Garmin G1000 Owner’s Manual

Technically Advanced Aircraft (TAA) G1000 Course by Michael Gaffney

The Complete Garmin G1000 Course Manual

Understanding and Flying the Garmin G1000

By: Michael G. Gaffney

Technically Advanced Aircraft (TAA) G1000 Course by Michael Gaffney

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Technically Advanced Aircraft (TAA) G1000 Course by Michael Gaffney

Table of Contents ........................................................................................................................................... 3

List of Effective Pages and Revisions ............................................................................................................ 5

Syllabus Introduction ..................................................................................................................................... 7

Study Unit 1- FITS and Flying TAA Aircraft .............................................................................................. 9

Study Unit 1: Introduction to FITS and TAA Aircraft Quiz ........................... 19

Study Unit 2- System Overview and Line Replaceable Units .................................................................... 21

Study Unit 2: System Overview and Line Replaceable Units Quiz ................ 33

Study Unit 3- Knob, Button and Control Functions ................................................................................. 35

Study Unit 3: Knob, Button, and Control Functions Quiz .............................. 50

Study Unit 4- Powering Up the G1000 ....................................................................................................... 53

Study Unit 4: Powering Up the G1000 Quiz ................................................... 61

Study Unit 5: Primary Flight Display ........................................................................................................ 64

Study Unit 5: Primary Flight Display Quiz ..................................................... 82

Study Unit 6- Crew Alerting System ........................................................................................................... 86

Study Unit 6: Crew Alerting System Quiz ...................................................... 93

Study Unit 7: G1000 Transponder ............................................................................................................. 96

Study Unit 7: GTX 33 Transponder Quiz .....................................................102

Study Unit 8: G1000 Audio Panel (GMA 1347) ...................................................................................... 104

Study Unit 8: GMA1347 Audio Panel Quiz ..................................................111

Study Unit 9: Engine Indications and Engine Management .................................................................. 113

Study Unit 9: Engine Indications and Engine Management Quiz ................121

Study Unit 10: Multi-Function Display ................................................................................................... 123

Study Unit 10: Multi Function Display Quiz ................................................152

Study Unit 11- Flight Planning ................................................................................................................ 155

Study Unit 11: Flight Planning Quiz .............................................................175

Study Unit 12- Autopilot Integration with the Garmin G1000 ............................................................... 177

Study Unit 12: Autopilot Integration Quiz ....................................................187

Study Unit 13- Instrument Procedures .................................................................................................... 191

Study Unit 13: Instrument Procedures and Operations Quiz ........................199

Study Unit 14- Emergencies and Emergency Management ................................................................... 201

Study Unit 14: Emergencies and Emergency Management Quiz .................209

Final Exam and FITS Certification ......................................................................................................... 211

Completion Certificate .............................................................................................................................. 223

Glossary ..................................................................................................................................................... 225

Cirrus SR20 Aircraft Study Guide ............................................................................................................. 229

Quiz Answer Key ....................................................................................................................................... 235

Author Biography ..................................................................................................................................... 237

Technically Advanced Aircraft (TAA) G1000 Course by Michael Gaffney List of Effective Pages

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Technically Advanced Aircraft (TAA) G1000 Course by Michael Gaffney List of Effective Pages

PAGE NUMBER

REVISION NUMBER

DATE

1-225

1. ORIGINAL ISSUE

7 November 2005

2. Revision

1 July 2009

1-236

3. Revision of layout

and technical correction

26 October 2012

1-237

4. Technical and diagram updates

March 2, 2020

List of Effective Pages and Revisions

The Complete Garmin G1000 Cockpit System Tutorial

(Syllabus)

Textbook and Course Manuscript

Approved: _______ _________

Consultant

Technically Advanced Aircraft (TAA) G1000 Course by Michael Gaffney Syllabus Introduction

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Technically Advanced Aircraft (TAA) G1000 Course by Michael Gaffney Syllabus Introduction

Syllabus Introduction

The “Complete Garmin G1000”

Course Manual

Thank you for choosing this course as your introduction into flying a Garmin G1000 equipped aircraft, one of the most sophisticated, yet user friendly avionic systems ever devised. The course you have chosen has been designed to take a very practical, no-nonsense approach to teaching you how to operate this fantastic system that has become standard delivery equipment in Cirrus, Cessna, Diamond, Beech, and Mooney aircraft.

This course is built upon 14 chapters that will provide extremely useful to you as you learn about your aircraft. You will learn many new concepts including ones that the Federal Aviation Administration are now introducing to help pilots and flight instructors cope with the integrated avionics suite without sacrificing situational awareness while they operate the aircraft.

This course is based on the Technically Advanced Aircraft (TAA) Featuring the Garmin G1000 Course developed by Flightlogics of West Melbourne, FL. It is based on a FAA FITS Accepted pilot ground school training course delivery methodology concepts but incorporates the FAA/Industry Training Syllabus (FITS) scenario based learning. The original program was accepted by the FAA FITS Program Manager.

