If R ground

260
a
Before rolling out half the
Bank angle 7 80

110 if the VSI we can start

pulling up
pit of static system
Airspeed goes down as Altitude
goes up reverse
sensing
Devastation of Altimeter
is 75ft if it is Not the
Altimeter is in op
to low Higher
high
Hot to cold grating'd
watch out Below
 or ps
check Deviation 40
Vo R
or check
checkpoint
rot Reci even
14 limitation
on ground 6 limitation
aim I
On I 4
check
v or
Dual reliever point
Don't need
Distance measuring
Dme equipment
it show slat distance
 GPS needs 4 statilites
RAIM needs 5 satllites
to maintain accuary
6 satellites to inaccuary
GP saw
W APPS

NOWA PS has to have R AIM

w APS do not need the accuracy
RAIMI Rea Ner Anto um intergi
system
GPS Approaches.Ponton

MON Minimum operating

Network presents
ILS A VOR Approaches
 zoo feet per minute minimum
standard hate climb

Ocs
Ifany obstacle penetrates the org
Opp obstacle Departure procedures
Non standard to minimum and
Diverse vector area DVA will be
published
Indicated by
Types of Dep procedures
O D p c obstacle
dep procedures
SID Standard Instrument
Dep x file the file
Radar vector

obstacle dep procedures

graphical textual
to use
It's good when
departing
Non tower on Non Gadag
airports
 To minimum standard
91 195
Applies to part 121 125 1291135

Standard t 10 minimum
o is mi 2 engines or less
25m more than 2
engines
To see the runway needs vis bitty
Diverse vector
Area
minimums when you get radar
vectored pep
SID Standard instrument
Departure

Always graphical
workload of pilot f ATC
Reduces
Atc deviance
required

route are darker line

ft
 Kinda
m Mira

Ed
Altitudes En route
Me a minimum en route alt
Obs clearance within 4 Nm of
each side l 1000 in non mountains
an ed 2000 in mountains
Acceptable Nau coverage
M of Aminimum clearance Altitude
It provides obs clearance
Acceptable Nav coverage
only when within 2 on m from
VOR
M EA
600 O
3000 MOCA
V23
are 22 NM of
only when you or can use MoCA
I
 minimum crossing Alt
MCA

3000
V26 1 8
4500 E
4000 W
reception Alt
MRA minimum

9000

Bp
I
OR CA Cott route obs clearance Act
7 refer when lost

4 communciation during
off route
Navigation
MAA Maximum Authorized Alt
Not to med eve 2 on more Vors
on the same
frequency
 Arrival
from En route 7 Approach
transition

to I Afcon low char

7 Navigate
feeder route thin am now that connects
fix in low chart to IAF
radar vector
Star standard terminal arrival route
It's take to descend down to
Altitude like a tain case
 Gps
Navigation satellite
G Nss global
system
Nav IVOR DME
a
ground Based
R Nau came a navigation
Caps VOR DME RNA V1
G
R NP C Required Nau performance l
accuracy standard
to
adds specific
V
R N A
of Gps
Types TSO Ctechinally
AAS GPS standard
Now order
Mini m m pastor
standard
T 50 5196
TSO C 129
Ha s RAI M Calculate accuracy
at dd
At least 5
satellites needed
must perform maim'chiecifts
during pre flight
of
wide area
WAAS GPS Augmentation
system
Improved accuracy integrity
Availability
TSO 145,5146

GPS Notam
or
GPS WAAS availabity
r
RAI M
GPS Approaches
LNA u C lateral Na ul ti k 1
No need of WA As g so c
M D A

LNA ut V I Adverse vertical

guidance
WAA S
MD A

IN AVI U N AV
wa as on
BYY.fi meten
to compate
Gs
DA Like ILS But Larger
 3 g
limit
LOC performance
L PV wit
vertical guidance

WAAS only
DA
an rel
C perform
LP C L o

O My
WA AS
MDA
 GPS regulations
If
you don't have wars
you must alternate
have
Based for
ground system
Not for approach
enmoute
have w AAS
If you don't
alter ate A impo
and you need
must have
the airport
other than
approaches
Gps
Approaches

MAP
FAF If
Ifaseg I

Misty
sigh
settment
IAD
Holding
fix
kinds of IAP
Precision App Lateral and
vertical
ILS
ILS ID ME
GPS NAU IV NAV LP v1
PAR Precision App radar I
Non precision Approach
Later all
LOC
LO I I DME
VOR
VOR ID ME
CC NAV LNA Vtr LP
GPS
LDA Localizer type directional
Aid

SD f simplified Directional facility

Like LDA But Not have G S

 Approaches minimum
DA Precision
MD AC Non Precision
MDA I MAD
How to find MAP
Time
D me
VOR Goss radial
Vor station
ILS system
3 components
Guidance info Loc and G s
Range info DME and MBC Beacon
marker
t
visual info Approach sliding system
LOC information
ILS
Transition from En route

