the desired tests at your destination—for the period 15 minutes before and after your ETA. You will find that the RAIM function will be available for nearly all of your approaches. 6.2 FLYING THE APPROACH This section describes the mechanics of activating the approach, and how the M3 sequences from one leg to the next. Section 6.3 describes how the M3 helps you fly the aircraft accurately along each leg of the approach. Here are the basic steps for initiating any GPS approach: 1. Specify your destination and ETA. 2. Specify the approach. 3. Fly the approach. – 108 – 101097 REV 02.11 GPS APPROACHES – 6 6.2.1 Specifying your destination and ETA The FAA requires that the M3 predict RAIM availability at the pilot’s chosen destination and ETA. (In fact, it’s a good idea to verify RAIM availability before you file your flight plan.) ETA must be entered as ZULU time to avoid confusion regarding local time zones. To enter the destination, use approach Level 1: 1. Turn the large primary knob to 
. The readout displays data similar to: LAX DEST. ACK? RAIM OK @12:25Z NOTE: If a readout similar to the one above isn’t shown, turn the large secondary knob one or two clicks to the left to enter Level 1 and display a destination. NOTE: Some airports have no GPS approaches. You can check these for RAIM availability, but can’t assign them for approaches: BE2 HAS NO NPAs RAIM OK @06:30Z 2. Turn the small primary knob to select the identifier of the destination airport. Or, you may find it easier to press the left-hand  button and enter the destination airport character by character, using the small and large primary knobs: OSH DEST. ACK? RAIM ?? @20:15Z 3. The M3 first displays an ETA based on a standard cruising speed of 180 knots, assuming that you’ll navigate directly to the airport. Turn the small secondary knob to adjust the ETA for any delay before takeoff, different speeds, doglegs, or expected winds en route: OSH DEST. ACK? RAIM OK @21:10Z ETA for approaches is always expressed as ZULU time (you can see ZULU time in  
). The M3 calculates RAIM availability at the destination and displays it within a few seconds. RAIM OK means RAIM should be available; RAIM NG means it’s possible that – 109 – 100197 REV 02.11 6 – GPS APPROACHES an insufficient number of satellites will be overhead to allow the RAIM function to verify the approach’s accuracy. In the latter case, you’ll need to choose another destination, another arrival time, or another means of flying the approach: OSH DEST. ACK? RAIM NG @19:30Z OSH DEST. ACK? RAIM OK @21:10Z NOTE: This calculation may take several seconds to complete; you don’t need to wait for the displayed result. Meanwhile, you can use the M3 for any other function and check RAIM status for various ETAs later. The M3 automatically calculates RAIM availability at the destination airport for every five-minute interval up to 23⁄ hours in the future and 25 minutes in the past. Within a short time period, RAIM availability for this wide range of ETAs will be calculated. Any outages that are predicted to be within 15 minutes before or after the ETA will be reported to you immediately. These results are updated every few minutes, according to the latest almanac and health data from the satellites. 4. Press the flashing   button. The M3 displays: ASSIGN OSH FOR NP APPROACH ACK? NOTE: If a different approach had previously been activated, the M3 will first display: CANCEL PRESENT XXX APCH ACK? Press   to acknowledge this message, or turn either large knob to continue the present approach. 5. Press   again. The M3 will automatically turn to Level 2, which displays the approaches for the selected airport. You have now entered the destination and ETA. To change the destination at any time during the flight, simply repeat this procedure. Details of any predicted RAIM unavailability occurring within ± 15 minutes of the ETA will be displayed as a message. If RAIM is – 110 – 101097 REV 02.11 GPS APPROACHES – 6 predicted to be unavailable, the pilot is responsible for modifying the flight plan in order to arrive at a time or location when RAIM will be available. NOTE: As you near the FAF, another form of predictive RAIM, "five-minute lookahead," comes into play. This considers the actual signal conditions and extrapolates into the future. In final approach mode, the message GPS RAIM CHECK MAY FAIL SOON will appear, if fiveminute lookahead reports that RAIM may not be available throughout the next five minutes. Also, if you’re still before the FAF, the nav flag accompanies this message. If your ETA changes significantly during your flight, you may want to determine RAIM availability for this new arrival time: 1. Turn the large primary knob to 
, and turn the large secondary knob counterclockwise to display Level 1. 2. Update the destination and ETA as necessary. The M3 will display the availability of RAIM. You also may view any alternate airport and its approaches without  ing it as the destination. To inhibit all approach-related messages, select and   *NONE as the destination. 6.2.2 Specifying the approach When you’ve been assigned a specific approach for the destination and are ready to fly it, perform the following steps (using approach Level 2): 1. Turn the large primary knob to 
. (If necessary, turn the large secondary knob to obtain a display similar to that shown below.) The M3 displays an approach for the airport you previously designated. The airport identifier, and the last-viewed approach type and runway are displayed on the primary readout: OSH NDB RWY 36 VECTORS TO FINAL 2. Turn the small primary knob to select the desired approach on the primary readout: OSH GPS RWY 27 VECTORS TO FINAL – 111 – 100197 REV 02.11 6 – GPS APPROACHES 3. To select an IAF or TF for the designated approach, turn the small secondary knob: OSH GPS RWY 27 {PEENAi IAF NOTE: The first choice displayed for each approach is VECTORS TO FINAL, used when ATC will give you radar vectors to intercept the final approach course. 4. Double-check the readout to verify the airport, approach type, runway, and IAF. NOTE: The example above specifies the Oshkosh GPS RWY 27 approach, using PEENA intersection as the IAF. 5. Press ‡and  to begin the approach: FLY 075† DIRECT {PEENAi ACK? 6. The M3 switches to the  function and guides you along the track direct from your present position to the IAF. Now you’ve specified the destination, approach, and IAF, and also instructed the M3 to begin flying the approach. You can use this function to view the approaches at any destination at any time, and make a tentative selection in advance. 6.2.3 Flying to the Initial Approach Fix (IAF) The M3 provides guidance to the IAF that you specified for the approach. The track to the IAF runs directly from your present position to the selected fix. While displaying the  function and flying to the IAF, you can press ‡and   to re-center the CDI, just as when flying to any non-approach waypoint. If you chose VECTORS TO FINAL rather than a specific IAF, fly the assigned headings you’re given by ATC. The M3 will skip over all the waypoints before the FAF, and will display guidance relative to the FAF. Select Heading Mode on your flight director or autopilot and fly the assigned heading. The M3 displays the following guidance while you’re being vectored to the FAF: – 112 – 101097 REV 02.11 GPS APPROACHES – 6 • Your distance and bearing to the FAF, to aid your awareness of your position • Your cross-track distance relative to the final course line, so you can simply switch the autopilot back to the M3’s control as you approach the FAF, whenever you’re nearly lined up with the final approach course Section 6.3 describes how to use the  (using large primary knob) and (using large secondary knob) functions to display distance and bearing to the next waypoint on the primary readout, and Ground Speed (GS) and Track Angle Error (TAE) on the secondary readout: {PEENAi 090† 2ed GS 102 2†> 6.2.4 Displaying approach status You can turn the large primary knob to 
 (Level 3) to see a description of the current leg on the left, and the function of the next waypoint and the next action at that waypoint (hold, procedure turn, etc.) on the right: DIRECT {PEENAi IAF @072†> HOLD Turn the small primary knob clockwise to display the next legs of the approach, and counterclockwise to see previous legs. 6.2.5 Nearing waypoints When you come within 15 seconds of the turn at the next waypoint, the 
 annunciator will flash. At the same time, if the change in course is 2° or more, the unit will notify you in one of the following ways: • If you’re viewing one of the  readouts, such as the line containing TAE, the secondary readout will temporarily switch to the DESIRED TRK line: DESIRED TRK 145† This readout will roll up to indicate that you should start the turn in 0.2 nm: TURN { 055†: 0wd – 113 – 100197 REV 02.11 6 – GPS APPROACHES When you reach the beginning of the turn, the readout displays: TURNING NOW > 055† • If you aren’t viewing one of the  readouts, the   button will flash; press it to display on the secondary readout the turn messages shown above. Then, if you begin a two-minute turn at the indicated spot, you should end up on the new leg (assuming no drift due to winds). The M3 calculates the actual curve of the turn. If you keep the CDI centered during the turn, you’ll follow the ideal turn precisely, even if winds are present. If the change in course at the waypoint is within 2°, however, the M3 flashes the 
 annunciator and sequences to the next leg without switching to the DESIRED TRK line or flashing the   button. If the turn is a procedure turn or a hold in lieu of a procedure turn, see “Procedure turns” below. And if the course is unchanged from one leg to the next, the DESIRED TRK readout will roll up to display: STAY @ 088†: 0qd 6.2.6 Procedure turns After you sequence into a procedure turn, the M3 automatically provides guidance along the outbound radial of the procedure turn. In the GS/TAE readout (under ), the ground speed normally shown changes to a count-up timer; while you fly outbound, the  GS/TAE readout displays: OUT 0:25 <4† NOTE: You can turn the small secondary knob all the way to the left to display the inbound course. If there’s a suggested time for the outbound leg in the database, it will be shown here as: FLY 090†@2:00 – 114 – 101097 REV 02.11 GPS APPROACHES – 6 If there isn’t a suggested time, the readout will display: FLY 090†AT WILL After you’ve flown outbound for the desired time or distance, begin the course reversal you prefer. The M3 continues to provide guidance along the outbound radial while you start to fly the course reversal. As you continue flying, the M3 senses when your course is consistently inbound, then sequences to the inbound leg. After you’ve turned inbound, the   readout reverts from displaying the timer to displaying the normal GS. Procedure turns may be turned on and off like holds can (see below), but unlike holds, procedure turns never repeat. 6.2.7 The sensor FAF In the case of an on-airport VOR Don’t reverse course inside or NDB, the underlying (tradithe FAF, even if cleared to do so tional) approach usually won’t have a FAF. Since all GPS approaches, both overlay and VOR stand-alone, must have a FAF, a FF090 MAP waypoint called a “sensor FAF” is The sensor FAF added to the GPS overlay approach, 4 nm from the MAP. This waypoint is given a name such as “FF090” (the letters ”FF” followed by two or three digits designating the final approach course). You must fly the procedure turn outbound beyond the sensor FAF. If you reverse course early, inside the FAF, the M3 may not sequence to the inbound legs. If this happens, just turn to 
, display the FAF-to-MAP leg, and press ‡and  . 6.2.8 Omitting procedure turns You can set the M3 to omit a procedure turn: 1. Turn the large primary knob to 
, then the large secondary knob all the way to the right to Level 3. 2. Use the small primary knob to select the leg before the procedure turn. The readout will be similar to: } OSH v { OS #3n – 115 – 100197 REV 02.11 183† > PT 6 – GPS APPROACHES 3. Turn the small secondary knob to display: OMIT PROCEDURE TURN ACK? 4. Press  /The leg readout changes to display NO PT, and in the example shown below, the TO waypoint is labelled as the FAF: } OSH v { OS #3n FAF 183† NO PT The next two legs (the outbound and inbound legs) will be labelled OMIT. To reinstate a procedure turn, display the preceding leg, turn the small secondary knob as described above, then press  . The M3 displays: PROCEDURE TURN DESIRED ACK? If you try to omit the procedure turn after the M3 has sequenced to the outbound leg, the M3 will display this message: CANNOT OMIT PT NOW BEING SHOWN To skip this procedure turn, turn the small primary knob three clicks to the right to show the desired leg, such as: } OS #3n { RW36 MAP 002† > RWY Then press ‡ and   to obtain guidance. 6.2.9 Holding at waypoints Almost every missed approach sequence ends with a hold at the Missed Approach Holding Point (MAHP). These holds can’t be turned off, and will repeat until you select another function, a new approach, or a new waypoint. Other holds, earlier in the approach, can be either flown or omitted, much like procedure turns (see preceding section). Some holds default to NO HOLD; others, particularly holds in lieu of procedure turns, default to >HOLD. – 116 – 101097 REV 02.11 GPS APPROACHES – 6 To change from >HOLD to NO HOLD, and vice versa: 1. Display the preceding leg on the Level 3 
 readout. 2. Turn the small secondary knob. The M3 will display either: OMIT HOLD OUT & BACK ACK? or& HOLD OUT & BACK DESIRED ACK? 3. Press  . You can choose in advance whether an enabled hold will be traversed just once or repeated. Display the HOLD IN leg on the 
 Level 3 readout, which will display either REPEAT or PROCEED. To change from REPEAT to PROCEED, and vice versa: 1. Turn the small secondary knob. The M3 will display either: PROCEED AFTER THIS HOLD ACK? WANT TO REPEAT THIS HOLD ACK? or, 2. Press . When you’re flying a repeating hold, you may exit either by selecting PROCEED, or by pressing ‡ and   for the desired next leg. The changes in the settings for procedure turns and holds aren’t permanently saved. If you haven’t started flying the approach, and you browse through other approaches, you may lose your changes. 6.2.10 Nearing the Final Approach Fix (FAF) Three miles from the FAF, the 
 annunciator begins to flash, indicating that the CDI sensitivity will increase to 0.06 nm per dot as you pass the FAF. Two miles from the FAF, the
 annunciator illuminates to indicate final approach mode. – 117 – 100197 REV 02.11 6 – GPS APPROACHES The annunciator illuminates, allowing you to complete the approach, if, and only if, the following conditions are met: • your track is inbound • you’re on the last leg before the FAF, or you’re between the FAF and the MAP • GPS position is available • cross-track error is under 2 nm • you haven’t chosen Missed Approach • you haven’t changed the CDI sensitivity To overcome the last two conditions, you can select 
 and press ‡ and  . If the 
 annunciator doesn’t illuminate, the M3 will continue to guide you through the remainder of the approach (and the missed approach procedure), but will use terminal mode integrity performance and CDI sensitivity. The unit won’t automatically sequence beyond the FAF, unless the pilot instructs the M3 to initiate a missed approach. If it’s a GPS standalone approach, you must terminate it and execute a missed approach. If it’s a GPS overlay approach, you can terminate GPS approach and switch to the underlying one, provided the required equipment is functioning. The 
