- •1.1 System Description
- •1.2 Line Replaceable Units
- •1.3 PFD/MFD Controls
- •1.4 Secure Digital Cards
- •1.5 System Power-up
- •1.6 Display Backlighting
- •1.7 System Operation
- •Normal Mode
- •Reversionary Mode
- •AHRS Operation
- •2.1 Introduction
- •2.2 Backlighting
- •2.3 Softkey Function
- •2.4 Flight Instruments
- •Airspeed Indicator
- •Attitude Indicator
- •Altimeter
- •Vertical Speed Indicator
- •Horizontal Situation Indicator
- •Communication Frequency Window
- •Navigation Frequency Window
- •Navigation Status Bar
- •Transponder Status Bar
- •2.6 Supplemental Flight Data
- •Outside Air Temperature Box
- •System Time Box
- •Traffic Annunciation
- •Terrain Proximity
- •Terrain Awareness and Warning System (TAWS) (Optional)
- •Inset Map
- •Working with Menus
- •Auxiliary Window Keys
- •Auxiliary Windows
- •2.7 Reversionary Mode
- •2.8 Alerts and Annunciations
- •Alerts Window
- •Annunciation Window
- •Softkey Annunciations
- •3.1 Overview
- •Windows and Fields
- •Radio Selection
- •Controls
- •Tuning Box
- •Switching Between Radios
- •Manually Tuning a Frequency
- •Radio Indicators
- •Volume
- •Frequency Transfer Arrow
- •3.2 COM Operation
- •Frequency Spacing
- •Automatic Squelch
- •Selecting a COM Radio
- •Emergency Frequency (121.500 MHz)
- •Quick-Tuning and Activating 121.500 MHz
- •Stuck Microphone
- •3.3 NAV Operation
- •Frequency Range
- •Morse Code Identifier
- •NAV Radio Selection for Navigation
- •ADF/DME Tuning
- •DME Tuning
- •3.4 Frequency Auto-tuning
- •Auto-tuning on the PFD
- •Auto-tuning on the MFD
- •Auto-Tuning on Approach Activation (NAV Frequencies)
- •4.1 Transponder Description
- •Transponder Softkeys
- •Transponder Status Bar
- •Mode S Features
- •Traffic Information Service (TIS)
- •4.2 Operation
- •Mode Selection
- •Code Selection
- •IDENT Function
- •5.1 Audio Panel Description
- •Transceivers
- •Mono/Stereo Headsets
- •Unmuted/Unswitched Inputs
- •Front Panel Controls
- •5.2 Operation
- •Power-up and Fail-safe Operation
- •Key Annunciators
- •Lighting
- •Transceiver Keys
- •Optional COM Muting
- •Split COM Function
- •PA Function
- •Speaker
- •Marker Beacon Receiver
- •Marker Beacon Volume Adjustment
- •Navigation Radios
- •Intercom System (ICS) Isolation
- •Intercom Volume and Squelch
- •Entertainment Inputs
- •GDL 69/69A XM Radio System
- •Master Avionics Squelch (MASQ)
- •Digital Clearance Recorder with Playback Capability
- •Reversionary Mode
- •6.1 Introduction
- •EIS Pages
- •EIS Indicators
- •EiS Page Reversion
- •6.2 Engine Page
- •6.3 Lean Page
- •6.4 System Page
- •7.1 Introduction
- •Description
- •Reversionary Mode
- •Optional Equipment
- •MFD Power-up
- •MFD Backlighting
- •MFD Softkeys
- •Electronic Checklists (optional)
- •MFD Page Groups
- •Working With Menus
- •7.2 Navigation Map Page
- •Navigation Map Page Operations
- •7.3 Traffic Map Page
- •TIS Symbology
- •Traffic Map Page Operations
- •7.4 Terrain Proximity Page
- •Terrain Proximity Page Operations
- •Displaying Obstacle Data
- •Navigation Map Display Conditions
- •Displaying Terrain on the TAWS Page
- •7.6 Direct-to Navigation
- •Direct-to Navigation Operations
- •7.7 Flight Plans
- •Active Flight Plan Page
- •Active Flight Plan Page Options
- •Flight Plan Catalog Page
- •Flight Plan Catalog Page Operations
- •Vertical Navigation (VNAV) Page
- •7.8 Procedures
- •Arrivals and Departures
- •Approaches
- •G1000 Navigational Guidance for Approaches
- •Selecting Approaches
- •7.9 Waypoint Page Group
- •AIRPORT Information Page (INFO)
- •Airport Frequency Information Field