Approach
use stars Std terminal approad
to get IAF
to IAF
Navigate yourself
Radar vector to f Af

feed en route thin Ammo w that

connects fix on
the low chart to IAF

All IA f is always on low chart

 course reversal
Procedure turn
when too steep turn is required to
intercept final course

published procedure turn ate

Holding
No PI Non Produce turn
 Approach procedure
If 7 FAH
full Approach CIA f
Radar vector to fat
reduce workload

to Iap
what to do prior
Instrument app produce

5 AS

A ATIS
A Altimeter
A Airspeed
f heavenly counsel
A Avionics
A Approach Brief
Approach Brief
I LS 30
110.3 course 301
Loc fred
Runway length TDZE
Radar vector to find
Maintain 1600 until bist Gunny
go kts 500 Fpm 700
Descend
Time 3 08
DA 258 MDA 520
If At DA MAP we go missed
 Descent procedure
unento start 1
descent Map

Precision G S capture 500 frm PA

Non Arrive fat map deter

precision A Lost VOR FoofPm time
arrived f
i cross

1 VOR
station
Gp

If altitude is assinged
when can you start descending
Approach is cleared on
Ir
IEEE
d
 Loc Ivor arrived
I on during per ordure turnt

call out

1 Lol Ivor arrived

2 Lol IV or capture
3 G S arrived capture

41 1000 Above minimum

500
300
200
100
50
minimum
Holding procedure
575
TUM n
time
Twist
Throne
Talk
when do we hold
Heavy traffic
W X

course never set

produce turn
missed Approach
 where do we

Hold
Vor station
c
fix intersection
DME
Gps fix
 d

1 4
3600
110
outhound Outbound leg
M Inbound
turn
t

Fo inbound leg 090

111
unprotected
side

standard Holding turn

right turn
Important
Be always Holding side
Turn immediately after
arriving fix
 g

Holding dear an se
11 Direction
2 fix

3 radial course

4 Leg length
5 Direction of turn

6 Altitude
7 EFC Except further
clearance time
Hold su of SLI
VOR on 200 radial
3 NM Left turn
At 3000
Efc at 19532
Holding procedure
11 fly to Holding fix
2 Slow down to Holding
speed
31 find entry method
4 Set times
51 upon reaching the tix
5 t s
 Direct
1 Arrive the fix
2 Turn right 180
31 Moll out time 1min
Lil twist 3600
5 inter 360
Teardrop
Arrive tix
time connection

D
Regulations
when do you need IR
under IFR
conditions Below UMC
Class A
Special VfR at night
commerical operation
carrying passenger
excess of 50 NM on
at Night
61 57 Recent flight
Experience

I 6 HIT
within 6 calender months
6 instrument approach
any approach
Holding
I intercepting
I tracking NAV system
in Imc on under the Hood

of IAP
Log Locatin A types
Name of safety pilot
than 225 4 a g f f
a

I f months
I
Non comment

G
IPC Instrument proficiency
check
CFII on DPE
with
 pre flight 91.1031

fuel Meg 91 1677

Destination Alternate 45min

91169 If R Hight Plan

Cbl when you don't need alternate
A IAP at original destination exists
I weather reports on forecast
indicate
ten era

g
seling atleast and
É 2000
 91 169
s Alternate weather minimum

If IAP exists
Non standard w x minimum
indicated by Ex
OM

standard
A precision Approach
B Non Precision Aphroach
A1 600 2 600 ceding 255m
B 800 2
2 It No IAP
ceiling and visibilty
must allow descent
from MEA approach and
landing under Basic VfR
 91 171 Vor check
rot AND I 4
Aim I 6

set CDI from center

read en mon from 360

Dual Vor check I 4

Airway must be
20 NM on more from

the station
I 60
 entry must include
Date plate Bearing
error and sign
OT
4112 FLAB V

14

tiamat
 91 175 T 10 A LID under
IFR
Cy operation under DAI DH
OM MDA
i A IC is in position where
LID can Be performed with
normal rate of Descent and
normal man evo uns
nd

flight visibity is Not less than

the minimum for the IAP

nd
At least one of the visual reference
is visible
lil Approach lighting ALS
Exceptyou may not Descent Below 100
ABOVE TD ZE unless med terminating Bag
 on med side now Bars are visible
H
missed Approach you must
executmpunen
it Not meet

C Belov MDA on at MAP

or any time after MAP till
to touchdown
1st 31 i ext is not visible
a
during binding at or above
MDA
fl TIO minimums applies to
121 129 7

it t I Non standard to minimum

I Stand and
2 engines or less Ism
2 engines on more a Sm

If airport have
ODP you must use
ODP on other instrument deperatuses
R V
SIDI
 IFR less than Ism
less 1000 s
dinging
MVF R 3 55M 1000 3000

