Model 560XL Section II – Limitations
Textron Aviation Citation 560XL 190-02313-03 Rev. 8
2-14 FAA Approved
G5000 GNSS (GPS/SBAS) Navigation System Limitations
The flight crew must confirm at system initialization that the Navigation database is current.
If the navigation database AIRAC cycle will change during flight, the pilot must ensure the accuracy of
navigation data, including suitability of navigation facilities used to define the routes and procedures for
flight. If an amended chart affecting navigation data is published for the procedure, the database must not
be used to conduct the procedure.
GPS/SBAS based IFR enroute, oceanic, and terminal navigation is prohibited unless the flight crew
verifies and uses a valid, compatible, and current Navigation database or verifies each waypoint for
accuracy by reference to current approved data.
Discrepancies that invalidate a procedure must be reported to Garmin International. The affected
procedure is prohibited from being flown using data from the Navigation database until a new Navigation
database is installed in the aircraft and verified that the discrepancy has been corrected.
For flight planning purposes:
In areas where SBAS coverage is not available, the pilot must check RAIM availability.
For operations within the U.S. National Airspace System on RNP and RNAV procedures when
SBAS signals are not available, the availability of GPS RAIM must be confirmed for the intended
route of flight. In the event of a predicted continuous loss of RAIM of more than five minutes for
any part of the intended route of flight, the flight should be delayed, canceled, or re-routed on a
track where RAIM requirements can be met.
For operations within European B-RNAV and P-RNAV airspace, if more than one satellite is
scheduled to be out of service, then the availability of GPS RAIM must be confirmed for the
intended flight (route and time). In the event of a predicted continuous loss of RAIM of more
than five minutes for any part of the intended flight, the flight should be delayed, canceled, or
re-routed on a track where RAIM requirements can be met.
For operations where the route requires Class II navigation, the aircraft’s operator or flight crew
must use an FDE prediction tool that satisfies the guidance of FAA AC 20-138D and AC 90-105A
(or later revision) to demonstrate that there are no outages on the specified route that would
prevent the G5000 from providing primary means of Class II navigation in oceanic and remote
areas of operation that requires RNP-2 oceanic/remote, RNP-4, or RNP-10 capability. In
accordance with FAA AC 90-105A requirements, if the prediction tool indicates fault detection and
exclusion (FDE) will be unavailable for more than 5 minutes for RNP-2 oceanic/remote, 25
minutes for RNP-4, or 34 minutes for RNP-10, then the operation must be rescheduled when
FDE is available.
Both GIA 64E GPS navigation receivers must be operating and providing GPS navigation guidance to
their respective PFD for operations requiring RNP-2 oceanic/remote, RNP-4, and RNP-10 performance.
NOTE
An amber “BOTH ON GPS1” or “BOTH ON GPS2” message does not necessarily
mean that one GPS has failed. Refer to the MFD – GPS STATUS page to
determine the state of the unused GPS.
Manual entry of waypoints using latitude/longitude or place/bearing is prohibited for published RNP and
RNAV routes.
“GPS”, “or GPS”, “RNAV (GPS)”, and “RNAV (GNSS)” instrument approaches using the G5000 System
are prohibited unless the pilot verifies and uses the current Navigation database. GPS based instrument
approaches must be flown in accordance with an approved instrument approach procedure that is loaded
from the Navigation database.
Pilots planning to fly an RNAV instrument approach must ensure that the Navigation database contains
the planned RNAV Instrument Approach Procedure and that approach procedure must be loaded from
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