- •AIRPORT Information Page Options
- •Departure Information Page (DP)
- •Arrival Information Page (STAR)
- •Approach Information Page
- •Intersection Information Page
- •NDB Information Page
- •VOR Information Page
- •User Waypoint Information Page
- •Creating User Waypoints
- •Modifying User Waypoints
- •User Waypoint Information Page Options
- •7.10 Auxiliary Page Group
- •Trip Planning Page
- •GPS Status Page
- •System Setup Page
- •System Status Page
- •7.11 Nearest Page Group
- •Navigating to a Nearest Waypoint
- •Nearest Intersections Page
- •Nearest NDB Page
- •Nearest VOR Page
- •Nearest User Waypoint Page
- •Nearest Frequencies Page
- •Nearest Airspaces Page
- •8.1 Introduction
- •8.2 WX-500 Stormscope
- •Displaying Stormscope Lightning Data on the Navigation Map Page
- •Stormscope Page
- •8.3 Traffic Advisory System
- •Displaying and Configuring TAS Traffic on the Navigation Map Page
- •Traffic Map Page
- •Failure Response
- •Description of Traffic Advisory Criteria
- •User-Initiated Test
- •TAS Voice Announcements
- •Switching Between Standby and Various Operating Modes
- •Altitude Display Mode
- •Traffic Map Page Display Range
- •8.4 XM Weather and XM Radio
- •Introduction
- •XM Weather
- •Weather Product Symbols
- •XM Digital Audio Entertainment
- •XM Radio Page
- •9.1 Introduction
- •9.2 Alert Level Definitions
- •9.4 CO Guardian Messages
- •9.6 G1000 System Annunciations
- •Appendices
- •Aviation Database
- •Terrain and Obstacle Databases
- •Introduction
- •TIS vs. TCAS
- •TIS Limitations
- •Airport
- •NAVAIDS
- •Basemap
- •Traffic
- •Lightning Strike
- •Impact Points (TAWS Only)
- •Miscellaneous
- •Line Symbols
- •Obstacle database
- •Terrain Color Chart
- •GMA 1347 Audio Panel
- •GIA 63 Integrated Avionics Units
- •GDC 74A Air Data Computer
- •GTX 33 Mode S Transponder
- •GEA 71 Engine/Airframe Unit
- •GDL 69/69A Weather Data Link
- •GRS 77 AHRS
- •Index
SYSTEM OVERVIEW
1.6 DISPLAY BACKLIGHTING
The G1000 PFD and MFD displays use photocell technology to automatically adjust for ambient lighting conditions. Photocellcalibrationcurvesarepre-configured to optimize display appearance through a broad range of cockpit lighting conditions. The PFD, MFD, and Audio Panel bezel/key lighting is normally controlled directly by the existing instrument panel dimmer bus.
If desired, the PFD and MFD display backlighting may be adjusted manually. The PFD, MFD and Audio Panel bezel/key brightness can also be adjusted manually. The Audio Panel bezel/key brightness is directly tied to the MFD bezel/key adjustment.
NOTE:PleaserefertothePrimaryFlightDisplay Pilot’s Guide for instructions on adjusting backlighting manually.
1.7 SYSTEM OPERATION
NORMAL MODE
The PFD and MFD are connected together on a single Ethernet bus, allowing for high-speed communication between the two units. Each GIA 63 is connected to a single display, as shown in Figure 1-1. This allows the units to share information, thus enabling true system integration.
In normal operating mode, the PFD displays graphical flight instrumentation in lieu of the traditional gyro instruments. Attitude, heading, airspeed, altitude and vertical speed are all shown on one display. The MFD shows a full-color moving map with navigation information. BothdisplaysoffercontrolforCOMandNAV frequencyselection,aswellasfortheheading,course/baro and altitude reference functions. On the left of the MFD display, the Engine Indication System (EIS) cluster shows engine and airframe instrumentation. Figure 1-6 gives an example of the G1000 system in normal mode.