VfR Mone 55m than 308

Mong

IPC
 GRAB card
sequined equipment
In addition to VFR
requirement
G Generator alternator
F Radio from NAV
I Appropriate for route
A Altimeter senstivite
Chas Kosman window shows
20 increment
B Ball Indio meter I slip skid
flock shows speed

Altitude Indicator
Rate of turn indicator

Directional Gyro
A DS Cain data compute

A It
Altitude Heading
reference R
system s
 G1000
TM

guide for designated pilot

examiners and certified flight
instructors
Garmin G1000 Guide for Designated Pilot Examiners & Certified Flight Instructors 190-00368-02 Rev. A
 COPYRIGHT

© 2004 Garmin Ltd. or its subsidiaries. All rights reserved.

Garmin International, Inc., 1200 East 151st Street, Olathe, Kansas 66062, U.S.A.
Tel: 913/397.8200 Fax: 913/397.8282

Garmin AT, Inc., 2345 Turner Road SE, Salem, Oregon 97302, U.S.A.
Tel: 503.391.3411 Fax 503.364.2138

Garmin (Europe) Ltd., Unit 5, The Quadrangle, Abbey Park Industrial Estate, Romsey, Hampshire S051 9DL, U.K.
Tel: 44/0870.8501241 Fax: 44/0870.8501251

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Tel: 886/02.2642.9199 Fax: 886/02.2642.9099

Web Site Address: www.garmin.com

Except as expressly provided herein, no part of this manual may be reproduced, copied, transmitted, disseminated, downloaded or stored in any stor-
age medium, for any purpose without the express written permission of Garmin. Garmin hereby grants permission to download a single copy of this
manual and of any revision to this manual onto a hard drive or other electronic storage medium to be viewed for personal use, provided that such
electronic or printed copy of this manual or revision must contain the complete text of this copyright notice and provided further that any unauthor-
ized commercial distribution of this manual or any revision hereto is strictly prohibited.

Garmin® is a registered trademark of Garmin Ltd. or its subsidiaries and G1000™ is a trademark of Garmin Ltd. or its subsidiaries. These trademarks
may not be used without the express permission of Garmin.

November 2004 Printed in the U.S.A.

190-00368-02 Rev. A Garmin G1000 Guide for Designated Pilot Examiners & Certified Flight Instructors i
 TABLE OF CONTENTS & LIST OF FIGURES

TABLE OF CONTENTS

Copyright i

Table of Contents & List of Figures ii

Introduction 1

G1000 System Overview 2

G1000 System Components 3

GDU 1040 ..............................................................................................................................................................................................................................3
GIA 63 ....................................................................................................................................................................................................................................4
GDC 74A ................................................................................................................................................................................................................................4
GRS 77....................................................................................................................................................................................................................................4
GTX 33/GTX 32.....................................................................................................................................................................................................................5
GEA 71 ...................................................................................................................................................................................................................................5
GMA 1347 .............................................................................................................................................................................................................................5
Sample System Operation/Failure Mode Scenarios for FAA-S-8081-4D 7
Areas of Operation Section IV: Recommendations for Failure Simulation.................................................................................................................8
Areas of Operation Section IV: Recommendations for Failure Simulation (Cessna Nav III) ................................................................................10
Area of Operation Section VII, D: Recommendations for Failure Simulation ..........................................................................................................10
Index 11

LIST OF FIGURES
Figure 1 G1000 System ..............................................................................................................................................................................................................2
Figure 2 GDU 1040 (PFD Shown).............................................................................................................................................................................................3
Figure 3 Reversionary Mode ......................................................................................................................................................................................................6
Figure 4 G1000 System Failure Indications ............................................................................................................................................................................6

ii Garmin G1000 Guide for Designated Pilot Examiners & Certified Flight Instructors 190-00368-02 Rev. A
 INTRODUCTION

Technology, such as that found in the G1000 integrated avionics system has the potential to bring a higher level of safety to general
aviation (GA). However, this can only occur if pilots operating aircraft with such equipment are properly trained and held accountable
to the Practical Test Standards (PTS). The purpose of this document is to provide both an overview of the typical G1000 potential fail-
ure modes and sample system operation/failure mode scenarios that correspond to the applicable sections of FAA-S-8081-4D, Instru-
ment Rating Practical Test Standards, so that the Designated Pilot Examiner (DPE) and Certified Flight Instructor – Instrument (CFII)
can properly prepare pilots for the instrument rating by simulating realistic failures and teaching appropriate failure response plans.
The system recommendations provided in this document are Garmin’s recommendations only and are superseded by the aircraft
manufacturer’s recommendations and FAA-approved documentation for each aircraft model. The basic G1000 system architecture is
similar across many aircraft models. However, the location of the actual components of the system, the location and grouping of the
circuit breakers, and the engine instrumentation presentations vary between aircraft. Therefore, it is important to review the aircraft
manufacturer documentation for each aircraft model.