 annunciator flashes for 15 seconds before you reach the FAF, and stays on continuously for 10 seconds after you pass the FAF. Be sure to observe the nav flag carefully during the final phase of the approach, since it will reflect any problems of navigation accuracy or integrity. 6.2.11 The final segment Between the FAF and the MAP, navigation proceeds with the CDI sensitivity at its maximum of 0.06 nm per dot: {RW27 275† 4td GS:114 <8† The 
 annunciator flashes when you’re about 15 seconds from the MAP, just as it does at all approach waypoints. – 118 – 101097 REV 02.11 GPS APPROACHES – 6 Even if you’ve chosen to miss, there’s no turn anticipation at the MAP. 6.2.12 Missed approach point (MAP) The MAP is the decision point at which you must choose either to land, if the runway is in sight, or to abort the approach and proceed to the MAHP, if you can’t see the runway. If the runway is in sight, simply ignore the M3’s guidance and continue to land visually. If you’ve missed, you’ll be guided to the MAHP. (See “Flying a missed approach” on page 122.) When you pass the MAP, the M3 shows the FROM flag, and the ‡button or  button flashes as a reminder to push it as the first step in executing a missed approach. After you pass the MAP, the M3 continues to provide CDI guidance along the extended course line above the runway. As you fly along with the runway, the M3 displays the direction and distance from the MAP, GS, and TAE: {RW27 090† 0ed GS 90f <0†> 6.2.13 Initiating a missed approach before the MAP You can initiate a missed approach anytime after passing the first waypoint of the approach. To do this, turn the large primary knob to  and press ‡ and  . If you initiate a missed approach before passing the MAP, the M3 guides you along the remainder of the approach to the MAP and on to the MAHP, but with the 
 annunciator extinguished and the CDI sensitivity changing back to ±1 nm. – 119 – 100197 REV 02.11 6 – GPS APPROACHES 6.2.14 Flying a heading to a radial 022 ° Sometimes, the published missed approach instructs you to fly a heading to interFly a heading to a radial cept a VOR radial and then proceed along it to the holding fix. Fly the heading specified on the approach plate. The M3 MAP doesn’t display heading guidance along this leg. Instead, it sequences to a leg that runs from the VOR to the holding fix. Just fly the published heading until the CDI captures the radial, follow it to the holding fix, and enter the hold. 6.3 NAVIGATING ALONG THE APPROACH This section describes the information that the M3 displays to help you accurately fly the approach. 6.3.1 CDI sensitivity When you begin an approach by pressing ‡ and  , the CDI sensitivity begins a gradual change to ±1 nm full scale. This sensitivity increase occurs at a fixed rate and may take up to six minutes to complete. At a distance of 3 nm inbound to the FAF, the 
 annunciator flashes, indicating that the CDI sensitivity will soon begin to increase to 0.3 mile full scale. At a distance of 2 nm from the FAF, the unit changes from terminal integrity performance to approach integrity performance. At this point, the 
 annunciator illuminates, and the M3 begins a gradual change to maximum CDI sensitivity, reaching 0.3 nm full scale (0.06 nm per dot) at the FAF. – 120 – 101097 REV 02.11 GPS APPROACHES – 6 NOTE: If you should manually override the CDI sensitivity during an approach, the 
 annunciator will automatically extinguish. An extinguished 
 annunciator means you cannot complete the approach without re-enabling approach mode. Since manually overriding CDI sensitivity cannot be undone, a message will remind you that you can re-enable approach mode by pressing ‡ and , while displaying the appropriate leg using the 
 function.  #
!# 7 
! # 7 #
! # 35 # IAF FAF MAP 6.3.2 Navigating along legs While flying an approach, the M3 is normally configured with the large primary knob set to  and the large secondary knob set to . Use the small knobs, if necessary, to display distance and bearing to the next waypoint on the primary readout, and GS and TAE on the secondary readout. (The M3 automatically changes to this configuration when you begin an approach:) {PEENAi 5ed 045† GS 100f <1† You can turn any knob to see other information at any time without affecting approach navigation, but the above setting will generally be the most useful. Details of the  readouts are given beginning on page 69. 6.3.3 Track Angle Error (TAE) Your TAE can be displayed on the far right of the readout by using the M3’s  function. The TAE readout shows the difference between your actual track over the ground and the desired track of the current leg. It indicates any heading change you’ll need to make to fly parallel to the leg. The goal is to fly on the leg, with zero TAE. – 121 – 100197 REV 02.11 6 – GPS APPROACHES When you’re flying parallel to or exactly on the leg, with zero TAE, the M3 displays: <0†> If your track angle is 3° greater than the desired track, the M3 displays: <3† The left-pointing arrow indicates you must come left 3° to fly parallel to the desired track. If your track angle is more than 30° from the desired track, a double arrow is displayed: 35†>> You can think of these arrows in any or all of the following ways: • The arrow shows the direction you must turn the aircraft to bring the TAE to zero (to fly parallel to the desired course line). • The arrow indicates the direction the CDI needle is moving. • The arrow “pushes” the CDI needle in the direction shown. The arrow is not necessarily the direction to fly to get on the course line. Again, your primary goal is to keep the CDI centered—TAE helps you get there. TAE also can be used to hold a specific intercept angle as you join a leg. 6.4 FLYING A MISSED APPROACH If the runway isn’t in sight when you pass the MAP, you must execute a missed approach. As you pass the MAP, the ‡button or  button will illuminate. NOTE: If you were using the recommended TRK and INFO display function, ‡will flash; otherwise, MSG will flash. – 122 – 101097 REV 02.11 GPS APPROACHES – 6 When you push the illuminated button, the M3 displays: FLY MISSED APCH PROCEDURE ACK? Press   to begin the missed approach. NOTE: The M3 will provide guidance along the extension of the FAF-to-MAP leg, above the runway, until you use the above procedure to begin the missed approach. The missed approach procedure can be initiated at any point in the approach by pressing ‡and   while in the  function. If you initiate a missed approach before passing the MAP, the M3 continues to guide you along the remainder of the approach to the MAP, but with the 
 annunciator extinguished. Remain at a safe altitude during this phase. As the first step of the missed approach, the M3 displays the first action you should take to fly the missed approach: @ 1200' ACK? The above example instructs you to climb to 1200 feet (maintaining proper heading), and to press   when you reach the assigned altitude. NOTE: In some cases, you may be prompted to   a distance or a time, rather than an altitude. Depending on how the approach has been encoded, the M3 may display an altitude specifically designated on the approach plate, or it may display an altitude that represents the standard intermediate altitude (typically 400 feet above the airport). Altitude is always displayed as above MSL. The M3 never displays descent altitudes—these must be determined from the approach plate. When you’ve complied with the first part of the missed approach procedure, press  /The M3 responds, and then continues with the remainder of this procedure. OK, THANK YOU Depending on the particular approach, the M3 may fly direct from the point at which you pressed   to the next waypoint, – 123 – 100197 REV 02.11 6 – GPS APPROACHES or it may guide you to intercept a radial from a  or other nav aid. The M3 will continue to guide you along each leg to the MAHP. 6.4.1 Missed approach holding point (MAHP) At the MAHP, perform a standard holding pattern until it’s clear what you want to do next. You may perform any of the following: • To fly to any waypoint from the M3’s database, display it in the primary readout, and press ‡and  / The M3 will leave approach operations and navigate directly to the waypoint in terminal mode. • To return to any leg of the approach, turn the large primary knob to 
, and turn the small primary knob to display the desired leg. Press ‡and   to receive approach guidance along that leg. • To re-start your approach, use 
 Level 2 or Level 3 to display: VECTORS TO FINAL and then press ‡and  ; this action provides guidance relative to the FAF. • To stop receiving approach guidance, use 
 Level 3 and turn the small primary knob all the way to the right to display: PAUSE APPROACH GUIDANCE -- ACK? and then press  . 6.4.2 Automatic return to the FAF After you pass the MAP, if you don’t do anything to the M3, guidance will continue along the FAF-to-MAP leg. If you’re receiving vectors, and come around again for another try, the M3 will still guide you properly along the final segment. The 
 annunciator will illuminate (if all conditions are still met) when you come within 2 nm of the FAF, heading towards the MAP. – 124 – 101097 REV 02.11 GPS APPROACHES – 6 6.5 OTHER APPROACH FUNCTIONS 6.5.1 Automatic waypoint sequencing—in holds A LOBBY After the inbound aircraft passes the holding waypoint (see LOBBY above) and turns outbound, the M3 automatically starts the outbound timer when it passes abeam of the holding point (at point A above). While outbound, the M3’s 
 function displays: }LOBBY HOLD OUT 1:00@270† (You’re outbound from LOBBY and should be on a 270° course.) The M3’s  function displays: }LOBBY 2ed 270† OUT 00:49 <0†> (You’re 2.3 nm from LOBBY, outbound, and have been flying outbound for 49 seconds.) When the aircraft turns to fly inbound to the waypoint, the M3 automatically sequences to the inbound leg. While inbound, the M3’s 
 function displays: HOLD IN {LOBBY MAHP@090† REPEAT (You’re inbound to LOBBY—the MAHP—with a desired track of 090°, and will repeat the hold.) The  function displays: {LOBBY 1ed 090† IN 00:35 <2† – 125 – 100197 REV 02.11 6 – GPS APPROACHES (You’re 1.3 nm from LOBBY and have been flying inbound for 35 seconds. The inbound timer starts at 0:00 when the M3 sequences to the inbound leg. Ideally, you should adjust the time of your outbound leg so that the inbound timer reaches 1:00 as you pass the holding point.) At the end of the inbound leg, the M3 either sequences back to the outbound leg or sequences to the leg after the hold. To see the current M3 hold status, turn to 
Level 3, and look at the inbound leg, which will display either PROCEED or REPEAT. To change from REPEAT to PROCEED or vice versa, see “Holding at waypoints” beginning on page 116. 6.5.2 Guidance on the holding pattern The M3’s database includes holding-pattern radials for all published holds on approaches. A holding pattern consists of HOLD OUT and HOLD IN legs, both of which the M3 automatically sequences through, based on your heading. After you initially cross the holding fix, the M3 sequences to the HOLD OUT leg, which is a radial from the holding fix—the same course as the outbound leg of the holding pattern. When you’re outbound on the hold, you’re flying parallel to the HOLD OUT radial. Even though the CDI will be fully deflected, you can make sure that your outbound leg is exactly parallel by maintaining a TAE of zero degrees. Once established in the hold, you should maintain a centered CDI for a HOLD IN leg, but not for a HOLD OUT leg. 6.5.3 Entering holding patterns Entries to a holding pattern can be easily made by using the TAE readout. The three major entry types are diagrammed below for reference: – 126 – 101097 REV 02.11 GPS APPROACHES – 6  Parallel entry ° 70 Teardrop entry ° 70 Direct entry Direct entry Cross the holding fix, and the M3 sequences to the HOLD OUT leg. Make a standard-rate turn to the outbound heading. When you pass abeam of the fix, the count-up timer starts, the CDI is deflected towards the holding radial, and the TAE will display zero degrees when you’re tracking exactly parallel to the outbound radial. At the appropriate time or distance, make your turn back towards the holding fix. After a few seconds, the M3 sequences to the HOLD IN leg, the count-up timer resets, and the CDI is centered on the inbound (or “holding”) radial. Parallel entry Cross the holding fix and fly the outbound heading. The M3 sequences to the HOLD OUT leg. Keeping the CDI centered will provide guidance outbound on the holding radial. At the appropriate time or distance, make a 225-degree turn to establish a 45degree intercept to the inbound leg. The M3 will sequence to the HOLD IN leg. Use the TAE readout to hold the desired intercept angle, and the CDI will center when you’re established on the holding radial. Teardrop entry Cross the holding fix, and the M3 sequences to the HOLD OUT leg. Fly a heading that causes a TAE of 30 degrees. The count-up timer starts and the CDI is deflected towards the holding radial. At the appropriate time or distance, make a turn back towards the holding radial, and the M3 sequences to the HOLD IN leg. – 127 – 100197 REV 02.11 6 – GPS APPROACHES Use the TAE to hold the desired intercept, and the CDI will center when you’re established on the holding radial. 6.5.4 Leaving the holding pattern The only type of hold you’ll normally encounter on an approach (other than at the MAHP) is a hold in lieu of a procedure turn. The M3 is programmed to guide you once around this hold and then proceed. If you should manually set this type of hold to REPEAT, then you’ll need to set it back to PROCEED when you’re cleared to the next fix. When you’re coming around the hold for the last time, turn the large primary knob to 
, turn the small primary knob to display the HOLD IN leg, then turn the small secondary knob to display: PROCEED AFTER THIS HOLD ACK? Then press  / 6.5.5 DME arcs DME arcs are flown just like point-to-point legs. Selecting an arc endpoint as the IAF takes you direct to the endpoint and then sequences to the next waypoint along the curved arc. To fly a curved leg, simply keep the CDI centered. Naming of arc endpoints Arc endpoints are waypoints whose names start with the letter “D,” followed by the three digits of the bearing from the VOR, followed by a letter indicating the DME distance from the VOR. For example, an arc starting on the 022-degree radial at 10 DME will begin with the waypoint “D022J” (“J,” the tenth letter of the alphabet, indicates 10 DME). – 128 – 101097 REV 02.11 GPS APPROACHES – 6 Intercepting a DME arc ° D022J nm 10 022 Occasionally, ATC issues a vector to intercept a DME arc. The M3 makes this procedure easy: . 1. In 
 Level 2, select the entry point for the approach you wish to intercept. Intercepting a DME arc 2. Turn the large secondary knob to select 
 Level 3. 3. Turn the small primary knob to display the DME arc: }D022J {BOSOX 113a This leg describes the 10 DME arc from D022J to the fix named BOSOX, having an initial course of 113 degrees. 4. Press ‡ to display: FLY ARC }D095J {BOSOX 113Å ACK? 5. Press   to begin guidance relative to the arc. The CDI or HSI needle will now follow the 10 DME arc. Simply follow the vector you’re given until you capture the needle, and then keep the needle centered. 6.5.6 Hold in lieu of a procedure turn Some approaches, generally those whose IAF is co-located with the FAF, use a “Hold in lieu of a procedure turn.” The M3 treats this hold much like a procedure turn. It will fly around the hold one time, and then proceed with the approach, unless the automatic sequencing is manually overridden. – 129 – 100197 REV 02.11 6 – GPS APPROACHES 6.5.7 Displaying the approach legs To display the sequence of waypoints and actions for any approach, turn the large primary knob to 
