Garmin G1000
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The Garmin G1000 is an integrated cockpit manufactured by Garmin, typically composed of two display units, one serving as a primary flight display, and one as a multi-function display. It serves as a replacement for most conventional flight instruments and avionics.
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[edit] Components
The G1000 system consists of several integrated components which sample and exchange data or display information to the pilot.
[edit] GDU 1040 Display
The GDU 1040 Display acts as the primary source of flight information for the pilot. Each display can interchangeably serve as a primary flight display (PFD) or multi-function display (MFD). The wiring harness within the aircraft specifies which role each display is in by default. All of the displays within an aircraft are interconnected using a high-speed Ethernet data bus.
In normal operation, the display in front of the pilot is the PFD and will provide aircraft attitude, airspeed, altitude, vertical speed, heading, rate-of-turn, slip-and-skid, navigation, transponder, and systems annunciation data. The second display, typically positioned to the right of the PFD, operates in MFD mode and provides engine instrumentation and a moving map display, on which various other types of data, such as satellite weather, can be displayed.
Both displays provide redundant information regarding communications and navigation radio frequency settings even though each display is only paired with one GIA 63 Integrated Avionics Unit. In the event of a single display failure, the remaining display will adopt a combined "reversionary mode" and automatically become a PFD combined with engine instrumentation data. A red button labeled "reversionary mode," located on the audio panel, is also available to the pilot to force this mode even without a detected failure.
[edit] GMA 1347 Audio Panel
The GMA 1347 panel provides buttons for selecting what audio sources are heard by each member of the cockpit. It also includes a "reversionary mode" button for forcing the integrated cockpit into a fail-safe mode.
[edit] GIA 63 Integrated Avionics Unit
The GIA 63 unit is a combined communications and navigation radio. It provides a two-way VHF communications transceiver, a VHF navigation receiver with glideslope, a GPS receiver, and a variety of supporting processors. Each unit is paired with a GDU 1040 display, which acts as a controlling unit.
[edit] GDC 74A Air Data Computer
The GDC 74A computer replaces the pitot-static system in traditional aircraft instrumentation. It measures airspeed, altitude, vertical speed, and outside air temperature. This data is then provided to all the displays and integrated avionics units.
[edit] GRS 77 Attitude and Heading Reference System (AHRS)
The GRS 77 system measures aircraft attitude, rate of turn, and slip and skid indications. This data is then provided to all the integrated avionics units. Unlike many competing systems, the AHRS can be rebooted and recalibrated in flight during turns of up to 20 degrees.
[edit] GMU 44 Magnetometer
The GMU 44 Magnetometer measures aircraft heading and replaces the traditional compass.
[edit] GTX 32/33 Transponder
Either the GTX 32 or GTX 33 transponder can be used in the G1000 system although the GTX 33 is far more common. The GTX 32 provides standard mode-c replies to ATC interrogations while the GTX 33 provides mode-s bidirectional communications with ATC and therefore can indicate traffic in the area as well as announce itself spontaneously via "squitting" without prior interrogation.
[edit] GEA 71 Engine/Airframe Unit
The GEA 71 unit measures engine RPM, manifold pressure, oil temperature, cylinder head temperature, exhaust gas temperature, and fuel level in each tank. This data is then provided to the integrated avionics units.
[edit] Backup systems
As a condition of certification, all aircraft utilizing the G1000 integrated cockpit must have a redundant airspeed indicator, altimeter, artificial horizon, and magnetic compass. In the event of a failure of the G1000 instrumentation, these backup instruments become primary.
In addition, a secondary power source is required to power the G1000 instrumentation for a limited time in the event of a failure of the aircraft's alternator and primary battery.
[edit] Certification
The Garmin G1000 is generally certified only on new general aviation aircraft, including Beechcraft, Cessna, Columbia, Diamond, Mooney and Tiger. Garmin recently announced its first G1000 retrofit program for the Beechcraft King Air C90 beginning in Spring 2007. [1]
[edit] Competition
The G1000 competes with the Avidyne FlightMax and Chelton FlightLogic EFIS glass cockpits.
[edit] Advantages & drawbacks
As the system has the GPS, communication, and radio navigation components built directly into the system, it both consolidates components into a centralized location and, for the same reason, becomes potentially more costly to repair or replace. The distributed nature of the system has the potential to reduce downtime as key components, such as the AHRS, ADC and PFD, are modular and easily replaced. The distributed nature also prevents the failure of a single component from "cascading" through other components.
There are some safety concerns with all glass-cockpits, such as the failure of the primary flight displays (PFD). The Garmin G1000 system offers a reversionary mode that will present all of the primary flight instrumentation on the remaining display. This redundancy improves safety over that of traditional instruments or single PFD systems.
There is a learning curve when transitioning to any technologically advanced cockpit and new users should focus on the differences in reading tape-style airspeed, altitude and vertical speed information.
Another important risk factor is the potential to spend too much time looking inside the cockpit managing the instrumentation, possibly increasing the chance of a collision with other aircraft, obstacles, or terrain.
[edit] Training resources
Flying any glass cockpit aircraft requires transition training to familiarize the pilot with the aircraft's systems. Transition training is most effective when a pilot prepares ahead of time. Some of the most effective resources for preparing for G1000 transition training include: Garmin simulator software [2] King CD-ROMs[3] In addition to these resources, all of the most current Garmin G1000 Pilot's Guides are available in PDF format for free downloading from Garmin