NOTE: As part of Garmin’s commitment to flight safety, any specific questions or recommendations about both this document
and the G1000 system as it is to be used for the instrument check-ride can be sent via e-mail to “CFI_Tools@garmin.com”.
For general questions, please visit “http://www.garmin.com/support” to correspond with Garmin’s aviation technical
support specialists.

190-00368-02 Rev. A Garmin G1000 Guide for Designated Pilot Examiners & Certified Flight Instructors 1
 G1000 SYSTEM OVERVIEW

The G1000 integrated avionics system consolidates all communication, navigation, surveillance, primary flight instrumentation,
engine indication system and annunciations on two (or three) liquid crystal displays (LCDs) and one (or two) audio panels. All of
the components of the G1000 system are line-replaceable units (LRUs). This modular approach allows the various components to be
mounted either behind each of the displays, or in remote locations in the aircraft, based upon the needs of the aircraft manufacturer.
Figure 1 is a sample system schematic that shows the G1000 components used in a typical single-engine, GA aircraft.

NOTE: Autopilot interfaces are not shown, for they vary from aircraft to aircraft.

High-Speed Data Bus (Ethernet)

GMA 1347
GDU 1040 Audio Panel GDU 1040

Reversionary Reversionary
Control Control

GDC 74A
Air Data
Computer
No. 1 GIA 63 OAT No. 2 GIA 63
Airspeed
Integrated Avionics Unit Integrated Avionics Unit
Altitude
Vertical Speed
System Inegration Processors System Integration Processors
I/O Processors I/O Processors
VHF COM VHF COM
VHF NAV/LOC
GPS
GRS 77 VHF NAV/LOC
GPS
Glideslope AHRS Glideslope
Attitude
GPS Output GPS Output
Rate of Turn
Slip/Skid

GMU 44
Magnetometer
Heading

GTX 32
or GTX 33
Transponder

GEA 71
Engine/Airframe
Unit

Figure 1 G1000 System

2 Garmin G1000 Guide for Designated Pilot Examiners & Certified Flight Instructors 190-00368-02 Rev. A
 G1000 SYSTEM COMPONENTS

The main components of the G1000 system are the two GDU 1040 displays used for the Primary Flight Display (PFD) and the Multi
Function Display (MFD), and the two GIA 63 Integrated Avionics Units (IAUs). These components are interfaced with each other via
a proprietary Ethernet-based, high-speed digital databus system. All other components, such as the Attitude and Heading Reference
System (AHRS), Air Data Computer (ADC), transponder and Engine/Airframe Interface units, use combinations of RS-232, ARINC 429
and RS-485 interfaces.

GDU 1040
Both GDU 1040 displays are identical in hardware. The aircraft wiring harness determines whether the display functions as a PFD
or an MFD (see Figure 2). A configuration module within the PFD connector contains aircraft-specific backup configuration data.

Figure 2 GDU 1040 (PFD Shown)

Failure Mode(s)
If one display fails, the primary flight instruments and Engine Indication System (EIS) are displayed on the remaining screen. No
moving map is presented in this mode (see Figure 3). This operating mode is called “reversionary mode” and may be either detected
automatically by the system, or initiated manually via the red DISPLAY BACKUP button located on the lower portion of the audio
panel.

190-00368-02 Rev. A Garmin G1000 Guide for Designated Pilot Examiners & Certified Flight Instructors 3
 G1000 SYSTEM COMPONENTS

GIA 63
The GIA 63 units serve as the main interface hub for the individual components of the G1000 system. All key components, such as
the GRS 77 AHRS, GDC 74A ADC, GTX 33 Mode-S transponder and GEA 71 Engine/Airframe Interface, provide inputs to both GIA 63
units. This allows for a higher level of system redundancy and integrity as data is cross-checked to ensure proper system operation.
The only component that is not connected directly to the GIA 63 units is the GMU 44 magnetometer; the latter interfaces directly with
the GRS 77 AHRS to provide it with magnetic heading input. The GIA 63 units also contain the communication and navigation radios
that include the VOR/LOC/GS and GPS receivers.
Failure Mode(s)
If a GIA 63 unit fails, the associated COM/NAV/GPS receiver data is no longer available and is automatically replaced by the COM/
NAV/GPS receiver data from the other GIA 63 unit. The operative GPS receiver automatically takes over any active GPS navigation
(without any pilot input). A red “X” appears over the COM/NAV frequencies to indicate GIA 63 failure (see Figure 4) and an alert
annunciation appears to the right of the altitude/vertical speed tapes on the PFD. The remaining GIA 63 continues to provide all
interface and system integrity functions. If both GIA 63 units fail, the AHRS and ADC continue to provide data directly to the GDU
units, although no navigational or communication capabilities are available. Partial failures in the GIA 63 units (such as failure of the
COM component) are more likely to occur than full component failures since the COM/NAV/GPS and interface components are all
independent inside the GIA 63.