This syllabus utilizes the building block theory of learning, which recognizes that each area of knowledge or skill must be presented on the basis of previously learned knowledge or skills. Each study unit is based upon FITS training scenario objectives where you take an active part in the briefings and debriefings with the software lessons. You do this by partaking in the learning through the use of preplanned scenarios. After all the study units of the Ground Course are complete, there is a self evaluation to record the level of learning that has been achieved. The software then records its assessment of your performance and recommends when the objectives of the study unit are achieved. You may only continue to the next study unit when you achieve the desired level of proficiency as defined in the study unit completion standards.

Technically Advanced Aircraft (TAA) G1000 Course by Michael Gaffney Syllabus Introduction

FAA/Industry Training Standards (FITS) Compliance

The study unit lesson plans in this program were designed to be compliant with FITS Accepted guidelines established by the FAA FITS Program Manager. All the study units were designed to follow a real world, scenario based learning situation that will help you, the Pilot in Training (PT), more quickly and more permanently benefit from the value of the study unit and incorporate those lessons into your every day flying procedures. This is important for you, the Pilot in Training (PT), so that these study units can reinforce the situational awareness and concepts of Single Pilot Resources Management (SPRM), aeronautical decision making, and overall aviation safety. The following logo is the symbol of acceptance of the program by the FAA FITS Program Manager.

We sincerely hope you enjoy the material and the course.

Note: Our special thanks go out to the following organizations for their direct and indirect assistance in providing information, pictures, answers, and in general patience during the production of this manual. Their help indicates their commitment to general aviation and aviation safety

• ASA Publications

• Garmin Corporation

• Cirrus Aircraft Corporation

• The Federal Aviation Administration

• Diamond Aircraft

• Cessna Aircraft

• Mooney Corporation

Warning: Because there are differences between manufacturers and even among models by model year, pilots are warned to always use the aircraft operating handbook and checklists provided with their aircraft. The information contained in this program is general and advisory in nature and is designed to provide the pilot with important technique information, but cannot be relied upon as the sole source of information for the model aircraft they are flying.

Technically Advanced Aircraft (TAA) G1000 Course by Michael Gaffney Study Unit 1

Study Unit 1- FITS and Flying TAA Aircraft

Study Unit Objectives:

The objective of this Study Unit is for the pilot to move from the “Perceive” level to the “Understand” level of FITS accomplishment regarding the definition of FAA/Industry Training Standard and Technically Advanced Aircraft and how they interrelate to the safe operation of aircraft equipped with the Garmin G1000 glass cockpit. In addition, the pilot will be able to distinguish between the scan flow of a traditional aircraft and a TAA aircraft. The pilot will understand why the distractions of the TAA aircraft can pose an increased burden on flight safety if a smooth and consistent scan flow is not maintained.

Completion Standards:

The pilot will be able to understand the definition of FITS and TAA and how they interrelate as to the safe operation of aircraft equipped with the Garmin G1000 glass cockpit. In addition, the pilot will be able to distinguish between the scan flow of a traditional aircraft and a TAA aircraft and understand why the distractions of the TAA aircraft can pose an increased burden on flight safety if a smooth scan flow is not maintained. These completion standards will be verified by successful completion of the study unit quiz at the end of this section with correct answers to all questions. When the pilot has correctly answered all the study unit quiz questions, then they may proceed to the next study unit.

Introduction to flying Technically Advance Aircraft (TAA)

The Garmin G1000 equipped aircraft falls into a class of aircraft configurations referred by the Federal Aviation Administration (FAA) as Technically Advanced Aircraft or TAA. TAA aircraft are defined into several subgroups and categories, but for the most part, one can define TAA aircraft as:

Definition: TAA Aircraft (Figure 1.1) An aircraft which has a Primary Flight Display (PFD), an integrated Global Positioning System (GPS) or like guidance system, an autopilot which can couple to that guidance system, and a Flight Management System (FMS) which provides for a way to enter information or retrieve information from a database and submit it to this integrated suite of aircraft systems, usually supplemented by computer software. Glass cockpit aircraft are considered synonymous with TAA.

Figure 1.1 – Chief distinctions of a TAA aircraft

Technically Advanced Aircraft (TAA) G1000 Course by Michael Gaffney Study Unit 1

Looking at this definition of TAA aircraft, we can see that there are at least 3 requirements, in order for an aircraft to be classified as TAA. Notice that the definition says nothing about being a glass cockpit aircraft, but the industry has implied that TAA aircraft have glass cockpits. It just so happens that as technology has caught up with cockpit design, so has the FAA’s acceptance of using glass cockpit displays to display flight instrumentation.

Take a look at the following pictures to see an evolution of cockpits leading up to TAA designation.