. • If no airport has been designated for approach, the lastviewed airport and ETA will be shown in Level 1. Select the desired airport, and then turn the large secondary knob one click to Level 2 to choose the approach, then another click to see Level 3 and the legs of the approach. • If an airport has been designated as the destination, but approach guidance hasn’t been started, the M3 displays Level 2, showing the list of approaches for that airport. Select one, and turn the large secondary knob one click to the right to see Level 3. • If an approach has been activated, the M3 displays Level 3, defaulting to the current leg of the approach: Level 3 of the 
 function shows a leg of the approach on the primary readout. The secondary readout shows additional information about the displayed leg, such as: • the bearing of the leg • the function of the waypoint (IAF, FAF, MAP, etc.) • what happens next (PT, HOLD, RWY, etc.) DIRECT {PEENAi IAF: @045†> HOLD The current leg is direct to PEENA (which is the IAF), the bearing to it is 045°, and the M3 is currently set to hold on that waypoint. The @ sign marks the current leg. Turn the small primary knob to display other legs of the approach. 6.5.8 Modifying an approach sequence Although the M3 will normally guide you automatically through all of the phases of an approach, you have complete manual control of waypoint sequencing and selection, should it be required for any reason. You can move the M3 ahead or back on the approach sequence, should it ever get out of sync with whatever is actually – 130 – 101097 REV 02.11 GPS APPROACHES – 6 happening, by displaying the desired leg using the 
 function as described above and pressing ‡and  . You can select the next action (like whether to perform an upcoming procedure turn or holding pattern) by displaying the leg and turning the small secondary knob to display the desired waypoint or action, and pressing  . 6.5.9 Leaving approach guidance The M3 will stop approach guidance when any of the following conditions occurs: • If you suspend approach guidance by turning the large primary knob to 
 and the small primary knob to the right to display: PAUSE APPROACH GUIDANCE ACK? Press the   button to cancel the approach. • If you abort the approach by displaying a waypoint and pressing the ‡ and   buttons to navigate with the new point. • If you fly a route. • If you assign a new destination. • If you turn the M3 off, approach operations are automatically cancelled when the unit is turned back on. In the first two cases, the approach will be considered paused (until a route is flown later), and can be re-invoked by turning to 
, Level 3, and pressing ‡, then  . A flashing @ sign before the track angle in Level 3 indicates the paused leg: @ 135† 6.6 CHARTING DIFFERENCES Overlay GPS approaches may use unfamiliar-sounding waypoints, such as “MA051” or “FF23.” Furthermore, these waypoints may not appear on your approach plates. NOS approach plates, in particular, do not depict most GPS waypoints. These waypoints are depicted on Jeppesen approach plates, but – 131 – 100197 REV 02.11 6 – GPS APPROACHES even Jeppesen plates may not show intermediate step-down fixes, especially those between the FAF and the MAP. In the ARINC naming convention for GPS waypoints, the first two letters describe the waypoint’s function, and the next two or three digits describe the runway or the magnetic course. For example, “RW23” is the threshold of runway 23, and “MA051” is the missed approach point for a circling approach whose final approach course is 051 degrees. The two-letter waypoint descriptors include: • RW - the runway threshold • MA - the Missed Approach Point for a circling approach • FF - the Final Approach Fix, usually a so-called “sensor FAF” • CV or CD - the Final Approach Course Fix, lined up with the final approach course, but outside the FAF 6.7 AN EXAMPLE: FLYING A TYPICAL APPROACH Listed below are all of the legs and actions for the GPS RWY 27 approach into Oshkosh. While the approach is enabled, the current leg can be displayed at any time by turning the large primary knob to 
. Turn the small primary knob to the right to display the next leg or to the left to display previous legs. Below is the sequence of Level 3 actions that the M3 will follow during this approach. Note that outbound and inbound legs of procedure turn and holds are each shown explicitly as a part of the sequence. The readout is shown first, followed by an explanation of its meaning: DIRECT { PEENAi IAF@040† > HOLD First, fly direct from your present position to PEENA, the IAF, which was at a bearing of 040° when the approach was enabled. If you aren’t flying this leg now, then the current bearing to PEENA will be shown. Begin a hold in lieu of procedure turn on this waypoint. }PEENAi HOLD OUT 1:00 090† – 132 – 101097 REV 02.11 GPS APPROACHES – 6 Fly 090° outbound on the holding pattern for one minute. HOLD IN {PEENAi FAF 270† PROCEED Fly the 270° radial inbound to PEENA (which is now the FAF), and then proceed. }PEENA {RWY27 MAP 273† >RWY From PEENA, fly to RWY27 (the MAP), which is on a bearing of 273°, and then expect to see the runway. If you land, the procedure is now complete. }RWY27 {1200' TRK 271† > > > If you choose a missed approach, fly from RWY27 to an altitude of 1200' on a bearing of 271°. (When you reach 1200', you must press  in  to sequence to the next leg.) DIRECT {GRATEi MAHP 273† HOLD After complying with the previous step, proceed directly to GRATE (the MAHP) and prepare to hold. }GRATEi HOLD OUT 1:00 270† If you haven’t been given vectors by this point, fly outbound from GRATE for one minute on a heading of 270°. HOLD IN {GRATEi 090† REPEAT Fly inbound to GRATE on a heading of 090° and repeat the hold until you specify a different action. VECTORS { PEENAi FAF 091† You may turn to this action at any time by turning the large and small primary knobs, then pressing ‡ and  , to begin radar vector guidance back to PEENA (the FAF). PAUSE APPROACH GUIDANCE -- ACK? – 133 – 100197 REV 02.11 6 – GPS APPROACHES To suspend approach guidance, turn to this action and press  . Approach guidance is also suspended automatically if you tell the M3 to fly direct to any waypoint in its database. 6.8 USING DEMO MODE TO TRAIN FOR APPROACHES The M3’s demo mode is an ideal way to learn how to fly approaches without leaving home. As already described in this manual, you can use a source of 12- to 24-volt DC power to run the unit when out of the aircraft, or just use it on the ground in your aircraft. To enter demo mode, press the ‡button while turning the M3 on. Then switch to  
, and select and   the display DEMO MODE: YES. The M3 then asks you to select one of the database waypoints as a starting position. Demo mode simulates flying a course you specify, or automatically flies the turns of a route or approach. Set the ground speed either to 900 knots to quickly run through an approach, or to 50 knots to slowly check out each readout. During simulated flight, all of the M3’s readouts work normally, letting you see exactly what happens at each step. Here are some key points to be aware of when using demo mode to simulate flying approaches: 6.8.1 Flying in demo mode To fly a heading, turn the large secondary knob to  
and the small secondary knob to display  and . Press  and enter the desired speed and course. To fly to a waypoint, display the waypoint in the primary readout and press ‡ and  . The M3 changes its simulated course to fly direct to the waypoint, and sets the speed to 150 knots, unless the speed had previously been set. To fly a route, display the desired leg and press ‡ and  . The M3 simulates sequencing through the legs. When the M3 starts guidance on a new leg, it changes its current course to fly parallel to the new leg. To fly an approach, display the entry point using 
 Level 2 or Level 3, and press ‡ and  . – 134 – 101097 REV 02.11 GPS APPROACHES – 6 6.8.2 Starting the approach Upon entering demo mode, you can specify any waypoint as the starting point for a simulated flight. If there’s already a waypoint at an appropriate location for the approach, just use it. If not, you can start at the airport and fly away from it for a few miles (at high speed, if you wish). When you press ‡ and   to begin the selected approach, the simulated heading changes to fly directly towards the chosen IAF (or to the FAF, if you’ve selected VECTORS TO FINAL). 6.8.3 Flying the approach The simulated heading will change automatically as you pass each waypoint. It won’t follow a smooth two-minute turn, but simply jumps to the heading of the next leg. Similarly, demo mode won’t follow a DME arc; instead, it flies a straight line between the end points. 6.8.4 Holds and procedure turns Demo mode won’t fully simulate flying around holds or procedure turns. You must manually enter the appropriate headings in  
to fly around these patterns. In particular, you must supply the turn from the outbound to the inbound leg. To follow the racetrack pattern of a hold, you can use a pair of ninetydegree turns at each end. It’s important to plan these out carefully in advance using the approach plate, so you can easily make the heading changes and observe the results. 6.9 HELPFUL HINTS Make a habit of using the M3’s 
 Level 3 function to brief yourself on the anticipated approach. Examine each leg of the approach and compare it with the approach plate. Be sure you know ahead of time how each leg will appear, where any procedure turns and holds are, and that you understand the missed approach procedure. Associate every leg in the displayed approach with the corresponding element on the approach plate. After you’ve successfully completed a few approaches, you might begin to feel that the M3 does all your work for you. And this may be true, as long as everything is going according to plan. But – 135 – 100197 REV 02.11 6 – GPS APPROACHES don’t become overconfident! When the time comes that you have to take an unexpected action, you’ll need to know exactly what’s going on, with no surprises. The M3 displays the approach as it has been encoded in the Jeppesen database, and it may differ somewhat from what is shown on the plate. For example, the MHT VOR DME Rwy 17 approach plate includes stepdown fixes at specified DME distances from CON VOR. But the D15.0 fix isn’t a waypoint, and it doesn’t appear in the database. This fact has two consequences: • You must determine the beginning of the final stepdown by other means (by DME or by noting when the M3 displays that you’re 2.5 nm from the Missed Approach Point). • The M3 displays no waypoints between FERNS and MA17. If you hadn’t checked ahead of time, you might expect the M3 to display the two fixes shown on the plate (D15.0 and D17.5). The final segment of a difficult approach is not the time to have to figure out why something doesn’t look the way you expected. Different approaches may be encoded in different ways in the database. Be sure you understand each approach before flying it. You can use Level 3 to browse through any approach at any time, without designating it. After you designate a destination, you can browse through the desired approach and preset any holds to either not execute, execute once, or to execute more than once. The M3 lets you designate any airport for an approach independently of any flight plan you’re following with the M3. The airport doesn’t have to be put at the end of the M3’s flight plan. This feature makes it much easier, faster, and safer to change the destination airport at the last minute in response to weather or other conditions. Before takeoff, you may want to designate an approach at your departure airport, so you can depart using an M3 flight plan but still be prepared to turn around and land in an emergency. – 136 – 101097 REV 02.11 Section 7 – AIRSPACE ALERTS This section describes how the M3 alerts you to possible penetration of Controlled Airspace (Class B and Class C) and Special Use Airspace (Prohibited, Restricted, Warning, and Military Operations Areas). If you often fly near one of these areas that you know well, and you don’t want to be alerted to its presence, you may turn off its alerts as described in “Disabling the Airalerts” beginning on page 145. When flying IFR, you may want to turn all of the alerts off as described in the same section. CONTENTS 7.1 7.2 7.3 7.4 7.5 7.6 Airalert™ airspace usage alert What generates an Airalert - How to use Airalert - - - - Airalert information - - - - Airalert limitations - - - - - Disabling the Airalerts - - - - 7.6.1 Disabling Class B and Class C alerts 7.6.2 Disabling Special Use Airspace (SUA) alerts 7.7 Mode C Veil alert - - - - - - - - - - - - - – 137 – 100197 REV 02.11 - - - - - - - 139 139 140 141 144 145 146 147 147 (this page intentionally left blank) – 138 – 100197 REV 02.11 AIRSPACE ALERTS – 7 7.1 AIRALERT™ AIRSPACE USAGE ALERT The U.S. Airspace system contains Controlled Airspace, including Class B airspace (formerly called Terminal Control Areas or TCAs), Class C airspace (formerly called Airport Radar Service Areas or ARSAs), and Special Use Airspace (SUA), including Prohibited, Restricted, Warning, and Military Operations Areas. Within this manual, these areas are called Airalert areas. Pilots are required to follow special rules for these areas, such as establishing radio contact before entering them or, in some cases, avoiding them completely. When the aircraft is near or likely to penetrate controlled airspace, the M3’s Airalert function provides information you can use to either avoid the area or comply with the regulations for entry. You can turn off the alerts for any one Class B or Class C Area, or for all areas, if you want. (See Section “Disabling the Airalerts” on page 145.) Airalert is programmed with precise descriptions of the outer boundaries of all Class B and Class C Areas. No separate warning is given for the inner, lower altitude boundaries. To display the names of all the Airalert areas in the database: 1. Turn the large secondary knob to  