GDC 74A
The GDC 74A is the ADC for the system and receives the standard pitot and static system inputs as well as the outside air tempera-
ture (OAT) input. This allows the system to automatically perform most E6B calculations, such as that of density altitude and true
airspeed.
Failure Mode(s)
If the GDC 74A fails, the PFD presentations of the airspeed, altitude, vertical speed, OAT and true airspeed (TAS) display a red “X”,
as shown in Figure 4. In this case, the pilot should refer to the standby altitude and airspeed indicators installed in the aircraft. Certain
obstructions of the pitot static system can be verified by cross-checking the associated PFD indications with the standby instruments.
These PFD indications should be consistent with the readings found in non-G1000-equipped aircraft (zero airspeed on takeoff, etc.).
If the OAT probe fails, a red “X” appears both on the TAS box and the OAT box, and E6B-type calculations should be completed manu-
ally. Pressure altitude reporting for the transponder is also lost. That is, the transponder can only work in Mode A and can no longer
provide the information necessary for operating in Class C and B airspace.

GRS 77
The GRS 77 AHRS provides attitude and turn-rate presentation on the PFD and is interfaced with the GMU 44 magnetometer. The
GMU 44 is a tri-axial magnetometer which allows the system to measure both the horizontal and vertical components of the earth’s
magnetic field. Both the GRS 77 and GMU 44 are solid-state components that require very little initialization time (less than one
minute) and that can initialize while moving during taxi and in flight at bank angles of up to 20 degrees. The GRS 77 AHRS can still
operate in the absence of other reference inputs such as those from the GPS receiver, ADC, or magnetometer.
Failure Mode(s)
If the system detects that the GRS 77 is not operating properly when compared to other aircraft sensors, such as the GPS receiver,
ADC, or magnetometer, all attitude presentations are removed from the PFD and are replaced with a large, red “X” and the words “At-
titude Fail” (see Figure 4). Failure indications are designed to be displayed before any hazardous or misleading information (HMI) is
presented to the pilot. This represents a significant improvement over conventional mechanical gyro systems. If the GMU 44 fails,
only the stabilized heading data is lost.

4 Garmin G1000 Guide for Designated Pilot Examiners & Certified Flight Instructors 190-00368-02 Rev. A
 G1000 SYSTEM COMPONENTS

GTX 33/GTX 32
The GTX 33 Mode-S and GTX 32 Mode-C transponders provide the ground radar surveillance capability to the G1000 system.
Both transponders are solid-state units and require no warm-up time. As installed in most aircraft, these units transition to an ALT
reporting mode at a ground speed of 30 kt. This is designed to minimize pilot workload when at the threshold of the runway. Proper
operation can be verified by looking at the transponder box on the PFD and ensuring that the appropriate mode is displayed in green
and that an “R” indication appears, indicating that the system is being interrogated. Typically, only one Mode-S or Mode-C transponder
is installed per aircraft. The GTX 33 Mode-S transponder also receives and presents (if selected) airborne traffic, using the FAA-pro-
vided TIS (Traffic Information Service) system.

NOTE: For more information on TIS, refer to “http://www.tc.faa.gov/act310/projects/modes/tis.htm”.

Failure Mode(s)
If the transponder fails, a red “X” appears over the transponder box of the PFD (see Figure 4) and an advisory message appears.

GEA 71
The GEA 71 Engine/Airframe Interface is the main processing unit for all engine instrumentation data, which includes manifold
pressure, RPM, oil temperature/pressure, electrical system, exhaust gas temperature (EGT), cylinder head temperature (CHT), fuel and
vacuum system—the latter depending upon the aircraft. The EIS can also contain annunciations such as those associated with doors
and canopies.
Failure Mode(s)
If the GEA 71 fails, all engine/airframe data is lost. However, a much more likely scenario would be one in which the EGT/CHT
probes would fail, or in which other engine/airframe sensors would become inoperative. Those items would display a red “X” to indi-
cate this type of failure (see Figure 4). EIS-related advisories may also appear, depending upon the aircraft.