Figure 1.2 – Traditional aircraft panel (1969 Citabria 7ECA)

Figure 1.3 – Traditional aircraft panel (2002 Cessna Skyhawk SP)

Technically Advanced Aircraft (TAA) G1000 Course by Michael Gaffney Study Unit 1

Figure 1.4 – Traditional aircraft (1998 Diamond Da20-C1)

Figure 1.5 – Technically Advanced Aircraft (TAA) panel (2006 Piper Archer)

Figure 1.6 – TAA Garmin Perspective Plus Cirrus SR20

Technically Advanced Aircraft (TAA) G1000 Course by Michael Gaffney Study Unit 1

Figure 1.7 – TAA G1000 Equipped Panel (2007 Cessna Mustang)

TAA aircraft are significantly more complex than non-TAA aircraft because the systems that make these functions operate and integrate are controlled by a computer. They are subject to additional amounts of training on the part of the pilot and maintenance personnel. Not only is this training required in order for the pilot to properly operate the system, but it is required in order to interpret system malfunctions that may or may not constitute a real emergency. The FAA believes that the FITS training model is the most effective model for pilots to learn about TAA aircraft. It is important to ensure safe operations of such an aircraft because of the distractions that having so many rich features can present to the basic tasks of piloting an aircraft.

Scan Flow

One of the biggest challenges that pilots have when transitioning to a glass cockpit aircraft such as the Garmin G1000 equipped aircraft is focus on the areas of the cockpit that need attention in a routine and orderly fashion without losing concentration on the basic tasks of flying the aircraft. We call this “Scan Flow”.

Definition: Scan Flow The order used by the pilot or crew of an aircraft when monitoring the various components of the flight deck, the systems, the electronics and radios, while at the same time maintaining situational awareness outside of the aircraft.

Traditional Scan Flow for non-TAA Aircraft

When we were first taught to fly an aircraft in VFR, many pilots had a relatively simple aircraft and cockpit with basic flight and engine instruments required by CFR part 91.205. The following diagram (figure 1.8) represents the basic flow of a traditional aircraft. The boxes represent what the pilot does with their eyes and their attention as they scan the cockpit and their surroundings outside the aircraft.

Technically Advanced Aircraft (TAA) G1000 Course by Michael Gaffney Study Unit 1

Technically Advanced Aircraft Scan Flow

Major Point: We have added another area of scan

requirements to TAA Aircraft. The pilot must

keep their eyes moving constantly

Primary Flight Display

(PFD)

(Flight Parameter Adherence)

Outside the Aircraft

(

Traffic and Terrain Avoidance

Chores

(

Checklist, engine monitor,

Chart management)

Multi Function Display

(MFD)

(Electronic Situational Awareness

NEXRAD, Stormscope, Traffic,

Terrain, cabin entertainment)

Figure 1.8 – Scan Flow of traditional aircraft

The Scan Flow for TAA Aircraft

With the increasing complexity of TAA aircraft, we must modify our scan flow to balance out the time we spend monitoring our systems in a way which does not materially impact the attention we are spending on the fundamentals of flight and situational awareness. The biggest distraction for us is the addition of the Multifunction Flight Display (MFD). As we will see in the following study units, the MFD contains many important functions which help enhance the pilot’s “electronic” situational awareness, but also represents a significant distraction due to its vibrant colors and robust menu functions which tends to command the pilot’s attention. We like to say that “People will watch the MFD of a TAA aircraft like a kid watching cartoons on a Saturday morning”. Don’t get caught in this trap. Learn the scan flow and keep it going at all times. It is not uncommon for a pilot to become focused on a cockpit task for long periods of time. The scan flow diagrams help the pilot remember to keep their eyes moving, even if the task they are working on is not complete.

Figure 1.9 – Scan Flow for TAA Aircraft

Technically Advanced Aircraft (TAA) G1000 Course by Michael Gaffney Study Unit 1

Where are pilots spending their time?

Major Point: This is what we see from pilots. Are

they spending too much time watching TV?

Primary Flight Display

(PFD)

(Flight Parameter Adherence)

Outside the Aircraft

(

Traffic and Terrain Avoidance

Chores

(

Checklist, engine monitor,

Chart management, passenger briefings)

Multi Function Display

(MFD)

(Electronic Situational Awareness

NEXRAD, Stormscope, Traffic,

Terrain, cabin entertainment)

:02

:08

:35

:15

How to Use the Scan Flow in a TAA aircraft

If we look at the tasks that the pilot is being asked to monitor and look at the time available for each task, we see that each area could be allocated only 15 seconds per every minute of flight. In other words, the pilot should divide their attention evenly even when they are focusing on a complex task that may demand more time from that minute. For example, the pilot is flying along on a trip between their home airport and another local airport that is not tower controlled. The pilot receives an aural traffic advisory from the Garmin G1000. Which is more important to the pilot: to look out the window to spot the traffic or to look on the Multifunction Flight Display to identify where the traffic alert came from? The answer in this scenario is both! In this case, the pilot must rapidly look between the two areas in his scan while not losing altitude or letting his heading drift off.

Figure 1.10 –TAA aircraft Scan Flow and dividing our attention

Figure 1.11 –Where are pilots spending their time?