and turn the small secondary knob all the way to the left. 2. Turn the small primary knob to scan through all the controlled areas stored in the database. The areas are divided into LOCAL and ALL groups in the same manner as waypoints. You’ll see the name of each area, and the bearing and distance to its center from your present position: BOSTON Class B 7.2 087† 57qd WHAT GENERATES AN AIRALERT The Airalert feature of the Northstar M3 alerts you when you’re likely to enter a Class B or Class C area or an SUA that requires radio communication and control. Specifically, a continuous alert is given when any of the following conditions exists: • You’re inside a Airalert area, or – 139 – 100197 REV 02.11 7 – AIRSPACE ALERTS • You’re passing within approximately four miles of an Airalert area, or • You’re approximately 10 minutes from penetrating an Airalert area In addition, a one-time alert will be given shortly after you specify a new flight path, if that flight path passes through an Airalert area. The flight path is tested when: • you select a new leg to fly by any of the methods in Section 4 or 5, including queuing • you set or change a parallel offset • the M3 sequences to a queued leg or route leg. Exception: sequencing to the inbound leg of a hold. The unit checks your future track for Airalert area penetration and displays the names of up to five areas that the track will penetrate. Flying a heading, your track is checked up to 100 nm ahead of your present position. In other situations, a great circle track is checked as far as the waypoint, or 1000 nm, whichever comes first. This Airalert appears as: BOSTON Class B IN FUTURE TRACK NOTE: Alerts are disabled while flying an approach. 7.3 HOW TO USE AIRALERT When the unit detects any of the conditions described above, the   button will flash. Press it to display an alert describing the situation. Press   again to return to the normal navigation display; while you hold the button in, another alert will appear that tells you if you’ve inhibited any particular alerts. The   button stays illuminated while you’re in or near Airalert areas; you may press   any time it’s illuminated to check the time to the outermost boundary or the distance to the center. When avoiding Class B and Class C Areas, use the displayed distance and bearing to the center of the area, especially when flying near one of the inner, lower altitude boundaries. The time – 140 – 101097 REV 02.11 AIRSPACE ALERTS – 7 or distance to the boundary displayed on the far right of the readout refers only to the outermost boundary of the area. For irregularly-shaped areas, such as Restricted Areas, the bearing and distance to the center are useful only in indicating the general location of the area. Use the displayed time-to-penetration and the distance to the boundary for an accurate measure of how far away you are. 7.4 AIRALERT INFORMATION When you press   in response to an Airalert, the following information is displayed (and continuously updated as you fly): • name of the area • bearing and distance to the center of the area • status relative to the outermost boundary of the area (one of more of the following): 9:35 Time-to-penetration (if your track will penetrate boundary within 10 minutes) 3ed Distance to the boundary (if within four miles, but your track won’t penetrate the boundary) INSIDE IN TWO I (if inside the displayed area) (if inside two or more areas) (if inside an area, and time or distance to another area is displayed) CLEAR • For Class B and Class C Areas: Radio call name and frequency for entering the area • For SUAs: Type of area (restricted, prohibited, etc.) – 141 – 100197 REV 02.11 7 – AIRSPACE ALERTS Example 1: If you were inside the Sarasota Class C area, you would see the following two alerts alternating on the readout: SARASOTA Class C 237† 7wd INSIDE TAMPA APP 120.55 237† 7wd INSIDE The center of the area is 7.2 nm away at 237°. The radio call for this area is TAMPA APPROACH, on 120.55 MHz. Example 2: If you had just passed the 10-minute mark from penetrating the outer boundary of the Boston Class B area, you’d see the following: BOSTON Class B 161† 34td 9:55 APPROACH: 120.6 161† 34td 9:55 The time indicates just under 10 minutes from the boundary. The center of the area is 34.5 nm at 161°. The radio call is BOSTON APPROACH, so no separate call name is shown. Example 3: If you were flying by close to the edge of restricted area R-1234, and were 2.6 miles from its boundary, you’d see the following: R-1234 180† 15d | 2yd RESTRICTED AREA 180† 15d | 2yd The distance, if any, on the right-hand end of the readout is the distance to the area’s boundary. The bearing and distance near the middle of the readout shown above always refer to the center of the controlled area, and are useful for monitoring your distance from inner, lower altitude boundaries of Class B or Class C airspace. For example, if the boundary at your altitude is a 10mile ring and the unit displays 12 nm, you’re 2 nm from that boundary. – 142 – 101097 REV 02.11 AIRSPACE ALERTS – 7 The time, if any, displayed on the right-hand end of the readout is the estimated time remaining before you’ll penetrate the outermost boundary of the area, based on your present track angle and ground speed. The time-to-penetration is displayed if the unit calculates you’ll penetrate the outer boundary within about 10 minutes. If you’re within about four miles from an area boundary, but your projected track indicates you won’t penetrate it, the symbol | (meaning close) is displayed, along with the distance to the boundary. The word INSIDE on the right-hand end means you’re now inside the area. The words IN TWO mean you’re inside two or more defined areas. The letter I on the right-hand end of the readout is a reminder that you’re inside an area while the unit’s showing information about another area you may come close to or penetrate. – 143 – 100197 REV 02.11 7 – AIRSPACE ALERTS The word CLEAR on the right-hand end means you’ve left the area and neither penetration warning nor “close” alert is needed. The multi-lobed New York Class B area is split into three separate sections (for JFK, EWR, and LGA airports); the Washington area is split into four sections (for DCA, BWI, IAD, and ADW airports); and the Houston area is split into two sections (for HOU and IAH airports). This sectioning allows the M3 to display your distance to the airport whose sector you’re entering, so you can monitor your distance to the 20- or 15-mile boundary of that sector. It’s normal for the time-to-penetration to show substantial jitter— this calculation is quite complex and is intended as an approximation. For Class B and Class C airspace, the displayed frequency corresponds to the particular sector from which you’re approaching the area. The radio call name and frequency alternate with the area name. 7.5 AIRALERT LIMITATIONS • The M3 provides alerts only for the largest perimeter of Class B and Class C airspace. That is, if you’re flying at a relatively low altitude, the unit will alert you when you’re about to fly under the edge of a controlled area. Once you’re under the edge of a controlled area, the M3 doesn’t display any further alerts for inner, lower altitude boundaries. • When you’re near controlled areas having circular boundaries, use the distance and bearing to the center to determine your distance from inner, lower altitude boundaries. When you’re near irregularly shaped areas, use the time-to-penetration to determine how far you are from the boundary. – 144 – 101097 REV 02.11 AIRSPACE ALERTS – 7 • It’s possible for the unit to simultaneously indicate that you’re near one controlled area (| is displayed) and that you soon will penetrate another area. The time-to-penetration displayed may refer to a different area than the | symbol refers to. When you unexpectedly see the | symbol, it’s best to check your chart unless you know the area well. • If you’re just learning to use the M3, you may want to disable the Airalert feature (as described on the next page) until you feel comfortable using the unit's many other features. Although Airalert is very useful, you may prefer to learn the unit’s various operations one step at a time. • The Airalert feature is designed as a backup to a pilot's normal navigation procedures. It is your responsibility as a pilot to know where you are and where you are going at all times. Airalert is intended to be a reminder or verification of what you should already know. A chart that depicts the controlled area should always be used with the M3. The database information has been carefully checked, but it’s always possible that errors exist, and new Airalert areas are constantly being added to the national airspace. Area boundaries and frequencies may be changed at any time. Northstar Avionics doesn’t encourage pilots to lose their navigation skills by becoming overly reliant on any one system. 7.6 DISABLING THE AIRALERTS If you regularly fly in or near an area whose boundaries you know well, you may not want the M3 to alert you every time you approach the area. Furthermore, when you’re flying IFR, you may not want to be given any airspace alerts at all. The Northstar M3 allows you to disable alerts for one particular controlled area or for all areas. Airspace alerts are automatically turned off when you’re flying an approach. When the Airalert system is disabled, an alert appears every time the unit is turned on, reminding you that the feature isn’t fully – 145 – 100197 REV 02.11 7 – AIRSPACE ALERTS operational. The   button will flash; press it to read the alert, and press it again to turn off the alert: AIRALERT IS OFF:CLASS B/C OR SUA No alert status is shown if the Airalert feature is active for all areas. This same status alert may be displayed either by pressing and holding in the   button any time that it isn’t already illuminated or after viewing other alerts. 7.6.1 Disabling Class B and Class C alerts 1. Turn the large secondary knob to  
. 2. Turn the small secondary knob to display an alert, such as one of the following, indicating the present status of the Airalert system: ALL CLASS B & C AIRALERT ON ALL CLASS B & C NO AIRALERT ATLANTA Class B NO AIRALERT BOSTON Class B NO AIRALERT 3. Turn the small primary knob to select the desired new status, choosing between two options: AIRALAERT ON ACK? or NO AIRALERT ACK?. 4. To disable an alert for just one designated area, the readout must first display AIRALERT ON ACK?. Then turn the small primary knob to display NO AIRALERT ACK? (to disable all alerts), or continue turning the small primary knob to the right to scan through all the area names in the database. Select and display the one particular area you want to disable. NOTE: For those areas that are split into sections (New York, Washington, and Houston), only one section may be disabled at a time. 5. Press   to confirm your new selection. Whether or not all alerts are disabled or only one alert is disabled, in – 146 – 101097 REV 02.11 AIRSPACE ALERTS – 7 either case, you must turn all the alerts back on again just to get one (and consequently disable) alert back on again. 7.6.2 Disabling Special Use Airspace (SUA) alerts 1. Turn the large secondary knob to  
. 2. Turn the small secondary knob to display the current SUA status: SUA ALERTS ON 3. Turn the small primary knob to select the desired new status. 4. Press  . 7.7 MODE C VEIL ALERT Federal aviation regulations require pilots to operate, or “squawk,” Mode C altitude encoding equipment whenever they’re flying within a 30-mile radius of the primary airport in a Class B area. The Northstar M3 provides an alert to the pilot whenever the aircraft is within or near such a radius, or when the projected track indicates that the aircraft will penetrate this radius within approximately 10 minutes. The display format for Mode C alerts is similar to that of Class B alerts, except that the unit displays the text MODE C on the right-hand end of the readout, alternating with either SQUAWK, SOON, or NEAR. Or, MODE C will alternate with one of the higher priority displays described in “Airalert information” beginning on page 141. SQUAWK Means you’re inside a Mode C area. SOON Means you’ll soon penetrate a Mode C area. NEAR Means you’re close to a Mode C area, but aren’t expected to penetrate it. BOSTON Class B 351† 24wd MODE C – 147 – 100197 REV 02.11 7 – AIRSPACE ALERTS A  
function separately disables this alert function when Class B alerts are turned on: MODE C ALERTS YES ACK? MODE C ALERTS NO ACK? 1. Turn the large secondary knob to  
. 2. Turn the small secondary knob to display the above function. 3. Turn the small primary knob to display YES or NO as desired, and then press  . In addition, disabling any Class B alert disables MODE C alerts for that area. Please remember that this feature is intended only as an advisory. The pilot is entirely responsible for complying with federal aviation regulations. – 148 – 101097 REV 02.11 Section 8 – MISCELLANEOUS FUNCTIONS This section describes a number of miscellaneous and setup functions, most of which are only used occasionally. CONTENTS 8.1 8.2 Quick nearest-airport display - - - Starguard™ theft-protection system 8.2.1 Your personal access code - - - - 8.2.2 Starguard level 1 - - - - - - - - 8.2.3 Starguard level 2 - - - - - - - - 8.3 Winds aloft - - - - - - - - - - - 8.4 Parallel offset - - - - - - - - - - 8.5 CDI sensitivity - - - - - - - - - - 8.5.1 Special approach rules - - - - - - 8.6 Magnetic variation - - - - - - - - 8.7 Miscellaneous displays - - - - - - 8.8 Demo mode - - - - - - - - - - - 8.8.1 8.8.2 8.8.3 8.8.4 Activating demo mode - - - - - - How the unit behaves in demo mode Special notes - - - - - - - - - - - Cancelling demo mode - - - - - - - - - - – 149 – 100197 REV 02.11 151 151 152 152 153 154 154 155 156 156 157 157 - - - - - - 158 - - - - - - 159 - - - - - - 160 - - - Look-ahead mode - - - - - - - - - - - - 8.9.1 Activating look-ahead mode - - - - - - - 8.9.2 How the unit behaves in look-ahead mode 8.9.3 Notes - - - - - - - - - - - - - - - - - 8.9.4 Cancelling look-ahead mode - - - - - - - 8.10 Latitude and longitude - - - - - - - - - - 8.11 GPS signal monitoring - - - - - - - - - - 8.11.1 Signal monitoring - - - - - - - - - - - - 8.12 CDI calibration and annunciator test - - - 8.13 Communications frequencies - - - - - - 8.13.1 Manual frequency lookup - - - - - - - - 8.13.2 Priority frequency selection - - - - - - - 8.13.3 Local frequency lists - - - - - - - - - - 8.13.4 Database INFO selection - - - - - - - - - 8.13.5 Maximum taxi speed - - - - - - - - - - 8.9 - - 161 161 161 162 162 162 163 163 163 164 166 167 168 169 170 170 (this page intentionally left blank) – 150 – 100197 REV 02.11 MISCELLANEOUS FUNCTIONS – 8 8.1 QUICK NEAREST-AIRPORT DISPLAY If you press ‡and the left-hand  button simultaneously, you’ll be immediately shown the identifier of the nearest airport in the M3’s database, along with the distance and bearing to that airport, and the length, surface, and identifier of the longest runway. The unit does this by switching automatically to the 
and  functions, and the nearest airport display will remain on the readouts until another function is selected. NOTE: If you use this function while ACK is flashing to indicate an advisory, the advisory will be lost. NEAREST AIRPORT {MA03 247ø 3wd 11-29 2200' TURF To display other nearby airports in the order of distance from you, turn the small primary knob to the right. 8.2 STARGUARD™ THEFT-PROTECTION SYSTEM Northstar navigators are well-known for being the navigation aid for large numbers of pilots. Unfortunately, there have been a few reported cases in which certain people apparently didn't want to buy their own Northstar navigator; instead, they just removed one from an aircraft parked on the ramp. To help alleviate this problem, Northstar Avionics offers Starguard as a standard feature on all M3s. Starguard gives you the option of using two levels of security protection, if you want (You may leave Starguard inactive if you don’t want to use it. It won’t impede your operation of the unit whatsoever.): • To activate the first level of protection, your personal access code is used once to enter a personal greeting that’s subsequently displayed every time the unit is turned on, identifying you as the owner. • Activating the Starguard full protection prohibits the unit from functioning at all until your access code has been entered. A window decal is provided reminding any would-be thief that the unit will not function if removed from the aircraft. – 151 – 100197 REV 02.11 8 – MISCELLANEOUS FUNCTIONS 8.2.1 Your personal access code A plastic card printed with your access code will be mailed directly to the address shown on your owner's registration card. Under no circumstances will this code be given out over the telephone. Be sure you fill out and mail with a complete address your registration card, so that we may send this access card and any other update information to you! You can always use this code to access Starguard. If you want to add an alternate, or second, access code, you may do so as described below. Either code may then be used. To add a second access code that’s easier to remember (you may choose a new access code up to six characters long, containing the characters A-Z, 0-9, and blank): 1. Turn the large secondary knob to  
. Turn the small secondary knob to display the following, and press  . ADD ALT.CODE? ACK? 2. The unit will first ask you to enter your existing code. Use the small and large secondary knobs to carefully enter those characters, then press  . If you fail to enter a correct code three consecutive times, the unit won’t let you try again for five minutes. 3. The unit will ask you to enter your new code. Use the small and large secondary knobs to enter the new characters, then press  . 4. The unit will ask you to enter your new code a second time to verify it. Use the secondary knobs, then press  . Subsequently, this readout in  