GMA 1347
The GMA 1347 is a solid-state digital audio panel that integrates NAV/COM audio, intercom system and marker beacon. The unit
operation is conventional when compared to that of other audio panels. Pressing the COM/MIC buttons selects the COM radio to be
used for both transmitting and receiving communications. Pressing the COM button only allows the selected COM radio to be moni-
tored. Pressing a NAV button activates/deactivates the audio for the corresponding NAV radio. The intercom controls are located on
the lower portion of the audio panel; the small knob controls pilot volume and the large knob controls copilot and passenger volume.
The audio panel is auto-squelch enabled and also has clearance recorder capability. The reversionary mode (DISPLAY BACKUP)
button for the GDU 1040 displays is located on the lower portion of the GMA 1347.
Failure Mode(s)
In the event of failure, the GMA 1347 has an analog emergency mode that automatically connects the pilot to COM1. This allows
the pilot to retain communication capabilities over one COM radio, even though the audio panel/intercom system has become inopera-
tive.

190-00368-02 Rev. A Garmin G1000 Guide for Designated Pilot Examiners & Certified Flight Instructors 5
 G1000 SYSTEM COMPONENTS

Figure 3 Reversionary Mode

GIA 63 GIA 63
Integrated Avionics Units Integrated Avionics Units

GDC 74A
Air Data Computer

GEA 71
Engine Airframe Unit GRS 77
or AHRS
GIA 63 or
Integrated Avionics Units GMU 44
or Magnetometer
Engine Control Unit (ECU)

GIA 63
Integrated Avionics Units

GTX 33 or GTX 32
Transponder
GDC 74A GIA 63 or
Air Data Computer Integrated Avionics Units GIA 63
or Integrated Avionics Units
DME/ADF Source

Figure 4 G1000 System Failure Indications

6 Garmin G1000 Guide for Designated Pilot Examiners & Certified Flight Instructors 190-00368-02 Rev. A
 SAMPLE SYSTEM OPERATION/FAILURE MODE SCENARIOS FOR FAA-S-8081-4D

The G1000 system allows for realistic failures to be simulated safely and does not require a substantial change to the administration
of the practical examination. Aircraft system knowledge is still important in order to both understand the various failure modes and
take appropriate corrective action.

NOTE: Recommendations from individual aircraft manufacturers supersede any guidance provided in this document. Detailed
system data can be obtained from the aircraft Pilot Operating Handbook (POH) and/or Aircraft Flight Manual Supplement
(AFMS).

With the emphasis on Single Pilot Resource Management (SRM), Aeronautical Decision Making (ADM) and Risk Management
(RM), certain operational aspects of the G1000 system should be evaluated. These aspects are covered in FAA-S-8081-4D under the
“Special Emphasis Areas” in the categories of collision avoidance, controlled flight into terrain (CFIT), ADM and RM, and include the
following items:
• Use of and knowledge in the operation and limitations of the terrain awareness system that is part of the G1000 system.
• Use of and knowledge in the operation and limitations of TIS traffic awareness in aircraft equipped with a GTX 33 Mode-S
transponder.
• Use of weather-related systems, such as either lightning detection devices or the Garmin GDL-69/69A weather datalink receiv-
ers.
Approaches with vertical guidance (APVs) are mentioned in the section concerning the “Aircraft and Equipment Required for the
Practical Test”. APVs can be ILS-like in their lateral and vertical navigation cues, yet the associated minimums are not sufficient for
these approaches to be considered precision approaches, hence their being used only for the non-precision approach requirement.
APVs require a TSO C-146 GPS/WAAS navigator, which should be available for the G1000 system sometime in 2005.

NOTE: Please refer to the Aeronautical Information Manual (AIM) for more information on the Wide Area Augmentation
System (WAAS) and APVs.

Currently, all aircraft with the G1000 integrated avionics suite are also equipped with an attitude indicator, an altimeter and an air-
speed indicator as standby or backup instruments. This is a departure from the mantra “altitude, airspeed, and needle and ball.” The
main advantage to using a standby attitude indicator is the ability to control the aircraft by providing a direct indication of pitch and
bank. With no yaw indication in the event of an AHRS failure, the applicant should be evaluated on the ability to maintain positive
control, as well as on prudent aircraft maneuvering, when compensating for the lack of yaw information. Within the turbine com-
munity, it has been the practice for years to use only an attitude indicator for backup pitch and bank information without reference to
yaw. By all accounts, this practice has shown good results.
In the same section, the applicant is required to demonstrate the ability to utilize an autopilot and/or flight management system
(FMS). In the G1000 system, the FMS functions are very similar to those used in the Garmin 400/500 series units. This should help
pilots familiar with these units make the transition to the G1000 system. The FMS functionality includes the process of creating a flight
plan, direct-to navigation and selecting, loading and activating an approach procedure. Autopilot operation is dependent upon the
make and model of the autopilot installed and is only covered in this document in reference to the operational modes consistent with
those listed in “Designee Update, Special Edition on Testing in Technologically Advanced Aircraft” by the AFS-600 (the FAA Regulatory
Support Division).
Normal preflight practices still apply in the various Areas of Operation. This includes knowledge of aircraft systems, flight instru-
ments and navigation equipment as well as the instrument cockpit check. However, the PTS diverge in the Areas of Operation IV and
VII-D. The following subsections help provide guidance as to the method with which to evaluate and simulate system failures.