Technically Advanced Aircraft (TAA) G1000 Course by Michael Gaffney Study Unit 1

Single Pilot Resource Management

Definition: Single Pilot Resource Management (SRM) A methodical process used in the cockpit

piloted by a single crew member to ensure that all procedures are adhered to, vigilance is maintained, aeronautical decision making is optimized, and safety is enhanced.

Definition: Crew Resource Management(CRM) A methodical process used in the cockpit piloted by coordinated actions of multiple crew members to ensure that all procedures are adhered to, vigilance is maintained, aeronautical decision making is optimized, and safety is enhanced.

The advent of technically advanced aircraft has brought about the need to review the procedures used in the cockpit of these aircraft to prevent a spike in preventable accidents. The airlines and pilots of crewed aircraft have used Crew Resources Management (CRM) for years as a way to avoid preventable accidents from occurring; and it has worked. Single Pilot Resources Management (SRM) was created from the lessons learned from CRM procedures developed originally by United Airlines and other major airlines. SPRM is a mindset, an approach to professionally managing the cockpit and the systems of more complex aircraft. It combines all of the major safety disciplines such as using aeronautical decision making and employing a good, consistent scan flow and planning ahead of the path of the aircraft to avoid stressful situations that can lead to good pilots making bad decisions.

Use of Aircraft Checklists

According to the experts, one of the most important things that the pilot can do to properly manage the pilot’s aircraft and avoid otherwise preventable occurrences is to use the pilot’s checklist in a timely manner. The manufacturer provides a checklist for every aircraft when it is delivered based upon the equipment that is most commonly installed in that aircraft. The Garmin G1000 system is an example of a system which has an extensive checklist associated with it. This will allow the pilot to use the system to help them make sure that they have remembered everything. It is acceptable for pilots to create a more complete checklist by amending the manufacturer’s checklist items with ones of the pilot’s own, but never eliminate any items from the manufacturer’s basic list. An example of this is an aircraft that has radar installed. The checklist may not remind the pilot to turn the radar off for ground operations or to turn it on once airborne. By adding items that the pilot learns from this course or from the pilot’s flight instructor, the pilot will be enhancing the safety of every operation that they conduct. If the pilot is using a handheld checklist, add or highlight important items. The important part is to use the checklist every time that a flight is conducted and to incorporate the onscreen checklist as a part of safe operations.

Technically Advanced Aircraft (TAA) G1000 Course by Michael Gaffney Study Unit 1

Figure 1.12 – Onscreen electronic checklist

Introduction to FAA/Industry Training Standard (FITS)

The Federal Aviation Administration has been tasked by the US Congress with overseeing and regulating the evolution of aviation. Part of this task involves promoting aviation safety and inspiring regulations which pilots, mechanics, aircraft manufacturers, aircraft operators, and flight training professionals follow to ensure that safety of flight is maintained for the flying and the non-flying public. As cockpit automation has evolved and moved from the advanced jet cockpits, finally reaching general aviation in the last several years, it became clear that traditional teaching methodologies could no longer ensure that pilots could stay ahead of that technology safely. To address this, the FAA, working with leaders throughout general aviation developed a new training methodology called FITS.

Definition: FAA/Industry Training Standard (FITS) (Figure 1.13) A training methodology and accompanying set of training standards which uses a student-centric, scenario-based approach to teach complex procedures to reduce the total number of general aviation accidents by integrating risk management, aeronautical decision making, situational awareness, and single pilot resource management into every flight operation.

Figure 1.13 – FITS program components

This software employs FITS training techniques to help the pilot most effectively learn about the Garmin G1000 and its safe operation. Each study unit has been carefully constructed to promote the pilot’s thorough understanding of the area covered in that study unit. As the pilot progresses through the software, pay close attention to the study unit description and its stated goals for learning comprehension. At the end of each study unit is a study unit quiz which portrays a flight scenario for which the quiz questions are based.

Technically Advanced Aircraft (TAA) G1000 Course by Michael Gaffney Study Unit 1

In ground or software based training for pilots, we can classify the level of FITS learning accomplishment into three main areas:

Figure 1.14 – FITS Software Student Achievement Model

• Perceive –at the completion of the software study unit, the pilot will be able to describe the

scenario activity and understand some underlying concepts, principles, and procedures that comprise the topic, but may not yet understand how this fits in the grand scheme.

Note: Progression to the next scenario should not be attempted until the pilot can function at the Understand level.

• Understand– at the completion of the software study unit the pilot will be able to describe the

classroom scenario topic in terms of definitions, basic usage, and applicability, and can start to demonstrate those topics in lab sessions or in a study unit exam.

Note: This is the minimum grading level that the pilot can be considered at in order to complete the study unit and move on to the next study unit.

• Correlate – at the completion of the software study unit, the pilot is able to thoroughly

understand the topic without referring back to the reference material in the study unit and can correlate this topic with other topics and can properly integrate those topics with risk management, aeronautical decision making, situational awareness, and single pilot resource management into the pilot’s flight operations.