displays: CHANGE ALT.CODE? ACK? 8.2.2 Starguard level 1 *&' )*(+0 :*"' *#1( ''&)*(&;',)"1#+',:%'*&%' 0*)&)&0 *',*/ – 152 – 101097 REV 02.11 MISCELLANEOUS FUNCTIONS – 8 Letters, numbers, and several punctuation characters are available for your greeting. Plan your greeting to accommodate a visible space between the primary and secondary readout. 1. Turn the large secondary knob to  
. Turn the small secondary knob to display the following, and press  . CHANGE YOUR MSG ACK? 2. The unit will ask for your access code: YOUR CODE, PLEASE ACK? 3. Use the small and large secondary knobs to enter the characters of your access code, then press  . 4. The unit will ask you to enter the left-most 16 characters of your greeting: ACK? LEFT MSG: Use the small and large secondary knobs to enter the characters. When finished, press   5. The unit will ask you to enter the right-most 16 characters of your greeting: ACK? RIGHT MSG: Use the small and large secondary knobs to enter the characters. When finished, press  . 8.2.3 Starguard level 2 $&)-#&)*(&# (0# ,.011" &'$&)* Since the fully-activated Starguard requires that you enter your access code every time you turn the unit on, you may want to activate this feature only when the aircraft will be left unattended for a long period of time. You may activate or deactivate it at any time. 1. Turn the large secondary knob to  
. Turn the small secondary knob to display: STARGUARD: OFF 2. Turn the small primary knob to change the word OFF to ON, and press  . – 153 – 100197 REV 02.11 8 – MISCELLANEOUS FUNCTIONS 3. The unit will ask you to enter your access code as described above. 4. After you’ve entered the access code correctly, the unit will display OK, THANK YOU and activate Starguard. The unit will now require entry of the correct code every time it’s turned on, until you decide to deactivate Starguard. To deactivate, display the STARGUARD message as described above and turn the small primary knob to OFF. Then press  . 8.3 WINDS ALOFT Turn the large secondary knob to  
and turn the small secondary knob to display the winds function: HDG:334†TAS:128f WIND:221†T 44f Turn the large primary knob to the left to flash the heading or to the right to flash the true air speed. Turn the small primary knob to enter the correct value of the flashing number. The unit immediately calculates and displays the direction and speed of the winds aloft, using the current track angle and ground speed. In keeping with normal conventions, you must enter your heading as magnetic, but the displayed wind is shown as true. 8.4 PARALLEL OFFSET You may specify a parallel offset to your track, allowing you to fly parallel to a defined course, offset by a fixed distance. The Cross-Track Distance display, the external CDI, and the autopilot signal will refer to the parallel course. The amount of offset may be specified as NONE, or in nm up to a maximum of 20 miles left or right of your original course. When an offset is in use, an indicator such as 4L (designating four miles to the left of the original course) is shown to the left of the Off-Course Distance and CDI displays. Also, an optional external annunciator illuminates (if installed). Parallel offset can’t be used when you fly an approach. To enter a parallel offset: 1. Turn the large secondary knob to  
. – 154 – 101097 REV 02.11 MISCELLANEOUS FUNCTIONS – 8 2. Turn the small secondary knob to select the function PARALLEL OFFSET. The secondary readout will show the offset currently in use. 3. Turn the small primary knob to select the desired new offset. Press  . Any parallel offset is cancelled when the unit is turned off and then turned back on again, and whenever the ‡function is used to change the current flight path. If the unit isn’t turned off, the M3 informs you with a message when it cancels a current offset. Queuing a leg doesn’t affect parallel offset, and sequencing to a new leg also preserves parallel offset, except in holds. 8.5 CDI SENSITIVITY The sensitivity of the M3's internal CDI display, as well as the electrical output to CDIs, HSIs and flight directors or autopilots, is adjustable. Normally, it’s set to one mile per dot, giving ± 5 miles full scale. For precision flying, you may change the sensitivity to .50, .25, .20, .12, .06, or .03 miles per dot. (At .03 miles per dot, the minimum visible cross-track distance on the M3's electronic CDI is just 36.5 feet!) To change the sensitivity: 1. Turn the large secondary knob to  
. 2. Turn the small secondary knob to display the current value: CDI SENSITIVITY 1 DOT = 1.00d 3. Turn the small primary knob to select the new sensitivity. 4. Press  . This function controls the sensitivity of the unit's electronic CDI and any external CDI or autopilot that may be connected. Be careful! Many flight directors or autopilots may not function correctly when the CDI is set to a highly sensitive position. Test their operation carefully before using at any setting except the recommended one of 1 dot = ¼ mile. – 155 – 100197 REV 02.11 8 – MISCELLANEOUS FUNCTIONS 8.5.1 Special approach rules When you fly an approach, the M3 automatically adjusts CDI sensitivity towards a target value, increasing the sensitivity as you near the FAF. If you manually set a different CDI sensitivity during an approach, the 
 annunciator won’t illuminate, and the approach regulations prohibit you from landing. The message: RESTORE AUTO CDI VIA ‡ IN APCH will appear in response to your   of a sensitivity change. This message reminds you that if you want to land, you should turn to 
 soon, and use ‡ and   to re-enable automatic sensitivity changes. The M3 has a provision for those pilots who don’t like the gradual, automatic sensitivity change, and who prefer to make the change all at once, at a time that they choose. During this adjustment, the first sensitivity displayed is the target (  flashes). To “jump” to this target: 1. Turn the large secondary knob to  
. 2. Turn the small secondary knob to display the target value. 3. Press the flashing  . When enabled, the target values are as follows: • In final approach (
 annunciator on), .06 miles per dot. • The rest of the time (
 annunciator off), .20 miles per dot. The change to .20 continues even if you switch to nonapproach guidance. 8.6 MAGNETIC VARIATION Magnetic variation is the difference between magnetic north and true north. In the continental U.S., it varies from more than 20° west (in Maine) to more than 20° east (in Washington state). To display proper magnetic bearings and courses, the M3 has an internal map of magnetic variation. The unit displays all bearings as magnetic, except for the direction of WINDS ALOFT, which is displayed as true. Magnetic variation changes slowly from year to – 156 – 101097 REV 02.11 MISCELLANEOUS FUNCTIONS – 8 year. The current year is taken from the unit’s internal, batteryoperated clock, which normally needs no attention after being set once correctly during installation or service. To see the local magnetic variation: 1. Turn the large secondary knob to  
. 2. Turn the small secondary knob to display on the secondary readout: MAG.VAR.16° WEST 8.7 MISCELLANEOUS DISPLAYS Additional information may be displayed using the  
function. Turn the large secondary knob to  
, and the small secondary knob to display the following: • USER POS’NS. STILL AVAILABLE. The number of unused slots for user-entered waypoints at the present time. (How many more waypoints you may enter before filling the memory and having to erase points that are no longer needed.) • SERIAL # and SOFTWARE. The serial number and current software revision level of your particular unit. • GPS SFT. REV. and GPS FRM REV. The first item refers to the current revision level of the GPS hardware and the second refers to the software revision level of the GPS sensor. 8.8 DEMO MODE Demo mode enables the user to simulate a flight and practice using the Northstar M3 in realistic navigating situations, even when the unit is removed from the aircraft. All navigation features, including Cross-Track Error, ETE, nearest airport display, and so on, function properly. For safety reasons, demo mode is intended for use only when the aircraft is not in flight. A function in the  
category allows you to activate demo mode. You then specify any database waypoint as the starting point of the simulated flight, and a course or a waypoint to fly to. The unit will behave exactly as if it were actually flying along the – 157 – 100197 REV 02.11 8 – MISCELLANEOUS FUNCTIONS specified track or flight plan, including advising of waypoint arrival and warning of Class B and Class C airspace penetrations. NOTE: Remember that when the M3 is removed from the aircraft, forced air cooling is required. 8.8.1 Activating demo mode 1. To enable demo mode, hold the ‡button in while turning the unit on. It will now be possible to activate demo mode for as long as the unit is turned on. (Lookahead mode won’t be allowed.) 2. To activate demo mode, turn the large secondary knob to  
, and, if necessary, turn the small secondary knob to display DEMO MODE NO 3. Next, turn the small primary knob one click to change the word NO to YES. Press  . 4. The M3 will display: LAX IS DEMO POSITION ACK? where LAX is the identifier of a database waypoint. (The waypoint actually shown will be the last waypoint displayed on the primary readout.) 5. Use the primary knobs to display the identifier of the waypoint from which you want to start your simulated flight. (Use the large primary knob to select the waypoint category, and either turn the small primary knob to select the identifier, or press  and use the small and large primary knobs to spell out the identifier.) When you’ve displayed the desired identifier, press  . 6. To simulate motion, you must specify where you want to fly to. Step #6a describes how to specify a database waypoint to fly to, or a flight plan to follow. Step #6b describes how to enter a track angle and ground speed. You may use either method at any time to change the flight path or ground speed. – 158 – 101097 REV 02.11 MISCELLANEOUS FUNCTIONS – 8 a. You may “fly” to any waypoint selected on the primary readout by pressing ‡and  , or you may follow a route or approach as described in Section 5 and Section 6. You may queue a waypoint or set a desired track direction, all as in normal operation. In all cases, simulated motion will start in the direction of the chosen course. If the simulated ground speed previously was zero knots, the flight will start with a default speed of 140 knots. Sequencing to a new leg overrides any simulated course you might select in Step #6b. -orb. If you want, you may specify a simulated course and ground speed. Any demo flight plan previously selected will remain active as guidance; in this way, you can simulate cross-track error, and perform simulated holds and procedure turns. Turn the large secondary knob to  
and the small secondary knob, if necessary, to display Ground Speed and Course: GS 000f TRK 360° Press the secondary  button, and enter the desired values one character at a time, using the small secondary knob to select each character and the large secondary knob to move the flashing cursor to the next character position. When this is done, press  . 8.8.2 How the unit behaves in demo mode In demo mode, the simulated flight path follows the most recently specified course and speed as if it were actually using GPS signals. At the same time, the M3 shows your cross-track error, etc., relative to the last guidance you selected in Step #6a. All navigation functions will work normally, but the nav flag will be shown at all times. – 159 – 100197 REV 02.11 8 – MISCELLANEOUS FUNCTIONS 8.8.3 Special notes • Pressing ‡and  simultaneously to activate the emergency nearest-airport search will display airports near the simulated position. • Demo mode won’t try to fly precisely to a specified waypoint. It will start flying along the indicated heading, but may very slowly drift away from that track, just as if the pilot was following a constant heading without occasionally correcting the heading. This feature allows you to become familiar with the procedure for adjusting the desired track line to move to your present position. (See “Centering the CDI” on page 64.) • Any track angle you enter is, of course, magnetic, and the unit will attempt to fly a constant magnetic heading. This means the true heading will vary slowly as you “fly” through areas of different variation. • The demo mode flight path won’t simulate a two-minute turn at each waypoint. It will simply fly until the M3 sequences, then make a sudden sharp turn, and continue in the direction of the new leg. TAE will change gradually as the M3 guidance follows a two-minute turn. • To sequence to the inbound leg of a simulated hold or procedure turn, simply “fly” in the inbound direction using the speed and course line in  
(see “Activating demo mode” beginning on page 158). The M3 will recognize your change of direction just as it does in actual flight. • To enter a new starting position, turn demo mode off and then on again in  
. • When travelling at simulated supersonic speeds, the unit may not supply a full 10-minute warning of Class B or Class C airspace penetration, and some other functions may not work exactly as expected. • Demo mode doesn’t follow DME arcs; it follows a straight line connecting the end points. • If you fly a Vectors to Final approach, the simulated course is direct to the FAF. If this course produces too large a turn at the FAF, the M3 won’t enter approach mode; use Step #6b in “Activating demo mode” beginning on page 158 to vector yourself around as if you were actually flying. – 160 – 101097 REV 02.11 MISCELLANEOUS FUNCTIONS – 8 8.8.4 Cancelling demo mode Demo mode is cancelled either by turning the unit off or by using the following procedure: 1. Turn the large secondary knob to  
, and the small secondary knob to display DEMO MODE YES. 2. Turn the small primary knob one click in either direction to change the word YES to NO. Press  . 8.9 LOOK-AHEAD MODE Look-ahead mode allows the pilot to temporarily use the unit while in flight to check for waypoints near any given location. For example, you might simulate being at the destination of a trip in order to find suitable alternate airports before you actually arrive there. 8.9.1 Activating look-ahead mode NOTE: Look-ahead mode is unavailable if demo mode is enabled. 1. To activate look-ahead mode, turn the large secondary knob to  
, and turn the small secondary knob to display: LOOK-AHEAD MODE NO 2. Next, turn the small primary knob one click to change the word NO to YES. Press  . 3. The unit will display: LAX IS REMOTE LOCATION ACK? where LAX represents the identifier of a waypoint in the database. 4. Use the primary knobs to display the identifier of the waypoint whose nearby airports you want to locate. (Use the large primary knob to select the waypoint category, and either turn the small primary knob to select the – 161 – 100197 REV 02.11 8 – MISCELLANEOUS FUNCTIONS identifier, or press  and use the small and large primary knobs to spell out the identifier.) When you’ve displayed the desired identifier, press  . 8.9.2 How the unit behaves in look-ahead mode In look-ahead mode, distances and bearings to waypoints are displayed relative to the simulated position, not your present position. For example, you may use the LOCAL feature to show the 20 airports, VORs, SmartComm frequencies, and so on, which are nearest to the simulated position. For safety reasons, alerts and the list of local Special Use Areas remain centered on your true position. 8.9.3 Notes The emergency airport search, activated by simultaneously pressing ‡and the left-hand  button, will immediately cancel look-ahead mode and display the airport nearest your present (actual) position. To see the list of airports nearest your simulated position, turn the large primary knob to 