190-00368-02 Rev. A Garmin G1000 Guide for Designated Pilot Examiners & Certified Flight Instructors 7
 SAMPLE SYSTEM OPERATION/FAILURE MODE SCENARIOS FOR FAA-S-8081-4D

AREAS OF OPERATION SECTION IV: RECOMMENDATIONS FOR FAILURE SIMULATION

The tasks listed in this section cover flight by reference to instruments. According to the PTS, the examiner is expected to evaluate
the applicant’s use of the backup instruments with both a full panel and a partial panel. In the case of the G1000-equipped aircraft,
failures can be simulated in two ways. The preferred method is to use the dimming controls on the G1000 system combined with the
reversionary mode button on the lower portion of the GMA 1347 audio panel. The other, less desirable method consists of pulling
various circuit breakers.

NOTE: It is important to follow the aircraft manufacturer’s recommendations for failure simulation, for they supersede any
guidance provided in this document.

Using the dimming controls and the reversionary mode is straightforward.

To dim the displays:

1. Press the MENU key on the PFD (while no other data windows are active) to display the Setup Menu window.
2. Turn the large FMS knob to select the display to be dimmed (‘PFD DSPL’ or ‘MFD DSPL’).
3. Turn the small FMS knob to switch dimming from ‘AUTO’ to ‘MANUAL’ mode and press the ENT key.
4. Turn the small FMS knob counterclockwise to decrease the display brightness.
To put the displays in reversionary mode:
1. Press the DISPLAY BACKUP button located at the bottom of the GMA 1347 audio panel.
The following table shows typical configurations using the display dimming function to simulate failures.

Failure to Be Simulated Examiner Action Applicant Action

Loss of primary flight instruments on the PFD Dim PFD. Control the aircraft by reference to the backup
(AHRS, ADC failure) attitude, altitude and airspeed indicators.
Complete loss of PFD Dim PFD. Manually initiate reversionary mode and con-
trol aircraft via reversionary mode presenta-
tion on the MFD.
Loss of MFD Dim MFD. Manually initiate reversionary mode and con-
trol aircraft via reversionary mode presenta-
tion on the PFD.

NOTE: Appropriate use of the autopilot should be observed to reduce pilot workload and maintain positive control of the
aircraft. It is important to verbally quiz the applicant on the operation of the autopilot based upon the data presented in
the table associated with the use of pulling circuit breakers (see following page).

8 Garmin G1000 Guide for Designated Pilot Examiners & Certified Flight Instructors 190-00368-02 Rev. A
 SAMPLE SYSTEM OPERATION/FAILURE MODE SCENARIOS FOR FAA-S-8081-4D

The following table gives recommendations on simulating various partial panel configurations by pulling circuit breakers.

NOTE: Due to the differences in autopilot interfaces, the recommendations for autopilot engagement are generic and may
not be suitable for all aircraft.

Failure to Be Simulated Examiner Action Applicant Action

Loss of AHRS and ADC* Pull AHRS and ADC circuit breakers. Control the aircraft by reference to the backup
(simulates loss of all primary flight instru- attitude, altitude and airspeed indicators; en-
ments) gage the autopilot if it is rate-based and has
its own gyro source in roll mode.
Loss of AHRS Pull AHRS circuit breaker. Control the aircraft by reference to the backup
(attitude and heading) attitude indicator; engage the autopilot if it is
rate-based and has its own gyro source in roll
mode.
Loss of ADC Pull ADC circuit breaker. Control the aircraft by reference to the PFD at-
(airspeed, altitude and vertical speed)* titude presentation and the backup airspeed
and altitude indicators; engage the autopilot
in roll, HDG, or NAV mode.
Loss of PFD Pull PFD circuit breakers. Control the aircraft by reference to the MFD in
This action prevents the tuning of the COM reversionary mode (this mode also removes all
1/NAV 1 frequencies; COM 2 must be tuned to moving map presentations).
the proper frequency and must be in use.

NOTE: * When the ADC has failed, pressure altitude data is no longer available to the transponder. As a result, the transpon-
der loses its Mode C (i.e., altitude reporting) capability. Therefore, without the required coordination with the appropriate
air traffic control facility, failing the ADC should be avoided in Class B and C airspaces, or within the Mode C veil of Class B
airspace.