Note: This grading level would be considered above average for the pilot to complete the study unit and move on to the next area.

The pilot’s learning goal is to “perceive”, then “understand” the material presented and by the end of the program, the pilot can correlate the material that the pilot have covered with all the pilot’s other aviation experiences. This will guarantee the most thorough level of knowledge transfer and result in the most enjoyable experience with using the Garmin G1000 glass cockpit system.

Conclusion

The pilot must maintain vigilance in the cockpit and avoid the automation distractions that tend to pull them away from flying the aircraft and performing basic cockpit management duties. This premise is the same regardless of whether the pilot is flying a Diamond, Cessna, Mooney, and Beech aircraft equipped with a G1000 glass cockpit system. With this in mind, let us go to the study unit quiz and see if the pilot is ready to move into the G1000 system Overview in study unit 2.

Technically Advanced Aircraft (TAA) G1000 Course by Michael Gaffney Study Unit 1

Remember

 TAA aircraft are ones with an integrated autopilot, moving map GPS, and some kind of flight

management system to control them

 FITS is the recommended training methodology for TAA aircraft by the FAA and many insurance

companies because student centered training and scenarios produce longer lasting training results that are believed to have a positive effect on operational safety

 The biggest distraction to pilots flying TAA aircraft is the Multifunction Flight Displays (MFD)

FITS Study Unit Debriefing

The pilot has now covered the area of the FITS training methodology in a TAA aircraft and why it is so crucial to properly learning to fly the Garmin G1000.

 Understanding the concept of FITS training will help the pilot understand that in ground or

software training, it is important that the lessons be based upon scenarios to help the pilot learn more effectively. It is this scenario, and the pilot’s participation in constructing it and learning from it that will result in the most effective learning experience for the pilot as well!

 Understanding why technically advanced aircraft are different from traditionally equipped aircraft

will help the pilot realize that it is because the complexity of the cockpit and the requirement to maintain a constant vigilance over it and management of it requires a more disciplined scan flow looking at four major areas rather than three.

 Understanding why Single Pilot Resources Management (SRM) is a skill and discipline that is

important to enhancing safety while operating an Garmin G1000 aircraft, then the pilot will realize that planning ahead of the path of the aircraft and not getting caught flying an aircraft with systems the pilot don’t fully understand or cannot remember the exact procedures for can be hazardous to the pilot’s safety.

Understanding these areas and correlating them into a pilot’s everyday flying skills and application of them to the operation of a Garmin G1000 equipped aircraft, will enhance situational awareness and increase overall piloting safety. The pilot is operating at a “Correlate” level of FITS accomplishment! It’s time take the quiz and then to move to study unit two!

Technically Advanced Aircraft (TAA) G1000 Course by Michael Gaffney Study Unit 1

Study Unit 1: Introduction to FITS and TAA Aircraft Quiz

The Quiz Session Scenario

This Quiz Session Scenario (QSS) is designed to take real world flight situations and utilize it in the flow of the software so that you can participate in the decisions about how to safely operate a TAA aircraft equipped with Garmin G1000 cockpit automation. You can then determine whether you “understand” and can even “correlate” the material you have covered with your existing aeronautical knowledge and are prepared to use this information in a way which will enhance your operational safety while using the G1000 equipped aircraft.

In this session, you are asked to evaluate the differences between a conventional aircraft and a TAA aircraft. The pilot in training should imagine a flight scenario where they are flying a G1000 equipped aircraft between Spirit of St. Louis Airport (KSUS) and Kansas City Downtown airport (KMKC), both tower controlled airports. Consider the following questions about this scenario:

Figure 1.7 – Study Unit 1 Scenario diagram

Question 1: How do you distinguish that you are flying a TAA aircraft?

a) The aircraft has a GPS with a color map and weather

b) The aircraft has an integrated GPS and an auto pilot that can couple to that

guidance system, and a flight management system to control them

c) The aircraft has an autopilot with altitude hold

Technically Advanced Aircraft (TAA) G1000 Course by Michael Gaffney Study Unit 1

Question 2: Why is the scan flow different for TAA aircraft than for traditional aircraft?

a) The pilot must look inside the aircraft more

b) The pilot has an extra item in the scan, usually a MFD

c) There is no difference is the scan flow

Question 3: What are some of the hazards associated with the TAA scan flow as the pilot approaches the destination airport in this scenario?

a) Fixation on one area of the scan flow for too long of a period

b) Too many items to scan

c) System is too complicated to use and should be turned off

Question 4: What is the correct statement regarding the FITS training methodology and its relationship to your training in the G1000?

a) FITS is designed to help pilots better at practicing stalls and slow flight

b) FITS only is useful when learning glass cockpit aircraft systems

c) You should be able to understand or correlate the material you study in this

program in order to pass the course

Question 5: What statement is true regarding the use of an aircraft checklist in the TAA cockpit for this flight?

a) The checklist is not as important on such a short flight

b) The on screen checklist will completely eliminate the need for a handheld checklist

c) The on screen checklist once activated will help reduce cockpit workload, but may

not include all items of importance to the pilot

Grading Criteria:

You will know when you have completed this study unit when you get all the answers correct. When you complete the exam, the system will grade your answers and let you know which ones were correct. Incorrect answers will generate a prompt for you to retry the question and will point you back to the appropriate reference area in the chapter. Once you have achieved all the correct answers, you may proceed on to the next study unit. You can come back to items in this study unit at any time.

