| The GDU 1040
is the standard base bezel with no autopilot/flight director
mode selection keys below the heading bug. The GDU 1043 has
autopilot/flight director keys for all GFC 700 modes except
VNAV. The GDU 1045 is essentially identical to the GDU 1043
except for the addition of an autopilot/flight director mode
for VNAV. Depending on how the units are installed, an MFD
failure may, or may not, have an impact on autopilot or flight
director use. If a GDU 1040 is used as a PFD in an airplane
equipped with a GFC 700 autopilot, a failure of the MFD (which
houses the autopilot mode selection keys) will leave the autopilot
engaged, but the modes cannot be changed because no autopilot
keys are present on the PFD. But, if an MFD failure occurs
in an airplane with the GFC 700 autopilot and either a GDU
1043 or a GDU 1045 bezel installed as a PFD, the pilot will
have full use of the autopilot through the keys on the PFD.
Both the PFD and MFD each have two slots for SD memory cards.
The top slot is used to update the Jeppesen aviation database
every 28 days. The aviation database must be current to use
GPS for navigation during IFR instrument approaches. The bottom
slot houses the World terrain and Jeppesen obstacle databases.
While terrain information rarely changes or needs to be updated,
obstacle databases can be updated every 56 days through a
subscription service. The top card can be removed from the
G1000 system following an update, but the bottom card must
stay in both the PFD and MFD to ensure accurate terrain awareness
and TAWS-B information.
Primary flight display (PFD)
The primary flight display shows the basic flight instruments,
such as the airspeed indicator, the altimeter, the heading
indicator, and course deviation indicator. A small map called
the "inset map" can be enabled in the corner. The
buttons on the PFD are used to set the squawk code on the
transponder. The PFD can also be used for entering and activating
flight plans. The PFD also has a "reversionary mode"
which is capable of displaying all information shown on the
MFD (for example, engine gauges and navigational information).
This capability is provided in case of an MFD failure.
Multi-function display (MFD)
The MFD usually shows engine instrumentation and a moving
map. The multi-function display typically shows a moving map
on the right side, and engine instrumentation on the left.
Most of the other screens in the G1000 system are accessed
by turning the knob on the lower right corner of the unit.
Screens available from the MFD other than the map include
the setup menus, information about nearest airports and NAVAIDs,
Mode S traffic reports, terrain awareness, XM radio, flight
plan programming, and GPS RAIM prediction.
El sistema G1000 consiste en una serie de componentes integrados
con presentación de datos e intercambio de información
con el piloto.
GDU Display
The GDU display unit 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. A G1000 installation may have two GDUs (one PFD
and one MFD) or three (one PFD for each pilot and an MFD).
There are several different GDU models in service, which have
different screen sizes (from 10 inches to 15 inches) and different
bezel controls.
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, inset map view (containing map, traffic, and
terrain information), 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. The moving map can be replaced or overlaid by
various other types of data, such as satellite weather, checklists,
system information, waypoint information, weather sensor data,
and traffic awareness information.
Both displays provide redundant information regarding communications
and navigation radio frequency settings even though each display
is usually only paired with one GIA 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 and
other functions of the MFD. A red button labeled "reversionary
mode" or "display backup," located on the GMA
audio panel, is also available to the pilot to select this
mode manually if desired.
GMA Audio Panel
The GMA panel provides buttons for selecting what audio sources
are heard by each member of the cockpit. It also includes
a button for forcing the integrated cockpit into its fail-safe
reversionary mode.
GMC/GCU Remote Controllers
The GMC and GCU controllers are panel-mounted modules which
provide a more intuitive interface for the pilot than that
provided by the GDU. The GMC controls the G1000's autopilot,
while the GCU is used to enter navigational data and control
the GDU's functions.
GIA Integrated Avionics Unit
The GIA unit is a combined communications and navigation radio,
and also serves as the primary data aggregator for the G1000
system. 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 display, which acts as a controlling unit. The
GIA 63W, found on many newer G1000 installations, is an updated
version of the older GIA 63 which includes Wide Area Augmentation
System support.
GDC Air Data Computer
The GDC computer replaces the internal components of 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.
GRS Attitude and Heading Reference System (AHRS)
The GRS system uses solid-state sensors to measure aircraft
attitude, rate of turn, and slip and skid. This data is then
provided to all the integrated avionics units and GDU display
units. Unlike many competing systems, the AHRS can be rebooted
and recalibrated in flight during turns of up to 20 degrees.
GMU Magnetometer
The GMU magnetometer measures aircraft heading and is a digital
version of a traditional compass. It does so through aligning
itself with the magnetic flux lines of the earth.
GTX 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.
GEA Engine/Airframe Unit
The GEA unit measures a large variety of engine and airframe
parameters, including 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.
GSD Data Aggregator
The GSD is a data aggregator system included on complex G1000
systems, such as that found on the Embraer Phenom 100. It
serves as a point of connection which allows external systems
to communicate with the G1000.
Backup systems
As a condition of certification, all aircraft utilizing the
G1000 integrated cockpit must have a redundant airspeed indicator,
altimeter, attitude indicator, 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.
Certification
The Garmin G1000 is generally certified only on new general
aviation aircraft, including Beechcraft, Cessna, Diamond,
Cirrus Design, Mooney, Piper and Tiger. Garmin recently announced
its first G1000 retrofit program for the Beechcraft King Air
C90 beginning in Spring 2007. The Garmin G1000 became a jet
platform in 2007, as the avionics system for the Cessna Citation
Mustang Very Light Jet.[1] Versions of the G1000 are also
used in the Embraer Phenom 100 and Embraer Phenom 300, as
well as the HondaJet and King Air C90.
Si su aeronave es considerada experimental, también
este equipo en su versión G900 hará de su panel
una de las posibilidades mas sofisticadas.
Este equipo está sujeto a condiciones
de instalación.
Los
equipos Garmin que puede usted comprar en nuestra web tienen
incluidos los arneses
de conexión y alimentación, por favor no
deje de considerarlo a la hora de comparar precios. Si además
necesita interconexionarlos con otros equipos de su Cockpit
no deje de consultárnoslo. |