instead. While the unit is in look-ahead mode, the  light will illuminate (but not flash). Pressing the  button will display the message: LOOK-AHEAD MODE D/B NOT VALID!!! This message means that distances and bearings displayed in the 
, , ,  , and   functions refer to the simulated position, not to your present position. To enter a new simulated position, you must turn look-ahead mode off and then on again. 8.9.4 Cancelling look-ahead mode Look-ahead mode is cancelled by any one of the following actions: • Press ‡and  simultaneously to activate the emergency nearest-airport search. (This is the easiest way.) The unit resumes normal navigation. – 162 – 101097 REV 02.11 MISCELLANEOUS FUNCTIONS – 8 • Or, use the  
function as described above in step 1. Change the word YES to NO and press  . The unit resumes normal navigation. • Or, turn the unit off. The unit will resume normal operation when turned back on. 8.10 LATITUDE AND LONGITUDE To display the latitude and longitude of your present position, turn the large secondary knob to  
. Turn the small secondary knob to display on the primary readout the latitude/longitude coordinates obtained from the GPS receiver. 8.11 GPS SIGNAL MONITORING 8.11.1 Signal monitoring To monitor GPS signal status, turn the large secondary knob to  
, and turn the small secondary knob to display the following functions: • Latitude and longitude obtained from the GPS receiver, or GPS status, if position isn’t available: 42†25qn 72†27w^ • Satellite PRN identification numbers, azimuth angle, and elevation angle for each satellite that’s being received: #12:AZ.237†EL45† SNR = 89 • The signal-to-noise ratios and PRN identification numbers for each satellite that’s being received: SAT.PRNs: #12 #14 #16 #18 #19 #-SAT.SNRs: 59 37 62 85 79 -- • The altitude reported by GPS (caution—not barometric altitude) and HDOP: GPS ALT: 215' GPS HDOP: – 163 – 100197 REV 02.11 1z 8 – MISCELLANEOUS FUNCTIONS HDOP is a measure of how good the satellite pattern is in the sky for fix-taking purposes; HDOP lower than 1.5 is very good. Press and hold the  button to view GPS accuracy estimate in nautical miles. 8.12 CDI CALIBRATION AND ANNUNCIATOR TEST NOTE: The calibration portion of this procedure can’t be accomplished if the M3 is designated as IFR-approved. Omit steps 3 and 4. The M3’s electrical output, which drives an external CDI, flight director, and/or autopilot, may be calibrated. This procedure is usually performed only during installation of the unit, but is given here in case you want to check or re-calibrate the signal. Also, panel annunciators may be checked with this test. Since many CDI needles tend to be somewhat “sticky,” this procedure is best performed with the engine running, to supply enough vibration to jiggle the needle and allow it to move to its proper position. 1. Turn the large secondary knob to  
. 2. Turn the small secondary knob to the function: CALIBRATE CDI,CK FLAGs,ANNCs.ACK? or, if IFR: CHECK CDI, FLAGs & ANNUNCs. ACK? and press  . 3. The CDI needle should move to the center position. Rotate the small secondary knob, if necessary, to precisely center the needle. When the needle is centered, press  . 4. The CDI should move to the left. Rotate the small secondary knob to cause the CDI to indicate 5 dots left deflection. When the needle indicates this deflection (5L), press  . The CDI should now be properly calibrated. – 164 – 101097 REV 02.11 MISCELLANEOUS FUNCTIONS – 8 5. The next step checks the 5L to 5R range of the CDI needle, and also tests any external annunciators that may be wired to the M3. Turn the small secondary knob to scan through the CDI’s entire range to check its linearity and calibration accuracy. This step also sequentially energizes the external annunciators, the external nav flag, and the TO/FROM pointer as described in the unit's readouts. When finished with the tests, press  . NOTE: When the APCH annunciator is on, the auxiliary APCH annunciator and autopilot localizer are also tested. 6. The final two steps check the extreme left and right outputs to the CDI. When finished with each test, press  : CDI OUTPUT FULL SCALE LEFT ACK? CDI OUTPUT FULL SCALE RIGHT ACK? 7. After you’ve completed all steps, the M3 returns to the first readout of this procedure. If your unit is interfaced to a flight director and/or an autopilot, but not to an external CDI, you can only calibrate the output by using either of the following two methods: a. Have your installer connect a voltmeter to the unit's output signal, and use only steps one through three above to produce zero volts output. Press   two more times to complete the procedure and store the new calibration values. -orb. While flying with the autopilot connected to the M3, use only steps 1 - 3 above to produce straight and level flight. Press   two more times to complete the procedure and store the new calibration values. – 165 – 100197 REV 02.11 8 – MISCELLANEOUS FUNCTIONS 8.13 COMMUNICATIONS FREQUENCIES This section describes the use of the M3’s SmartComm system for installations that don’t include the Northstar C1 communications transceiver. If your installation includes the C1 transceiver, see Appendix F, instead of this section, for operation of your SmartComm system. As you fly, the Northstar M3 continuously searches its database for nearby communications frequencies. This function provides a reference guide for many of the communications frequencies you may use, including Approach, ATIS, AWOS, Center, Clearance Delivery, Ground, Pilot-Controlled Lighting, Tower, Unicom, and CTAF. This information is taken from the Jeppesen database, so remember, if your FliteCard hasn’t recently been updated, some frequencies may not be current. The M3 automatically scans its database to find the local frequencies you’re likely to use. These frequencies are presented in two ways: • A list of up to 11 priority frequencies While flying, the priority frequencies are the local en route frequencies—Approach, Center, FSS, Tower, and ATIS. Immediately after landing, Ground and Tower will appear first in the list. While on the ground, the priority frequencies are those for the airport where you’re located—ATIS, AWOS, Clearance Delivery, Ground, Tower, Unicom, and CTAF. You can merge the above two frequency lists by setting the MAXIMUM TAXI SPEED  
function to (OFF). • Available local frequencies grouped by their functions Frequencies are grouped as Approach, ATIS, AWOS, Center, Clearance Delivery, FSS, Ground, Pilot-Controlled Lighting, Tower, Unicom, and CTAF. Up to 10 of each type are displayed, in order of distance. You can use the following steps to become familiar with SmartComm’s operation, before you move on to the details in the sections that follow. Turn the large secondary knob to . Turn the small secondary knob once to the left to see the heading: PRIORITY LIST > – 166 – 101097 REV 02.11 MISCELLANEOUS FUNCTIONS – 8 Then turn the small knob right to see the first priority frequency (under some circumstances, there may not be any available). In this example, the words TOWER and HANSCOM alternate on the readout: 118.5 TOWER 118.5 HANSCOM Continue turning the small primary knob to the right to display all the priority frequencies. After all frequencies in the priority list have been displayed, you’ll see a header for each of the local frequency lists: ATIS LIST If a frequency list is empty, the header says: NO AWOS LIST and   won’t flash. To see the available frequencies within a displayed type, press the flashing   button. After you press  , the frequencies will be shown one by one as you turn the small knob. To leave on a local frequency list, turn the small secondary knob all the way to either end and press  /Then you can look through the other local lists or return to the priority list. (If you’ve just turned the M3 on, and it hasn’t yet determined your position, it will use its last calculated position to determine local area frequencies.) 8.13.1 Manual frequency lookup 1. Turn the large secondary knob to . 2. Whenever a frequency is displayed on the readouts, you may press the secondary  button to enable manual input. 3. The large secondary knob now changes the megahertz frequency. Turn it to select from 118 to 136 MHz. – 167 – 100197 REV 02.11 8 – MISCELLANEOUS FUNCTIONS 4. Turn the small secondary knob to select the kilohertz frequency in 25-kHz steps. If the selected frequency is recognized in the database as a locally used frequency, then the airport identifier (if any) and function for the frequency are also displayed, according to the following table: Type Approach ATIS AWOS Center Clearance Delivery CTAF Ground Flight Service Station Pilot-Controlled Lighting Tower Unicom Abbreviation APP ATS AWS CEN CLD CTA GND FSS PCL TWR UNI 5. (Optional) Press  again to see the radio call (if known). 8.13.2 Priority frequency selection The navigator automatically scans its database to find the local frequencies you’re most likely to use, based on your location and whether or not you’re airborne. Up to 11 priority frequencies may be displayed. While flying, the priority frequencies are the local en route frequencies—Approach, Center, FSS, Tower, and ATIS. Immediately after landing, the priority frequencies are Ground and Tower. While on the ground, the priority frequencies are those for the airport where you’re located—ATIS, AWOS, Clearance Delivery, Ground, Tower, CTAF, and Unicom. To view the available priority frequencies: 1. Turn the large secondary knob to . The first local frequency is displayed, along with the call sign and type for that frequency. – 168 – 101097 REV 02.11 MISCELLANEOUS FUNCTIONS – 8 2. Turn the small secondary knob to the right to display other priority frequencies, and the type and call sign of each one. If the frequency you want isn’t included in the priority list, press  and enter the frequency manually as described above, or continue turning to the right to scan the local lists, as described below. 8.13.3 Local frequency lists The navigator automatically scans its database to find the frequencies for the facilities in your area. Local frequencies are grouped into the following lists: Approach, ATIS, AWOS, Center, Clearance Delivery, FSS, Ground, Pilot-Controlled Lighting, Tower, Unicom, and CTAF. Up to 10 nearest frequencies are displayed in each list, in order of distance from your position. To select from the available local frequencies: 1. Turn the large secondary knob to . The first priority frequency is displayed, along with the local type and call for that frequency. 2. Turn the small secondary knob to the right, past the priority frequencies, to display the type of frequency list you want. Press   to see the nearest frequency in the list. 3. Turn the small secondary knob to the right to view any frequency in the list. NOTE: To return to the list headings, turn the small knob past either end of the list and press  . NOTE: If a list is empty, the word NO will be displayed before the list title, and   will not be flashed. Whenever you display frequencies from the ATIS or AWOS lists, the tower call name alternates on the readout with the distance and bearing to the facility. This function allows you to access weather information for locations chosen relative to your position. You can choose weather dead ahead, or off to the right or left of your track. – 169 – 100197 REV 02.11 8 – MISCELLANEOUS FUNCTIONS 8.13.4 Database INFO selection The navigator's 
 and  functions display an airport on the primary readout, and information about the airport, including its comm frequencies, on the secondary readout. The RTE LEG INFO section also shows frequencies. 8.13.5 Maximum taxi speed The aircraft's ground speed is used to determine whether the aircraft is taxiing or flying, in order to choose the type of priority frequencies displayed. As shipped from the factory, the unit displays ground-related frequencies if the speed is below 20 knots, and en route frequencies if the speed is above 20 knots. To set this speed threshold to a different value, if necessary, use the  
function described below. To change the ground speed value: 1. Turn the large secondary knob to  
. 2. Turn the small secondary knob to display the function: MAX. TAXI SPEED: 20 KNOTS 3. Turn the small primary knob to select the desired speed: MAX. TAXI SPEED: 5 KNOTS ACK? If you want to defeat this function and display all frequencies at all times, turn the small primary knob one click to the left of 0 knots, to the position labelled OFF: MAX. TAXI SPEED: OFF ACK? See Appendix F for additional  
functions available for installations that include the Northstar C1 Communications module. – 170 – 101097 REV 02.11 Section 9 – HINTS FOR BETTER NAVIGATION This section provides several suggestions for better ways to navigate with the Northstar M3. CONTENTS 9.1 9.2 9.3 9.4 9.5 9.6 Ways to use the M3 - - - - Preselecting waypoints - - - Approaching your destination Airport Reference Point (ARP) Great circle routes - - - - - Pilot Reports (PIREPS) - - - - – 171 – 100197 REV 02.11 - - - - - - - - 173 173 173 174 174 175 (this page intentionally left blank) – 172 – 100197 REV 02.11 HINTS FOR BETTER NAVIGATION – 9 9.1 WAYS TO USE THE M3 There are many combinations of readouts that you may find useful. You may decide to pick a standard combination that meets your particular needs for most purposes. Here are three suggestions: • INFO on the secondary readout. The city or name of the airport you’re using on the primary readout may be shown continuously on the secondary readout. • NEAREST AIRPORT on the secondary readout. Wherever you fly, the distance and bearing to the nearest database airport will be shown. • DISTANCE and BEARING to waypoint on the primary readout; GS and TAE on the secondary readout. Use the  and  functions to show complete information about the waypoint you’re navigating to. 9.2 PRESELECTING WAYPOINTS Since the unit remembers which waypoints were last used for each category on each readout, you may preselect several waypoints that you’ll soon be using. You can preselect one airport, VOR, NDB, intersection, and user waypoint on each readout. Turning to this position then instantly shows the distance and bearing to the selected waypoint. 9.3 APPROACHING YOUR DESTINATION If you haven't flown with GPS guidance before, you’ll be amazed by the accuracy of the Northstar M3. There are many advantages to this system, but you still must use caution when navigating with GPS. One instance may arise when it’s time to land at your destination. Your unit says the airport is only a few tenths of a mile away, but you can't see it anywhere—where is it? The answer is: directly beneath you. You should start looking for your destination while it’s still several miles ahead. If you wait until your unit says you’ve arrived, you're probably right over the field, and will have to overfly it as you descend for a landing. – 173 – 100197 REV 02.11 9 – HINTS FOR BETTER NAVIGATION In fact, you may not want to fly to the airport itself, but to a point from which to approach the airport. This technique might be useful either at a busy airport where ATC requires you to be at a particular reporting point when calling for clearance to land, or at a mountain strip that you want to approach from a safe direction. Many of the M3’s airports now have approach data. For those that don’t, these situations would require an additional waypoint as part of your flight plan. Define the waypoint as part of the   database. If you use the name of the airport as a prefix for the name of the new waypoint, any such waypoints for a given airport will appear together in the database and thus be easy to use. For example, an approach waypoint for airport XYZ might be called XYZAP. Or, if you wanted different approach waypoints for different runways, you might call them XYZ14 (approach point for runway 14 at airport XYZ) and XYZ32 (for runway 32). Don't forget: All the FAA-identified five-letter fixes and reporting points are contained in the INTERSECTION waypoint category. Don’t ever be tempted to use the M3 for an actual approach unless your installation has all the necessary approvals and you’re following all the regulations. 