Technically Advanced Aircraft (TAA) G1000 Course by Michael Gaffney Study Unit 2

Study Unit 2- System Overview and Line Replaceable

Units

Study Unit Objectives:

The objective of this Study Unit is for you to move from the “Perceive” level to the “Understand” level of FITS accomplishment regarding the basic Garmin G1000 system components and the interoperability of the Line Replaceable Units (LRU) by reviewing the content of this study unit and then taking the study unit quiz at the end which will ask you some questions about the material that you covered.

Completion Standards:

When this study unit is complete, you will be able to understand the features of the basic Garmin G1000 system components and the interoperability of the Line Replaceable Units (LRU) that make the system work. You will know you have met the completion standards of the study unit when you have correctly answered all the quiz questions at the end of this section. If you get any answer wrong, the system will coach you on that particular topic and will offer you a link to go back to the reference material. When you have correctly answered all the study unit quiz questions, then you may proceed to the next study unit.

G1000 System Overview

Figure 2.1 – The G1000 panel mounted LRUs

The Garmin G1000 glass cockpit automation system was introduced to general aviation aircraft in November 2003 and quickly has evolved to be one of the two prominent systems installed in new aircraft manufactured today. Garmin, based in Olathe, Kansas has become synonymous with aircraft and marine based GPS receivers and appliances. So far, Cessna, Diamond, Mooney, and Beech have all standardized on the Garmin G1000 glass cockpit system for most of their newly manufactured general aviation aircraft manufactured in 2004 and later. The most significant advance in the design of a system like the G1000 is that it is a software driven computer that depends upon very specific software version control so that the same component installed in a Cessna will act differently from the same component installed in a Diamond or Mooney. This is very significant for general aviation because it is the first time that the FAA has allowed for the certification of small aircraft that used largely generic parts and components between the aircraft manufacturers that only were differentiated by software programs that were installed after manufacture and updated periodically to provide for revisions to the systems without removing the components from the aircraft.

Technically Advanced Aircraft (TAA) G1000 Course by Michael Gaffney Study Unit 2

Definition: Garmin G1000 Equipped Aircraft An aircraft which has an integrated glass cockpit model G1000 manufactured by Garmin Corporation of Olathe, Kansas installed in place of the traditional aircraft instruments and radios.

The diagram above (figure 2-1) portrays the portion of the system which is visible in the cockpit. This array of components is actually three different components installed in close proximity to each other giving the appearance of a common installation. These three components are actually a small part of the overall system. The components are referred to as Line Replaceable Units (LRU). The left screen is called the Primary Flight Display (PFD) and contains the flight instruments and other aspects of the system of most interest to you in maintaining flight parameter adherence. The right screen is called the Multi Function Display (MFD) and contains the information of interest to you in maintaining electronic situational awareness. The middle section is called the Audio Panel and is the main navigation, communication, intercom, and overall audio control input device signal routing. We will learn about each of these in the next several study units.

Standby Instruments

Figure 2.2 – The panel standby instruments

To date, most general aviation manufacturers have chosen to outfit G1000 equipped aircraft with a set of standby instruments powered by traditional power sources to use in the event of a G1000 system malfunction or loss of electrical power. As you start to learn the G1000 system, you will find that you will quickly adapt to using the electronic flight instruments contained in the system. Most pilots are glad that the standby instruments are there, just in case. Keep these in your scan flow to help you keep the big picture of what your aircraft is doing. As you get more time in the G1000, you will find that you need to look at them less but you will still crosscheck them periodically as a good operating practice.

Line Replaceable Units (LRU)

The Garmin G1000 system is a fully solid-state, electric powered integrated cockpit automation system that does not require any gyroscopes to operate but instead uses accelerometers and other leveling technologies to determine orientation. It designed using a modular component concept called Line Replaceable Units (LRUs).

Definition: Line Replaceable Unit (LRU) A modular aircraft equipment design started in the late 1960s which consolidates parts of a common system or components of a system into a common aircraft location such as an equipment box, tray, or circuit board, facilitating ease of aircraft or system maintenance and troubleshooting.

This LRU design philosophy is advantageous to you because it provides for subsystem redundancy and system modularity keeping system maintenance upkeep and software and database updating easy. Notice in the following diagram (figure 2.3) that the PFD, the MFD, and the Audio Panel are the pilot interface

Technically Advanced Aircraft (TAA) G1000 Course by Michael Gaffney Study Unit 2

point to the rest of the LRUs of the system. Once the pilot understands how to use the controls of these three components, they have mastered the entire system.

