IPC G1000

On 24 Aug 2006 21:14:17 -0700, "Robert M. Gary"
wrote:


Jim Macklin wrote:
I haven't looked, but are there CB that can be pulled to
fail components of the G1000 package?

There are but our procedures prohibit us from pulling them. I"m not
sure if Cessna things it can be bad to pull them in flight or what the
reason is.

When I took the factory training they said "they're circuit breakers,
not switches."

Captain Obvious to the rescue........

Peter Clark wrote:
On 24 Aug 2006 21:14:17 -0700, "Robert M. Gary"
wrote:


Jim Macklin wrote:
I haven't looked, but are there CB that can be pulled to
fail components of the G1000 package?

There are but our procedures prohibit us from pulling them. I"m not
sure if Cessna things it can be bad to pull them in flight or what the
reason is.

When I took the factory training they said "they're circuit breakers,
not switches."

That's not so obvious though. When training in the Mooneys the
procedure is to pull the gear actuator breaker to ensure the student
not only puts the gear down but also checks that its down. In most
cases the students notice the lack the Mooney "thud" sounds when the
gear locks down. However, pulling the gear warning horn is prohibited.
So there are cases where CFIs are instructed to pull breakers.

-Robert, CFII

FWIW, Cessna's training specifically states that it's not recommended
to pull breakers to simulate failures.

It really boils down to finding the single points of failure. In the
Cessna piston G1000 package the AHARS and ADC are the only single
boxes that matter in the system. The GIAs are duplicated (giving you
2 independent NAV/COMs and 2 GPS units), the engine analyzer and
transponder are a nuisance to lose at best, and the screens are
duplicated and have manual and automatic failover. With all the
redundancy there really aren't many failure modes I can think of which
will leave you with nothing at all. PFD and master electric failure
at the same time? Even if the AHARS kicks out you have the backup AI
and both screens with MFD, wet compass, and inset maps for heading.
ADC kicks out you lose your speed tape, TAS, and altitude display.
Standby ASI and altimeter, move along, nothing to see here.

Perhaps during training some of the partial panel training could be
conducted in steam gauge aircraft or simulators which IMHO would be
better than attempting to concoct multiple system failures in
combinations which wouldn't appear for the 1st time in IMC?

On Thu, 24 Aug 2006 20:26:53 -0500, "Jim Macklin"
wrote:

I haven't looked, but are there CB that can be pulled to
fail components of the G1000 package?

Peter Clark wrote:

transponder (is)a nuisance to lose at best...
I wonder whether the VLJ folks who are using the G-1000 plan on
transponder redundancy. Loss of a transponder can result in ATC booting
an airplane out of Class A airspace.

On Fri, 25 Aug 2006 07:23:20 -0700, Sam Spade
wrote:

Peter Clark wrote:

transponder (is)a nuisance to lose at best...
I wonder whether the VLJ folks who are using the G-1000 plan on
transponder redundancy. Loss of a transponder can result in ATC booting
an airplane out of Class A airspace.

Which is why I was specifically referencing the NAV III (piston)
setup. I believe the Mustang is equipped with dual GTX, AHARS, and
ADCs in addition to a weather radar and additional (larger?) third
screen as it's MFD, the other (standard) GDUs are configured for PFD
in that setup.

It really boils down to finding the single points of failure. In the
Cessna piston G1000 package the AHARS and ADC are the only single
boxes that matter in the system.

I agree that a AHARS or ADC failure are the scary ones in IMC (AHRS more than ADC)
It would be nice to be able to simulate thoose failures for training.
In the 182 I'm flying the ADC and AHRS are on the same CB,
if you pull the CB you loose Mode C as the transponder uses the ADC to know altitude.

One can use the G1000 PC simulator to see what a failure looks like, but it
does not really help you test your scan and ability to navigate and control the aircraft in IMC.


Paul