9.4 AIRPORT REFERENCE POINT (ARP) The airport locations contained in the M3's database are known as Airport Reference Points (ARPs). These are the “official” airport latitude and longitude. At airports that have been surveyed, the ARP is usually at the “center of gravity” of the runway ends. At other airports, the ARP may not be so well-defined. 9.5 GREAT CIRCLE ROUTES If you’re planning a flight of over 100 miles, and you take the time to lay out your course on a Sectional or WAC chart, you'll notice that the course the charts suggest you fly is different from that recommended by your Northstar M3. This difference is because the unit always calculates the shortest possible route between two waypoints, a “great circle” route. A flat chart isn’t an accurate model of a spherical earth; conse– 174 – 101097 REV 02.11 HINTS FOR BETTER NAVIGATION – 9 quently, the route you obtain from a chart won’t necessarily be the shortest one possible. The difference is small on a short flight, larger on a long one. Be aware that with Northstar guidance your course usually will be slightly different from the one you’d draw on a chart. This difference is usually an advantage—you'll get there quicker because you're flying the shortest possible distance. Your great circle route, however, might take you where you don’t want to go, such as through a Class B area or a restricted area. (Don't forget that the Airalert feature will search your future track for Class B and Class C penetrations.) 9.6 PILOT REPORTS (PIREPS) Flight Service Stations have a system to pass along weather information from one pilot to another; the reports are called PIREPS (Pilot Reports). For example, if you encounter moderate turbulence at a certain altitude, you can tell the FSS about it, and they’ll inform other pilots who plan to fly in the same area. When they’re current, PIREPS are a good idea. Since many pilots don’t make these reports, however, there’s often little or no useful information available. With your trusty M3 in your panel, you can help the PIREP situation in an important area—winds aloft. To be sure, the FSS has a prediction of winds aloft at various altitudes, but they’d certainly appreciate an accurate, up-to-the-minute report. So would other pilots who plan to fly in your area and don't have the Northstar's accurate guidance. Get in the habit of checking winds aloft every hour or so. When you do, call up the nearest FSS (use the frequency that appears in your  display on your Sectional, or call Flight Watch on 122.0) and let them know. – 175 – 100197 REV 02.11 (this page intentionally left blank) – 176 – 100197 REV 02.11 Section 10 – SAFETY CONSIDERATIONS  
   
   
 < • Don't rely on a single navigation system. • Don't be tempted to violate FARs concerning visibility requirements for VFR flight. • Don't ignore the unit's warning messages. • Don't fixate on the readout and fail to look outside the aircraft. • Do get in the habit of checking estimated accuracy. Be careful when navigating in areas or times of poor signal coverage. Just because the M3 may give you excellent performance 99 consecutive times, don't think that it’s a magic box with which you can blindly trust your life. The unit performs extensive cross-checking of itself and signal conditions, but you should always double-check your navigation with other means. – 177 – 100197 REV 02.11 (this page intentionally left blank) – 178 – 100197 REV 02.11 APPENDICES CONTENTS Appendix A — Features and specifications - - Appendix B — Warning conditions - - - - - B - 1 Indications of signal problems - - - - - B - 2 Approach messages - - - - - - - - - - B - 3 Airalert warning - - - - - - - - - - - B - 4 Indications of receiver problems - - - - B - 5 Other messages - - - - - - - - - - - - Appendix C — Glossary - - - - - - - - - - - Appendix D — Comparing the M3 and the M1 Appendix E — M3 setup functions - - - - - - Appendix F — SmartComm operation - - - - F - 1 Entering frequency manually - - - - - - F - 2 Selecting priority frequency - - - - - - F - 3 Selecting local frequency - - - - - - - F - 4 Last-used frequencies - - - - - - - - - F - 5 Database INFO selection - - - - - - - - F - 6 Volume control - - - - - - - - - - - - F - 7 Setup functions - - - - - - - - - - - - - – 179 – 100197 REV 02.11 - - - 181 185 185 186 188 188 188 191 195 197 199 200 201 202 202 203 203 203 (this page intentionally left blank) – 180 – 100197 REV 02.11 FEATURES AND SPECIFICATIONS – A Appendix A — Features and specifications Features: • Non-precision approaches in complete detail • Updatable database and software • Waypoints in airport, VOR, NDB, and intersection categories • 12-channel GPS satellite navigator with altimeter aiding and integrity check (RAIM) • Airalert Controlled Airspace alerts Class B and Class C Airspace, with Mode C Alert • Airalert Special Use Airspace alerts Prohibited, Restricted, Warning, Alert, and Military Operating Area alerts • Distance and bearing to all database and user waypoints • Lists of local waypoints by category • Lists of local communications frequencies, with optional SmartComm radio • Fly direct to any waypoint • Fly a radial to or from any waypoint • Queue next leg • Queue a hold • Fly Victor airways and Jet routes • Store up to 100 user routes • Room for up to 250 user-entered waypoints • Track Angle and Ground Speed • Desired track and advance notice of turns • Automatic turning arc guidance • Off-course distance and Track Angle Error • Estimated Time Enroute • Estimated Time of Arrival • Time of day • Winds aloft • Present latitude/longitude • Automatic magnetic variation – 181 – 100197 REV 02.11 A – FEATURES AND SPECIFICATIONS • North American and North American/Approach FliteCards (U.S., Canada, Mexico, Caribbean): Public-use, private and military airports, with: - city and state - name - communications frequencies - field elevation - runways - latitude/longitude VORs and NDBs: - city and state - name - frequency All civil-use intersections Class B and Class C airspace, Prohibited, Restricted, Warning, Alert, and Military Operating Areas RCO frequencies Approaches • International FliteCard (Worldwide) Public-use and military airports VORs and NDBs All civil-use intersections U.S. Class B and Class C airspace RCO frequencies • Starguard Theft-protection system Power-up customized identification message Optional system disable Specifications: • Dimensions – 182 – 101097 REV 02.11 FEATURES AND SPECIFICATIONS – A Height—2 inches Width—6.25 inches Depth—11.75 inches (from rear of front bezel to rear of mounting tray) • Weight 4.2 pounds • Power Requirements 10 to 35 VDC, 25 watts nominal (1200-02) and 35 watts nominal (1200-03) • Output Interfaces CDI and its nav flag Superflag TO/FROM pointer  annunciator 
annunciator Parallel Offset annunciator Approach annunciators (2) RAIM annunciator LOC ENERGIZE output RS-422 serial channel for moving map displays and/or fuel management systems • Input Interfaces Altimeter (serial or parallel) Flight simulator • Two-Way Interfaces SmartComm radio Service port for in-plant use – 183 – 100197 REV 02.11 (this page intentionally left blank) – 184 – 100197 REV 02.11 WARNING CONDITIONS – B Appendix B — Warning conditions This section describes warning messages that the Northstar M3 may display if its self-diagnostic system detects a problem. When the or  light flashes, press it to read the warning message, and press it again to clear the message. Warning messages may indicate either poor signal conditions or equipment malfunction (either transmitter or receiver equipment). Other messages are also listed in this section. B - 1 Indications of signal problems The following messages could indicate a receiver problem, but are more likely to relate to signal or satellite geometry problems. (These messages are suppressed during the power-up scrolling readout.) NO POSITION FROM GPS The M3 isn’t currently tracking enough usable satellites for navigation. You’ll see this message if you try to use the unit before it’s ready, if satellites are currently unavailable, or if there’s a failure within the GPS receiver or antenna. GPS ERROR COULD BE UP TO 1p4d This message is a RAIM warning that displays the current GPS fault protection radius: A 99.9 percent probability exists that your position error is within the displayed number of nautical miles. Fault protection radius is much larger than the GPS accuracy estimate, since it’s a worst-case estimate (see “fault protection radius” in the glossary for further details). When this radius grows beyond 1.0 nm, 0.3 nm in final approach mode, this message appears and is accompanied by the nav flag (the value shown may recover while you’re watching the readout). If the radius is either unknown or over 9.99 nm, the readout displays question marks. – 185 – 100197 REV 02.11 B – WARNING CONDITIONS POOR GEOMETRY FOR GPS RAIM CHECK The satellites currently in use for navigation are either too few or are poorly spaced; RAIM has been declared temporarily inoperable. If this condition starts before the FAF in final approach mode, or if it persists for more than five minutes in final approach mode, then the nav flag will be shown. You’re allowed to continue an approach at your discretion, as long as the nav flag isn’t shown. POOR OR DEGRADED ACCURACY If RAIM is operable, this message occurs only in the extreme case when your position error has more than a five percent probability of exceeding 1.7 nm. If RAIM isn’t operable, the message occurs according to the FAA’s IFR requirements, as follows: • In en route and terminal modes, when the GPS accuracy estimate exceeds 1.0 nm. • In final approach mode, when the GPS accuracy estimate exceeds 0.3 nm or HDOP exceeds 4.0. NOTE: The GPS accuracy estimate is displayed while the button is pressed, after you’ve viewed all other messages, if any. HDOP may be seen in  
. B - 2 Approach messages GPS RAIM CHECK MAY FAIL SOON You’re in final approach mode, and the M3 has determined that RAIM may become inoperable within the next five minutes. If you haven’t reached the FAF yet, the nav flag also drops into view, and approach operations should be terminated. If this condition starts after the FAF, the message may be displayed – 186 – 101097 REV 02.11 WARNING CONDITIONS – B without the nav flag, because five minutes is nearly always enough time to complete the approach. FUTURE RAIM HOLE - CHECK APCH ETA After you specify a destination airport and an ETA for an approach, the M3 repeatedly checks whether RAIM integrity monitoring will be available during the approach. While you’re en route, the M3 checks the time period 15 minutes before and after the ETA that you specified. After you begin the approach, the M3 checks the next hour from when you started the approach. The above message suggests that RAIM may not be available during the approach, and recommends that you check and update the ETA you entered to verify whether RAIM will be available at a time when you can make the approach. TO ENABLE NPA USE -D> IN APCH A reminder to select and enable a non-precision approach, which is given when you’re fewer than 30 nm from the destination airport. This reminder is repeated, if necessary, when you’re fewer than 3 nm from the FAF you preselected. NEARING HOLD OR PT SAFE LIMIT Position is one mile under the database distance advice. Pilot should turn to sequence to the inbound leg. FLY MISSED APCH PROCEDURE ACK? Position is past the MAP. Press   if you’re not landing. FOR NEXT LEG SEE ACK IN TRK INFO! The pilot has ignored the M3’s advice on sequencing to the next leg. This is a reminder to check the information again and act on it. Usually, the reminder refers to the   that’s required after the climb to an altitude in a missed approach. – 187 – 100197 REV 02.11 B – WARNING CONDITIONS B - 3 Airalert warning When the Airalert system is disabled, a warning alert appears every time the unit is turned on, reminding you that the feature isn’t fully operational. The   button will flash; press it to read the alert, then press it again to turn off the alert: AIRALERT IS OFF: Class B/C OR SUA No warning is shown if the Airalert feature is active for all areas. B - 4 Indications of receiver problems FAILURE:N.RAM REPLACE COMP.BD. The unit detects one of several failures on the internal computer board. Unit must be repaired. FAILURE:SOFTWARE REPLACE FLT.CARD The unit detects a problem with the FliteCard. Obtain a new FliteCard and replace the defective one. NV MEMORY FAILED USER DATA GONE The Northstar M3 contains a nonvolatile memory chip with a design lifetime of 5 to 10 years. This warning indicates that this memory has failed, and any user-entered waypoints have been lost. The time zone selection (“Setting the time zone” on page 30), the date (for magnetic variation calculations), the CDI calibration, as well as a number of configuration flags, will also have been lost. You may continue to use the unit under Visual Flight Rules (VFR) until it can be repaired. Entering the date is described in the Northstar Avionics M3 Navigator Installation Manual. B - 5 Other messages DATABASE EXPIRED ON 07JAN96 The database contained in the unit's FliteCard is no longer current. You can obtain an updated FliteCard directly from – 188 – 101097 REV 02.11 WARNING CONDITIONS – B Northstar. This warning message is displayed only for IFRapproved installations. PARALLEL OFFSET IS CANCELLED A parallel offset previously in effect has been automatically cancelled because of a change in flight plan. LOOK-AHEAD MODE:D/B NOT VALID!!! You’re still in look-ahead mode. NO RESPONSE FROM RADIO MODULE SmartComm radio isn’t working. ROUTE PAUSED, SELECT GUIDANCE! Reminder to re-activate edited route or choose other guidance. USER ROUTE NAME GIVEN "%" PREFIX Your new database has a route with the same name as one of your user routes. To avoid conflict, your user route has been renamed. – 189 – 100197 REV 02.11 (this page intentionally left blank) – 190 – 100197 REV 02.11 GLOSSARY – C Appendix C — Glossary airalert: The Northstar M3's Controlled Airspace alert system that advises you when you approach Class B or Class C airspace, and helps you either avoid the area or enter it legally. almanac: Data used to speed up acquisition, describing the orbits of GPS satellites, and obtained automatically from satellite signals and stored in a GPS receiver. The receiver requires about 30 minutes to collect almanac data the first time it’s turned on. Thereafter, it can usually use the almanac data collected previously. ARSA: Airport Radar Service Area (now called Class C airspace). Controlled airspace surrounding many airports, requiring you to make radio contact before entering. CDI: Course Deviation Indicator. Instrument used to display your position relative to an intended track line. cursor: A flashing character on the readout that shows which character is ready to be changed or entered by the user. It is activated and positioned by the user when required. database: A collection of information about waypoints stored in the unit's memory. ETA: Estimated Time of Arrival at the next