Figure 1-6 Normal Mode
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Garmin G1000 Pilot’s Guide for Cessna Nav III |
190-00498-00 Rev.A |
REVERSIONARY MODE
Should a failure occur in either display, the G1000 automatically enters reversionary mode. In reversionary mode, all important flight information is shown on the remaining display. An example of reversionary mode entry due to a failed PFD is shown in Figure 1-7.
If a display fails, the GIA 63-GDU 1040 Ethernet interface is cut off. Thus, the GIA can no longer communicate with the remaining display (refer to Figure 1-1), and the NAV and COM functions provided to the failed display by the GIA are flagged as invalid on the remaining display, as a result. The system reverts to using backup paths for the GRS 77, GDC 74A, GEA 71 and GTX 33, as required. The change to backup paths is completely automated for all LRUs, and no pilot action is required.
SYSTEM OVERVIEW
NOTE: The system alerts the pilot when backup paths are utilized by the LRUs. Refer to the Annunciations and Alerts Pilot’s Guide for further information regarding these and other system alerts.
Reversionary mode may also be manually activated by the pilot if the system fails to detect a display problem. Reversionary mode is activated manually by pressing the redDISPLAYBACKUPbuttonatthebottomoftheAudio Panel. Pressing this button again deactivates reversionary mode.
Figure 1-7 Reversionary Mode (Failed PFD)
190-00498-00 Rev.A |
Garmin G1000 Pilot’s Guide for Cessna Nav III |
1-13 |
SYSTEM OVERVIEW
AHRS OPERATION
In addition to using internal sensors, the GRS 77 AHRS uses GPS information, magnetic field data and air data to assist in attitude/heading calculations. In normal (primary) mode, the AHRS relies upon GPS and magnetic field measurements. If either of these external measurements is unavailable or invalid, the AHRS uses air data information for attitude determination. Four AHRS modes of operation are available (see table below) and depend upon the combination of available sensor inputs. Loss of air data, GPS, or magnetometer sensor inputs is communicated to the pilot by message advisory alerts.
GPS Input Failure
The G1000 system provides two sources of GPS information. If a single GPS receiver fails, or if the information provided from one of the GPS receivers is unreliable, the AHRS seamlessly transitions to using the other GPS receiver. An alert message informs the pilot of the use of the backup GPS path. If both GPS inputs fail, the AHRS continues to operate in reversionary ‘No GPS’ mode so long as the air data and magnetometer inputs are available and valid.
Air Data Input Failure
A failure of the air data input has no effect on AHRS output while AHRS is operating in normal/primary mode. A failure of the air data input while the AHRS is operating in reversionary ‘No GPS’ mode results in invalid attitude and heading information on the PFD (as indicated by red ‘X’ flags).
Magnetometer Failure
If the magnetometer input fails, the AHRS transitions to one of the reversionary ‘No Magnetometer’ modes and continues to output valid attitude information. However, the heading output on the PFD does become invalid (as indicated by a red ‘X’).
NOTE: Please refer to the Annunciations and Alerts Pilot’s Guide for specific AHRS alert information.
NOTE: Pilots should be aware that aggressive maneuvering in any of the three reversionary modes listed below can degrade AHRS accuracy.
|
Available AHRS Functions |
|
Available Sensor Inputs |
||||
AHRS Mode |
Pitch |
Roll |
Heading |
GPS Input |
GMU 44 |
GDC 74A |
|
|
(At least one) |
Magnetometer |
Air Data Computer |
||||
Normal/Primary |
X |
X |
X |
X |
X |
X |
|
Reversionary: |
X |
X |
X |
- |
X |
X |
|
No GPS |
|||||||
|
|
|
|
|
|
||
Reversionary: |
X |
X |
- |
X |
- |
X |
|
No Magnetometer |
|||||||
|
|
|
|
|
|
||
Reversionary: |
|
|
|
|
|
|
|
No Magnetometer |
X |
X |
- |
X |
- |
- |
|
No Air Data |
|
|
|
|
|
|
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Garmin G1000 Pilot’s Guide for Cessna Nav III |
190-00498-00 Rev.A |
G1000TM
Primary Flight Display