C182 Glass Panel

The glass panel instruments still use the pitot/static system. If your
static port becomes plugged, pull the alternate static source knob. Don't go
breaking any glass instruments.

The glass panel does not use gyros, but the backup instruments do. The
Garmin 1000 gets pitch information by detecting changes in the vertical
component of the Earth's magnetic field and by cross referencing that with
information from the GPS. It does the same with roll information. It sounds
complicated, but it really is just a fancy compass.

If it were not for legacy aircraft in the ATC system we could dump the
excessively complicated dependence on magnetic headings and give all
vectors, winds, headings, etc., relative to true north. Continually mapping
the shifting magnetic field and updating databases, IFR and VFR charts,
radio navigation aids, and training materials is a major expense.

The
Garmin 1000 gets pitch information by detecting changes in the vertical
component of the Earth's magnetic field and by cross referencing that with
information from the GPS. It does the same with roll information. It sounds
complicated, but it really is just a fancy compass.

It sounds like an upgrade of the Garmin 196!

all the best -- Dan Ford
email: (requires authentication)

see the Warbird's Forum at www.warbirdforum.com
and the Piper Cub Forum at www.pipercubforum.com

Cub Driver wrote:

Unnamed Quoted person:
The
Garmin 1000 gets pitch information by detecting changes in the vertical
component of the Earth's magnetic field and by cross referencing that
with
information from the GPS. It does the same with roll information. It
sounds
complicated, but it really is just a fancy compass.

It sounds like an upgrade of the Garmin 196!

Except that the quoted paragraph is incorrect. While the 1000 does use the
GPS and a magnetometer to stabilize the AHRS and to allow for "flying
reboots", it does use a standard AHRS (solid state gyros) for attitude
reference. From the Garmin documentation:

"Advanced AHRS architecture
For reliable output and referencing of aircraft position, rate, vector and
acceleration data, the G1000 uses Garmin's innovative GRS77 Attitude and
Heading Reference System (AHRS). Able to properly reference itself even
while the aircraft is moving, the Garmin AHRS offers all the standard
elements of traditional strap-down AHRS - at a fraction of the cost. What's
more, it uses additional comparative inputs from GPS, magnetometer and air
data computer information to achieve new levels of integrity, reliability
and precision."

Notice the "additional comparative inputs".

--
Marc J. Zeitlin email: |
http://www.cozybuilders.org/
http://marc.zeitlin.home.comcast.net/

In article ,
C J Campbell wrote:

The glass panel does not use gyros, but the backup instruments do. The
Garmin 1000 gets pitch information by detecting changes in the vertical
component of the Earth's magnetic field and by cross referencing that with
information from the GPS.

Those sources aren't responsive enough. I believe the uses MEMS gyros
to provide instantaneous relative attitude information and combine them
in a Kalman filter with the other sources you mention to get long term
absolute attitude reference.

--
Ben Jackson

http://www.ben.com/

Makes sense...also an obvious point about the alternate static air. ;-) I
don't have much experience in newer aircraft, most of my flight time has
been logged in older C172s with no alternate static port.

"C J Campbell" wrote in message
...
The glass panel instruments still use the pitot/static system. If your
static port becomes plugged, pull the alternate static source knob. Don't
go
breaking any glass instruments.

The glass panel does not use gyros, but the backup instruments do. The
Garmin 1000 gets pitch information by detecting changes in the vertical
component of the Earth's magnetic field and by cross referencing that with
information from the GPS. It does the same with roll information. It
sounds
complicated, but it really is just a fancy compass.

If it were not for legacy aircraft in the ATC system we could dump the
excessively complicated dependence on magnetic headings and give all
vectors, winds, headings, etc., relative to true north. Continually
mapping
the shifting magnetic field and updating databases, IFR and VFR charts,
radio navigation aids, and training materials is a major expense.