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But when it all goes TU, a heading and time to find by DR,
the place within fuel endurance that is VFR, and being prepared to just hold an altitude and heading, and have an idea of where you are when you break out an hour or two later at 8,000 feet 300 miles from you last knew your position and then find an airport. I would expect ATC to notice the transponder failed and try to call, and after no response, track raw returns and clear everything out of your path. I would expect 2 F-16s to joint up and lead the way to someplace or shoot my ass down if I was headed toward a major target, er city. "Robert M. Gary" wrote in message oups.com... | | Jim Macklin wrote: | Mt point is that the G1000 is easy that the pilot WILL | become totally dependent on the nav display for situational | awareness. If it fails, the pilot will not have any idea on | how or where to go. Backup battery is fine, but in many | areas there isn't an airport of any king within 30 minutes, | and an IFR approach will be difficult. I'm not worried | about the control being lost, I'm worried about the pilot | being lost. | | But again, I think you would notice both screens going blank. Teaching | students to look for errors in displayed pitch is probably not useful | (or probable). | | An IFR approach with a totally dead G1000 isn't possible under any | situation. You have no VORs, no GPSs, and only can talk on 121.5. You | just can't shoot an approach with the backup A/S, altimeter, and | attitude indicator. | | The chance of a total failure of the G1000 is much less than the chance | that my Mooney loses its only electrical bus and my handheld GPS fails | at the same time. | | All that being said, I really don't see a situation where a student | becomes dis-engaged from the system. Flying the G1000 system can be | demanding. Flying an ILS in my old Mooney is (in many ways) much easier | than programming the approach sequence in the G1000. The G1000 may be | safer but the Mooney does not require as much pilot attention. | | -Robert | |
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