waypoint, calculated by the M3 according to your present speed. ETE: Estimated Time Enroute to the next waypoint, calculated by the M3 according to your present speed. fault There is a 99.9 percent probability that your protection position error is within the number of nautical radius miles displayed on the M3 readout. Fault protection radius is based on the assumption that the – 191 – 100197 REV 02.11 C – GLOSSARY most damaging of the satellites in use has developed an unrecognized, faulty clock. flight plan: A sequence of flight legs comprising one trip. GPS: Global Positioning System. Using signals from earth-orbiting satellites, this navigation system is capable of providing high accuracy under all weather conditions. GPS There is a 95 percent probability of your true accuracy position being within the number of nautical miles estimate displayed on the M3 readout. great circle: Shortest possible path between two points on the surface of a sphere. Horizontal Dilution Of Precision (HDOP): A measure of how good the satellite pattern is in the sky for fix-taking purposes. HDOP depends on how many operational satellites are in view and where they’re currently located. HDOP doesn’t consider atmospheric conditions, Selective Availability, and signal interference, which all affect accuracy. latitude: Imaginary lines on the earth's surface running East/West and expressed in degrees (0-90) north or south of the Equator. Used in conjunction with the North/South lines of longitude to determine position. leg: A segment of a route. longitude: Imaginary lines on the Earth's surface running North/South and expressed in degrees (0-180) east or west of the Prime Meridian (a line running from the North to South Pole, passing through Greenwich, England). Used in conjunction with East/ West lines of latitude to determine position. magnetic The difference between magnetic North and true variation: North. Since the difference varies according to geographic location, the Northstar M3 automatically calculates magnetic variation and uses it to display bearings as magnetic north. The variation – 192 – 101097 REV 02.11 GLOSSARY – C at any location changes slowly over a period of years. The current year is taken from the M3’s internal, battery-operated clock. Mode C: Altitude encoding system utilized by ATC. The Northstar M3 will warn pilots to operate, or “squawk,” their Mode C altitude-encoding equipment whenever they’re flying within a 30-mile radius of the primary airport in Class B Airspace. NDB: Non-Directional Beacon. parallel A flight leg separate from, but parallel to, the offset: original leg. queuing The process of specifying a flight plan one waypoints: waypoint in advance as you’re flying. readout: The row of alphanumeric characters that the unit uses to display navigation data. satellite The relative position and number of satellites in geometry the sky. Poor satellite geometry results from either poor spacing or too few satellites. SNR: Signal-to-Noise Ratio. Guide number for determining the relative quality of GPS signals as compared to background radio “noise.” Starguard: The Northstar M3's theft-protection system. TCA: Terminal Control Area. (Now called Class B airspace.) Controlled airspace surrounding the largest airports in the U.S., requiring the pilot to obtain specific permission before entering. track: A desired line of travel. VOR: Very-high-frequency Omni-directional Range. waypoint: A particular location (defined for navigation purposes by its lat/lon), used as an intermediate or final destination. – 193 – 100197 REV 02.11 (this page intentionally left blank) – 194 – 100197 REV 02.11 COMPARING THE M3 AND THE M1 – D Appendix D — Comparing the M3 and the M1 This section lists the major differences between the Northstar M3 and the older M1 loran navigator, for those who are upgrading to the new unit or use both instruments on a regular basis. Changes from the M1: The M1’s flight plan feature is called routes in the M3, and contains the following changes: • Up to 100 user-entered routes, each with 50 points, may be stored. • U.S. Victor Airways and Jet Routes are included in the database. • The one-minute alert before starting a turn has been changed to 15 seconds. • The M1’s automatic leg interception feature has been changed; activating a route now places you on the selected leg. • If you’re located somewhere along the middle of the route when you first start following it, the M3 automatically sequences up to the current leg. Track angle error and ground speed (previously called course and ground speed) are now displayed in the  function. The  
function is now accessed from the right-hand (secondary) side. The local VOR list is displayed in order of distance from your position, not in alphabetical order. The power switch is of the push-to-turn-on, pull-to-turn-off type. – 195 – 100197 REV 02.11 D – COMPARING THE M3 AND THE M1 New functions: • GPS capability • Worldwide operation • Fly a radial to/from a waypoint • TO/FROM pointer output • Queue a waypoint • Queue radials and holds • Turning arc guidance • Local communications frequencies • Approaches Database changes: • The database is now contained in a user-changeable FliteCard. • North American, North American/Approach, and International FliteCards are available. • Clearance Delivery frequency has been added to airport information. • Restricted, Prohibited, Military, Alert and Warning Areas have been added. • Non-Precision Approaches have been added. – 196 – 101097 REV 02.11 M3 SETUP FUNCTIONS – E Appendix E — M3 setup functions Typical data for each of the M3’s  
functions is shown here. Actual data depends on your present situation. ABILENE Class C 271ø 1467d 29.92: ALTIMETER SETTING ACK? RAW ENCODER ALTITUDE: 5300' PARALLEL OFFSET: NONE ACK? CDI SENSITIVITY: 1 DOT= .25d BOSTON Class B NO AIRALERT MODE C ALERT ON SUA ALERT ON EASTERN STD TIME IS 13:32:25 233 USER POS'NS. STILL AVAILABLE DEMO MODE?: NO CALIBRATE CDI,CK FLAGs,ANNCs.ACK? HDG:125øTAS:155f WIND: 035øT 35f SERIAL # AL SOFTWARE: v02.07 GPS #601650.002 PART #613850.007 MAX. TAXI SPEED: 20 KNOTS CHANGE YOUR MSG? ACK? CHANGE ALT.CODE? ACK? ST*RGUARD: OFF REVISED 1AUG96 COPR 1996 CMCE FRONT PANEL TEST ACK? END OF FUNCTIONS – 197 – 100197 REV 02.11 (this page intentionally left blank) – 198 – 100197 REV 02.11 SMARTCOMM OPERATION – F Appendix F — SmartComm operation The full Northstar SmartComm system consists of a Northstar M3 navigator combined with a Northstar C1 communications transceiver module. The C1 comm module is remote-mounted and can be operated entirely through the navigator unit. SmartComm uses the Jeppesen database to help you find your next frequency, and displays the function and radio call sign for local frequencies in the database. 118.5 TOWER 118.5 HANSCOM If you’ve just turned the system on, and it hasn’t yet determined your position, it will use its last calculated position to determine local area frequencies. The last-used frequency is automatically tuned. The SmartComm system displays the following frequencies: Approach, ATIS, AWOS, Center, Clearance Delivery, CTAF, Flight Service Stations, Ground, Pilot-Controlled Lighting, Tower, and Unicom. Even if your installation doesn’t have a comm module connected to the navigator, the SmartComm system still can be used as a useful information source. Many of the functions described below are available. Frequencies of nearby facilities and their radio call signs are displayed as described. You may select communications frequencies in any of the following ways: • Enter the frequency manually like a traditional comm unit. • Select from a list of priority frequencies. NOTE: Priority frequencies are automatically compiled by the SmartComm system. While flying, the priority frequencies are the local en route frequencies; while on the ground, the priority frequencies are those for the airport where you’re located. • Select from lists of all area frequencies prepared by the SmartComm system. – 199 – 100197 REV 02.11 F – SMARTCOMM OPERATION NOTE: Each list contains one type of frequency (Tower, Ground, etc.), and lists are shown in alphabetical order (e.g. APPROACH list first). Within each list, the frequencies are in order of distance, with the nearest first. • Select from a list of frequencies that you’ve recently used. • Select a frequency that’s currently displayed by the navigator's 
 or  function. The comm unit (if installed) is automatically tuned to the selected frequency. The next five sections explain how to select the comm frequencies. F - 1 Entering frequency manually To enter frequencies manually: 1. Turn the large secondary knob to and display any frequency. 2. Press the secondary  button to enable manual input. 3. The large secondary knob now changes the megahertz frequency; turn it to select from 118 MHz to 137 MHz. 4. Turn the small secondary knob to select the kilohertz frequency in 25-kHz steps. NOTE: If the selected frequency is recognized in the Jeppesen database as a locally used frequency, then the airport identifier (if any) and function for the frequency are also displayed according to the following table.  +"' Approach ATIS AWOS Center Clearance Delivery TAF Ground Flight Service Station Pilot-Controlled Lighting Tower ;; '-)#&)* APP ATS AWS CEN CLD CTA GND FSS PCL TWR – 200 – 101097 REV 02.11 SMARTCOMM OPERATION – F UNI Unicom 5. (Optional) Press  again to see the radio call (if known). 6. Press the flashing   button to tune the radio to the designated frequency. NOTE: Regardless of how you select the frequency, the comm unit remains tuned to the selected frequency until you change to a different frequency. You can transmit or receive regardless of whether the navigator is set to display or navigation information. NOTE: The currently tuned comm frequency is marked on the display with a small arrow that flashes during transmission. F - 2 Selecting priority frequency The navigator automatically scans its database to find the local frequencies you’re most likely to use, based on your location and whether or not you’re airborne. Up to 11 priority frequencies may be displayed. While flying, the priority frequencies are the local en route frequencies—Approach, Center, and FSS, and the nearest tower and ATIS. While on the ground, the priority frequencies are those for the airport where you’re located—ATIS, AWOS, Clearance Delivery, Ground, Tower, CTAF, and Unicom. To select from the available priority frequencies: 1. Turn the large secondary knob to . The current frequency is displayed, along with the call sign and type for that frequency. 2. Turn the small secondary knob to the right to display the priority frequencies, and the type and call sign of each one. 3. When the desired frequency is displayed, press  . The comm transceiver tunes to the designated frequency. – 201 – 100197 REV 02.11 F – SMARTCOMM OPERATION If the frequency you want isn’t included in the priority list, press  and enter the frequency manually as described above, or continue turning to the right to scan the local lists, as described below. F - 3 Selecting local frequency The navigator automatically scans its database to find the frequencies for the facilities in your area. Local frequencies are grouped into the following lists: Approach, ATIS, AWOS, Center, Clearance Delivery, FSS, Ground, Pilot-Controlled Lighting, Tower, Unicom, and CTAF. Up to 10 nearest frequencies are displayed in each list, in order of distance from your position. To select from the available local frequencies: 1. Turn the large secondary knob to . The current frequency is displayed, along with the local type and call for that frequency. 2. Turn the small secondary knob to the right, past the priority frequencies, to display the type of frequency list you want. Press   to see the nearest frequency in the list. 3. Turn the small secondary knob to the right to select any frequency in the list, and press  . The comm transceiver tunes to the designated frequency. NOTE: To return to the list headings without selecting a frequency, turn the small knob past either end of the list and press  . Whenever you display frequencies from the ATIS or AWOS lists, the tower call name alternates on the readout with the distance and bearing to the facility. This function allows you to access weather information for locations chosen relative to your position. You can choose weather dead ahead, or off to the right or left of your track. F - 4 Last-used frequencies The Northstar SmartComm system also keeps a list of the last four or five frequencies that you’ve used. – 202 – 101097 REV 02.11 SMARTCOMM OPERATION – F To return to a recently used frequency: 1. Turn the large secondary knob to . 2. Turn the small secondary knob one click to the left to display the most recent of the last five frequencies used. Continue turning the knob to the left if you need to access frequencies that you used earlier. 3. When the desired frequency is displayed, press  . The comm module tunes to the designated frequency. F - 5 Database INFO selection The navigator's 
 and  functions display an airport on the primary readout, and information about the airport, including its comm frequencies, on the secondary readout. To tune the comm transceiver to the frequency displayed on the secondary readout, press the flashing   button twice. NOTE: The second press of the   button confirms use of the new frequency. F - 6 Volume control If your comm transceiver is remote-mounted, use the navigator unit's volume-control knob to set the audio output level. Whenever the level is changed, the comm receiver is unsquelched for one second to aid in setting the desired volume. If your comm transceiver is panel-mounted, use its volume control knob to set the audio output level. F - 7 Setup functions Maximum taxi speed The aircraft's ground speed is used to determine whether the aircraft is taxiing or flying, in order to choose the type of priority frequencies displayed. As shipped from the factory, the unit displays ground-related frequencies if the speed is below 20 knots, and en route frequencies if the speed is above 20 knots. To set this speed threshold to a different value, if necessary, use the  
function described below. – 203 – 100197 REV 02.11 F – SMARTCOMM OPERATION To change the ground speed value: 1. Turn the large secondary knob to  
. 2. Turn the small secondary knob to display the function: MAX. TAXI SPEED: 20 KNOTS 3. Turn the small primary knob to select the desired speed: MAX. TAXI SPEED: 5 KNOTS ACK? If you want to defeat this function and display all frequencies at all times, set the function one click to the left of zero knots, to the position labelled OFF: MAX. TAXI SPEED: OFF ACK? Squelch defeat The C1 comm's squelch setting is normally controlled automatically. If you want to defeat the squelch in order to test the radio, use the  
function described below to listen to the radio's audio output. 1. Turn the large secondary knob to  
. 2. Turn the small secondary knob to display the function shown as COMM SQUELCH: 3. Turn the small primary knob to select AUTOMATIC or OPEN: COMM SQUELCH: AUTOMATIC COMM SQUELCH: OPEN NOTE: Simply turning the volume control up or down slightly automatically unsquelches the radio for one second and provides an alternate means of testing the radio. Squelch level setting – 204 – 101097 REV 02.11 SMARTCOMM OPERATION – F The squelch level normally needs no adjustment. If you want to change it, however, use the  
function described below: 1. Turn the large secondary knob to  
. 2. Turn the small secondary knob to display the function shown as SQUELCH LEVEL: 3. Turn the small primary knob to select a sensitivity level between 15 (least sensitive) and 5 (most sensitive): SQUELCH LEVEL: 12 – 205 – 100197 REV 02.11 (this page intentionally left blank) – 206 – 100197 REV 02.11