Figure 2.3 – The Garmin G1000 system LRU schematic

This LRU design philosophy is advantageous to the mechanic because it provides for ease of subsystem maintenance. If a component of the system fails, the system generates “codes” which can be interpreted by the mechanic and then only that affected LRU must be replaced. Once the mechanic understands how to check the status of the components by reading and

Technically Advanced Aircraft (TAA) G1000 Course by Michael Gaffney Study Unit 2

interpreting the codes, they have mastered the management and maintenance of the entire system.

The system is comprised of twelve or more different LRUs, each responsible for one or more functions that comprise the entire system. A system such as the G1000 allows for replacing the individual component that failed instead of replacing large parts of the system. This makes for quick changeovers and less time in the maintenance shop. Another beneficial feature of the G1000 system is that all parts are interchangeable between the different make and models of aircraft since the content of the system is software driven. In this section, we will provide a system overview and all of the components. With all Garmin products, product nomenclature follows a very specific naming standard. The first letter is always a “G” to designate Garmin. The second two letters generally will be an abbreviation for the major function of the component. The numbers typically have no real meaning to the end user but simply represent a series number of the Garmin Engineering Department’s final release of the product. For instance, the GDU 1040 is a Garmin Display Unit that is 10.40 inches measured diagonally. A larger version of that display unit that will be used on Cessna’s Mustang VLJ will be 15” diagonally and might be named the GDU 1500.

Importance of System Cooling

Figure 2.4 – The MFD cooling fan

One of the biggest enemies of electronic systems is the buildup of heat. Garmin has designed its G1000 system with a number of system cooling fans to move heat away from the LRUs as soon and as efficiently as possible. There are vents built into the aircraft in several strategic locations that need to be familiar to you. One is on top of the instrument panel glare shield. Pilots should be careful not to place charts or checklists on the glare shield that might hinder avionics cooling. Another critical cooling area is in the avionic rack installed in the rear of the aircraft. This is designed so it can’t be covered by the pilot, but the pilot can be vigilant to the sound of the cooling fans, or the lack of them at system power up. Operating with an inoperative cooling fan will bring up a message on the crew alerting system. Sometimes pulling then resetting the circuit breaker can resolve the problem and extinguish the alert.

GDU 1040 Garmin Display Unit model 1040

Technically Advanced Aircraft (TAA) G1000 Course by Michael Gaffney Study Unit 2

Figure 2.5 – The GDU1040 Display Unit

The GDU1040 is the most visible part of the G1000 system because it is installed in front of the pilot. The GDU1040 is the display unit for both the PFD and the MFD and except for aircraft with the Garmin autopilot installed, such as the Beech aircraft products; the part number is the same for the two units. On those aircraft with the non-Garmin autopilot installed, the displays are identical and can serve as either the PFD or the MFD as long as the software is updated so the system knows which display to send the information to. The GDU1040s communicate with each other and the GIA 63 through a high-speed data bus Ethernet connection. These screens are only an inch thick and only weigh about 10 pounds each. That is because they do not have any real system processors located in them. Care of the screen should be accomplished by following Garmin instructions as found in your aircraft POH, but in general, using a soft cloth and a non-ammonia based glass cleaner such as eyeglass cleaning solutions are the best for removing smudges and fingerprints. Keep pointed objects away from the screens to avoid scratching them.

Figure 2.6 –Bump, Scroll, and Twist the FMS knob

The knobs and buttons located around the perimeter of the screens, covered more thoroughly in study unit 3, are the main interfaces of the system for the pilot. Most knobs consist of an inner, an outer, and a push function. We refer to this as “bump, scroll, and twist”.

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GIA 63 Garmin Integrated Avionics model 63

Figure 2.7 – The GIA 63 Integrated Avionics control box

There are two of these units installed in the aircraft. Each one contains a navigation receiver, a communications transceiver, a glideslope receiver, and a GPS receiver. The GIA 63 also serves as the main microprocessor for almost all of the data of the entire system. The GIA 63 serves as the main communication hub for the entire system by linking all of the system LRUs with both the PFD and MFD displays. The GIA 63 units are installed in the rear avionics bay of most light aircraft installations. It is cooled by an avionics fan in order to prevent premature electronic component failures caused by heat buildup. Most of the systems functions are only visible to you through the display screens. The pilot will see screens and crew advisories that refer to GIA 63 number 1 and GIA 63 number 2. In general, number 1 provides information to the PFD and NAV1 and COM1 and GIA 63 number 2 provides data to the MFD and NAV2 and COM2, but this is largely transparent to you unless one of them fails or is moved offline by a circuit breaker. The GIA units have a data bus between them that moves data between the two units in a process called “crossfilling”; so they act as one integrated system.

Definition: Automation Crossfilling A process where data entered on one display unit is simultaneously updated on the other unit to avoid conflicting data that could lead to errors in the system.

