M3 GPS APPROACH REFERENCE MANUAL

Transcription

M3 GPS APPROACH
REFERENCE MANUAL
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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
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.
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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.
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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
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-
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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
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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
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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™ - - - - - - - - -
-
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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 - - - - - - - - - - - - - -
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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
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77
78
83
85
89
91
93
95
97
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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 - - - - - -
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139
139
140
141
144
145
147
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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 - - - -
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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) - - - -
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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
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- - - - - - - 199
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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.
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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.
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• 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!
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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–
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-
-
-
-
-
-
3
3
4
5
6
6
7
8
9
–2–
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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–
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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.
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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
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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–
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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–
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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–
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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–
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– 10 –
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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
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-
-
-
-
-
-
-
-
13
15
16
17
18
21
23
27
27
27
27
28
28
29
30
31
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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)
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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
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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
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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.
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• 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
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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.
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(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
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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
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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.
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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
for City and State or Country
Name
Frequency
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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
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100197 REV 02.11
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.
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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.)
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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.
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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
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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:
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
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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:
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):
SUA ALERT
ON
3. Turn the small primary knob to display:
SUA ALERT
OFF
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100197 REV 02.11
ACK?
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:
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
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
– 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
– 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
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
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^ !"" #$%
#&'( )'
IFR
NO
????
APCH
APCH
APCH
#
*
!*
!!)(%&)*(
#&'( )'
LGTD
UNLGTD
LGTD:T
LGT:??
"
%
#
!*
– 38 –
101097 REV 02.11
GARDNER
MA
GARDNER
VOR FREQ: 110.6
LAT.
42†32c1n
LON.
72†03t4^
+,%
+,%
+,% +,% PROVINCETOWN MA
PROVINCETOWN
NDB FREQ: 389
LAT.
42†04q3n
LON.
70†13z2^
!-
!-
!- !- *&' '$&)*
LAT.
LON.
42†15t4n
71†30t8^
#
#
&%'' #&'( +
LAT.
42†15t4n
LON.
71†30t8^
ERASE XXXXX ACK?
"#
. "#
. $#
"#
.
– 39 –
100197 REV 02.11
&#&'#*, -)*$'
,'. &%'//#*,
#*#,#
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
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
3.4
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
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
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
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.
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
• 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
• 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
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100197 REV 02.11
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.
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101097 REV 02.11
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.
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100197 REV 02.11
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 .
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101097 REV 02.11
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.
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100197 REV 02.11
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
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101097 REV 02.11
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.
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100197 REV 02.11
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
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101097 REV 02.11
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.
14,381 airports (all public airports and all U.S. private
airports registered with the FAA)
1,302 VORs
2,458 NDBs
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.
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100197 REV 02.11
• Northstar FliteCard: International
Area covered: Worldwide.
12,336 airports (all airports that are available from the
Jeppesen database)
3,234 VORs
7,855 NDBs
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.
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101097 REV 02.11
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.
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– 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 - - - - - - - - - - - - - -
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-
-
61
62
64
65
66
67
68
69
69
70
70
70
70
71
72
72
72
72
73
74
74
74
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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.
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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?
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101097 REV 02.11
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.
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100197 REV 02.11
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.
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101097 REV 02.11
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.
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.
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100197 REV 02.11
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:
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.
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101097 REV 02.11
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.
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100197 REV 02.11
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
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101097 REV 02.11
• 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†
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100197 REV 02.11
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†>
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101097 REV 02.11
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
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100197 REV 02.11
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.
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101097 REV 02.11
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.
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100197 REV 02.11
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.
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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
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100197 REV 02.11
-
-
77
77
77
78
78
83
83
84
85
85
86
87
88
89
91
93
95
97
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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
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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:
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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
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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
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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.
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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:
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.
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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:
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.)
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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
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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.
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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:
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
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– 103 –
100197 REV 02.11
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
“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
• 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
OSH
NDB RWY 36 GPS RWY 27 VOR RWY 09 VOR RWY 18 VOR RWY 27
OSC
OR98
VECTORS TO FINAL
Choose
approach and
starting point
Level 2
OSH DEST. ACK?
Choose airport
Level 1
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
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
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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
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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
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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:
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• 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
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100197 REV 02.11
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
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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
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183† > PT
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.
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101097 REV 02.11
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.
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100197 REV 02.11
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.
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101097 REV 02.11
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.
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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.
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101097 REV 02.11
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.
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100197 REV 02.11
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.
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101097 REV 02.11
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,
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100197 REV 02.11
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.
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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†
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100197 REV 02.11
(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:
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101097 REV 02.11
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.
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100197 REV 02.11
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).
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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.
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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
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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
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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†
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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?
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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 .
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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
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100197 REV 02.11
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.
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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 - - - - - - - - - - - - -
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-
-
-
-
-
-
-
139
139
140
141
144
145
146
147
147
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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
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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
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101097 REV 02.11
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.)
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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.
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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.
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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.
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• 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
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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
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
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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
2. Turn the small secondary knob to display the current SUA
status:
SUA ALERTS
ON
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
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A function separately disables this alert function when
Class B alerts are turned on:
MODE C ALERTS
YES
ACK?
MODE C ALERTS
NO
ACK?
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.
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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 - - - - - -
-
-
-
-
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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
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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.
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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 *',*/
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101097 REV 02.11
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.
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.
secondary knob to display:
STARGUARD:
OFF
2. Turn the small primary knob to change the word OFF to
ON, and press .
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100197 REV 02.11
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:
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101097 REV 02.11
2. Turn the small secondary knob to select the function
PARALLEL OFFSET. The secondary readout will show
the offset currently in use.
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:
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.
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100197 REV 02.11
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:
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
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101097 REV 02.11
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:
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
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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.
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101097 REV 02.11
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.
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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.
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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
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100197 REV 02.11
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.
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101097 REV 02.11
• 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:
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100197 REV 02.11
1z
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.
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.
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101097 REV 02.11
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.
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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
>
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101097 REV 02.11
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
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.
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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.
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.
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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,
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.
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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:
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.
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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) - - - -
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-
-
-
-
-
-
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173
173
173
174
174
175
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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.
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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 –
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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.
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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.
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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 - - - - - - - - - - - - -
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181
185
185
186
188
188
188
191
195
197
199
200
201
202
202
203
203
203
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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
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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
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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
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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.
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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
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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.
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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
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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.
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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
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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
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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.
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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.
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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.
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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
– 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
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.
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
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,
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
To return to a recently used frequency:
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
To change the ground speed value:
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.
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
The squelch level normally needs no adjustment. If you want to
change it, however, use the function described below:
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
– 206 –
100197 REV 02.11

M3 GPS APPROACH REFERENCE MANUAL

Transcription

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