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C182 Glass Panel
I've got a question about the glass panel displays in the C182 (or any other
aircraft for that matter). I was reading this month's edition of AOPA Pilot magazine and the cover story is the C182T and the new glass panel displays Cessna decided to incorporate and it got me thinking. My question is: how does a glass panel display take information received from the pitot-static and gyro systems and translate that into the display? On "standard" panels, the pitot-static and gyro systems power the instruments be means of a mechanical linkage between air pressure differentials or gyros and the instrument display itself. Now, on a glass panel, I'm assuming that mechanical linkage is no more. Is everything I know about how instruments work out the window with glass panels? For example, if my static source becomes clogged, I would assume that the pitot-staitc instruments on the glass panel would be affected the same as they always were. But can I still break the glass on one of the other "standard" instruments using static pressure that the 182T still incorporates for redundancy (airspeed, altimiter)? If I broke the glass on the standard altimiter for example (assuming my glass panel was fully functional so that I wouldn't need to rely on the standard altimiter, but the static source was blocked causing erroneous indications), would that allow static air pressure to flow where it needs to in order to accurately reflect on the glass panel display also? I'm just a little confused as to how the glass panel instruments actually work. Can someone provide an explanation? Thanks, Scott |
#2
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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. |
#3
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I've got a question about the glass panel displays in the C182 (or any
other aircraft for that matter). I was reading this month's edition of AOPA Pilot magazine and the cover story is the C182T and the new glass panel displays Cessna decided to incorporate and it got me thinking. My question is: how does a glass panel display take information received from the pitot-static and gyro systems and translate that into the display? On "standard" panels, the pitot-static and gyro systems power the instruments be means of a mechanical linkage between air pressure differentials or gyros and the instrument display itself. Now, on a glass panel, I'm assuming that mechanical linkage is no more. Is everything I know about how instruments work out the window with glass panels? There's a pressure transducer somewhere for the glass panels that convert the air pressure into an electrical signal that the computer can understand. The computer then draws the instrument on the display. There are separate sensors for pitot and static. For example, if my static source becomes clogged, I would assume that the pitot-staitc instruments on the glass panel would be affected the same as they always were. But can I still break the glass on one of the other "standard" instruments using static pressure that the 182T still incorporates for redundancy (airspeed, altimiter)? If I broke the glass on the standard altimiter for example (assuming my glass panel was fully functional so that I wouldn't need to rely on the standard altimiter, but the static source was blocked causing erroneous indications), would that allow static air pressure to flow where it needs to in order to accurately reflect on the glass panel display also? Depends on where the clog is. If all the instruments in the cockpit that depend on static pressure are plumbed to a single static port on the airplane body, and that static port clogs with ice, then all the instruments including the computer are affected. You might able to use alternate static source to get around it. Know your aircraft systems..... the glass displays may or may not share the pitot static system plumbing with the old gauges. I'm just a little confused as to how the glass panel instruments actually work. Can someone provide an explanation? Thanks, Scott |
#4
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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 |
#5
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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/ |
#6
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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/ |
#7
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Have you ever tried to break the glass on one of them instruments? It's
pretty damn hard to do and impossible if you don't have a good sized hammer. In my 182 I know exactly where the static lines are under the panel. In the event both static ports get blocked I will reach for the static line near my left shin and pull it off the fitting. This is infinitely easier than busting a pretty small piece of glass and won't end up costing me any money. Scott Schluer wrote: I've got a question about the glass panel displays in the C182 (or any other aircraft for that matter). I was reading this month's edition of AOPA Pilot magazine and the cover story is the C182T and the new glass panel displays Cessna decided to incorporate and it got me thinking. My question is: how does a glass panel display take information received from the pitot-static and gyro systems and translate that into the display? On "standard" panels, the pitot-static and gyro systems power the instruments be means of a mechanical linkage between air pressure differentials or gyros and the instrument display itself. Now, on a glass panel, I'm assuming that mechanical linkage is no more. Is everything I know about how instruments work out the window with glass panels? For example, if my static source becomes clogged, I would assume that the pitot-staitc instruments on the glass panel would be affected the same as they always were. But can I still break the glass on one of the other "standard" instruments using static pressure that the 182T still incorporates for redundancy (airspeed, altimiter)? If I broke the glass on the standard altimiter for example (assuming my glass panel was fully functional so that I wouldn't need to rely on the standard altimiter, but the static source was blocked causing erroneous indications), would that allow static air pressure to flow where it needs to in order to accurately reflect on the glass panel display also? I'm just a little confused as to how the glass panel instruments actually work. Can someone provide an explanation? Thanks, Scott |
#8
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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. |
#9
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"Scott Schluer" wrote in message news:NQ2%b.2402$id3.646@fed1read01...
I've got a question about the glass panel displays in the C182 (or any other aircraft for that matter). I was reading this month's edition of AOPA Pilot magazine and the cover story is the C182T and the new glass panel displays Cessna decided to incorporate and it got me thinking. My question is: how does a glass panel display take information received from the pitot-static and gyro systems and translate that into the display? On "standard" panels, the pitot-static and gyro systems power the instruments be means of a mechanical linkage between air pressure differentials or gyros and the instrument display itself. Now, on a glass panel, I'm assuming that mechanical linkage is no more. Is everything I know about how instruments work out the window with glass panels? For example, if my static source becomes clogged, I would assume that the pitot-staitc instruments on the glass panel would be affected the same as they always were. But can I still break the glass on one of the other "standard" instruments using static pressure that the 182T still incorporates for redundancy (airspeed, altimiter)? If I broke the glass on the standard altimiter for example (assuming my glass panel was fully functional so that I wouldn't need to rely on the standard altimiter, but the static source was blocked causing erroneous indications), would that allow static air pressure to flow where it needs to in order to accurately reflect on the glass panel display also? I'm just a little confused as to how the glass panel instruments actually work. Can someone provide an explanation? Thanks, Scott Side note... (sorry for the thread jacking). Has anyone got the endorsement needed to fly a glass panel display 182? I think it's call a "Advance Technology Endorsement"? I'm wondering what the checkout is like. |
#10
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Mark wrote:
"Scott Schluer" wrote in message news:NQ2%b.2402$id3.646@fed1read01... I've got a question about the glass panel displays in the C182 (or any other aircraft for that matter). I was reading this month's edition of AOPA Pilot magazine and the cover story is the C182T and the new glass panel displays Cessna decided to incorporate and it got me thinking. My question is: how does a glass panel display take information received from the pitot-static and gyro systems and translate that into the display? On "standard" panels, the pitot-static and gyro systems power the instruments be means of a mechanical linkage between air pressure differentials or gyros and the instrument display itself. Now, on a glass panel, I'm assuming that mechanical linkage is no more. Is everything I know about how instruments work out the window with glass panels? For example, if my static source becomes clogged, I would assume that the pitot-staitc instruments on the glass panel would be affected the same as they always were. But can I still break the glass on one of the other "standard" instruments using static pressure that the 182T still incorporates for redundancy (airspeed, altimiter)? If I broke the glass on the standard altimiter for example (assuming my glass panel was fully functional so that I wouldn't need to rely on the standard altimiter, but the static source was blocked causing erroneous indications), would that allow static air pressure to flow where it needs to in order to accurately reflect on the glass panel display also? I'm just a little confused as to how the glass panel instruments actually work. Can someone provide an explanation? Thanks, Scott Side note... (sorry for the thread jacking). Has anyone got the endorsement needed to fly a glass panel display 182? I think it's call a "Advance Technology Endorsement"? I'm wondering what the checkout is like. You mean FITS? |
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