GRS 77 Garmin Reference System model 77

Figure 2.8 – The GRS 77 Reference System (AHRS)

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The GRS 77 is the attitude, heading, and reference system, and is also known as AHRS. This system provides the attitude, heading, rate of turn, and yaw information to the displays via the GIA 63 units. The unit contains advanced tilt sensors, accelerometers and rate sensors and is fully contained in the sealed box shown in the diagram. The GRS 77 also interfaces with two other LRUs called the Air Data Computer (GDC) and the magnetometer (GMU 44) in order to provide the pilot with a complete picture of the aircrafts position relative to the horizon. This unit also uses GPS signals sent from the GIA 63. The actual attitude and heading information is sent to the GDU 1040 display and to the GIA 63 units. The AHRS unit requires very little initialization time and is accomplished while the aircraft is moving and up to bank angles of up to 20 degrees. The AHRS will operate in the absence of the other reference inputs like the GPS, ADC or magnetometer. When power is activated and the AHRS starts to initialize, the pilot will first see red Xs covering several of the instruments on their Primary Flight Display. This is normal. As soon as the unit is ready, it will automatically remove the red Xs from the screen letting you know that the system is ready.

Note: Never attempt a takeoff with an instrument displaying a red X.

MU 44 Garmin Magnetic Unit model 44

Figure 2.9 – The GMU 44 Magnetometer

The GMU 44 is a solid state device which senses magnetic field vectors from the earth and converts them to magnetic course and heading information for forwarding to the GRS77 AHRS LRU. This device is located at a remote point on the aircraft such as out on the middle of the wing free from magnetic inference caused by electronic systems of the aircraft. It should be handled with care by maintenance personnel. No magnetic tools should be used in its vicinity in order to maintain its functional integrity. It is possible for this unit to fail and the GRS77 AHRS unit could continue to function but magnetic heading information would be removed from the Horizontal Situation Indicator (HSI) on the PFD.

GDC 74a Garmin Data Computer model 74a

Technically Advanced Aircraft (TAA) G1000 Course by Michael Gaffney Study Unit 2

Figure 2.10 – The GDC 74A Data Computer

The GDC 74a Data Computer is like a Pitot Static system with an E6B flight computer built in. This LRU is responsible for deriving, airspeed, altitude, rate of climb and receives information from the GTP 59 outside air temperature probe to compute true airspeed, density altitude, pressure altitude, and other elements important to the G1000 system for performing its multitude of tasks. Notice from the diagram that it has two hose connection nipples for connection to the pitot line and the static line. If this unit were to removed from the aircraft, the IFR pitot static check required by regulations every 24 months for IFR flight would have to be conducted to ensure system integrity.

GEA 71 Garmin Engine/Airframe interface unit model 71

Figure 2.11 – The GEA 71 Engine/Airframe interface control box

The GEA 71 is the processing unit for all of the engine and airframe instrumentation and sensors, including manifold pressure, RPM, oil temperature/pressure, cylinder head temperature, electrical system integrity, exhaust gas temperature, fuel flow, and vacuum system (if installed). If the engine is turbocharged, it will also receive information regarding turbine inlet temperature. The system can also provide airframe information like door or canopy latch integrity, landing gear position, flap position, and other systems but this will vary by aircraft manufacturer. The GEA 71 unit is largely invisible to you as

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only the information is shown on the engine and airframe monitoring display or the crew advisory and alerting system.

GMA 1347 Garmin Manager of Audio model 1347

Figure 2.12 – The GMA 1347 Management of Audio panel

The GMA 1347 is the audio panel like control LRU used by the G1000 system. It is made of solid state components but contains all of the pilot controls for selecting audio input and output similar to its analog predecessors found on aircraft manufactured over the past 30 years. It integrates NAV/COM audio, the intercom system and marker beacon. The unit operates similar to most other audio panels. Contained in the audio panel are the controls for the intercom and the reversionary mode backup button. This device is covered more in detail in study unit 8.

GTX 33 Garmin Transponder model 33

Figure 2.13 – The GTX 33 Mode S Transponder control box

The GTX 33 Transponder is a “Mode S” radar transponder which fully supports the FAA ATC system mode A and mode C radar transponder standards. In addition to receiving and decoding the standard transponder signals, it also fully supports the Mode S digital functions which include Ground mode and Traffic Information Service. These are covered more in detail in study unit 7.

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GTP 59 Garmin Temperature Probe model 59

Figure 2.14 – The GTP 59 OAT Probe sensor

The GTP 59 outside air temperature probe is used to sense and send the outside air temperature to the GDC 74a air data computer for processing. The pilot should check this unit prior to flight to make sure that the probe mast and the moisture seal at the bottom of the probe are not damaged. It is installed on top of Cessna Aircraft and on the bottom of Diamond Aircraft. Other manufacturer’s locations will vary.

GDL 69 XM Satellite Data Link Control Box

Figure 2.15 – The GDL 69 XM Satellite receiver control box

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