190-00368-02 Rev. A Garmin G1000 Guide for Designated Pilot Examiners & Certified Flight Instructors 9
 SAMPLE SYSTEM OPERATION/FAILURE MODE SCENARIOS FOR FAA-S-8081-4D

AREAS OF OPERATION SECTION IV: RECOMMENDATIONS FOR FAILURE SIMULATION (Cessna Nav III)
Cessna does not recommend pulling circuit breakers as a means of simulating failures on the Garmin G1000. Pulling circuit break-
ers—or using them as switches—has the potential to weaken the circuit breaker to a point at which it may not perform its intended
function. Using circuit breakers as switches is also discouraged in Advisory Circulars 120-80, 23-17B, and 43.13-1B. Additionally, a
circuit breaker may be powering other equipment (such as avionics cooling fans) that could affect the safe operation of other equip-
ment.

Failure to Be Simulated Examiner Action Applicant Action

Loss of AHRS and ADC* Press the MENU key on the PFD. AUTO is Control the aircraft by reference to the backup
(simulates the loss of all primary flight instru- highlighted in the PFD DSPL field. If AUTO is attitude, altitude and airspeed indicators;
ments) not highlighted, activate the cursor by press- engage the autopilot in roll mode.
ing the small FMS knob. Turn the large FMS
knob to move the cursor to the AUTO field.
Turn the small FMS knob, select ‘MANUAL’
from the Setup Menu window and press the
ENT key. The cursor moves to the backlight-
ing percentage field. Turn the small FMS
knob counterclockwise; adjust the backlight-
ing value to the lowest value (0.14%).
Loss of PFD Press the DISPLAY BACKUP button on the Control the aircraft by reference to the MFD in
lower portion of the audio panel. Press the reversionary mode (this mode also removes all
MENU key on the MFD and use the method moving map presentations).
described above to dim the PFD.
Loss of MFD Press the DISPLAY BACKUP button on the Control the aircraft by reference to the PFD in
lower portion of the audio panel. Press the reversionary mode (this mode also removes all
MENU key on the MFD. Use the large FMS moving map presentations).
knob to move the cursor to the AUTO field ad-
jacent to the MFD DSPL field. Use the proce-
dures above to dim the MFD.

NOTE: * The simulated loss of AHRS and ADC cannot be accomplished individually in the Cessna Nav III aircraft. In this case,
the applicant must simulate navigation on a desired course during en-route or approach operations by using the moving
map display. In order to determine more precisely the horizontal distance from the desired active leg, the applicant or the
examiner may select the cross-track (XTK) data bar field option on the MFD.

AREA OF OPERATION SECTION VII, D: RECOMMENDATIONS FOR FAILURE SIMULATION

According to the PTS, this area only applies both to Task D and unless weather and other circumstances dictate that a precision ap-
proach be used. The table presented on the previous page can be used to create a realistic scenario. As noted in the “Designee Update,
Special Edition on Testing in Technologically Advanced Aircraft” by the AFS-600 (the FAA Regulatory Support Division), appropriate
use of the autopilot should be evaluated either via verbal questioning or, in the case of an AHRS failure, via actual demonstration by
the applicant.

NOTE: The use of the autopilot during an AHRS failure typically limits the autopilot to operation in roll mode.

10 Garmin G1000 Guide for Designated Pilot Examiners & Certified Flight Instructors 190-00368-02 Rev. A
 INDEX

A Engine/airframe interface 3, 4, 5 N
Engine instrumentation 1, 5
AC 120-80 10 ENT key 8, 10 NAV/COM audio 5
AC 23-17B 10 NAV button 5
AC 43.13-1B 10 F NAV mode 9
ADC 3, 4, 8, 9, 10 NAV radio 5
ADM 7 FAA-S-8081-4D 1, 7
AFMS 7 Failure indications 6 O
AFS-600 7, 10 Failure mode 1, 3, 4, 5, 7
Flight plan 7 OAT 4
AHRS 3, 4, 7, 8, 9, 10 Oil pressure 5
AIM 7 FMS 7, 8, 10
Frequencies 9 Oil temperature 5
Airborne traffic 5
Aircraft manufacturer 7, 8 Fuel 5
Full component failure 4
P
Approach procedure 7
APV 7 Full panel 8 Partial failure 4
Areas of Operation IV 7, 8 Partial panel 8
G PFD 3, 4, 5, 8, 9, 10
Cessna Nav III 10
Areas of Operation VII-D 7, 10 G1000 system 2 POH 7
ARINC 429 3 GDC 74A (ADC) 4 Practical examination 7
Audio panel 2, 3, 5, 8 GDL-69/69A (weather datalink) 7 Precision approach 10
Autopilot 7, 8, 9, 10 GDU 1040 (display) 3, 5 Primary flight instruments 8, 9
GEA 71 (engine/airframe) 4, 5 PTS 1, 7, 8, 10
B GIA 63 (IAU) 3, 4
GMA 1347 (audio panel) 5, 8
R
Backup 7, 8, 9, 10
Backup instruments 7, 8 GMU 44 (magnetometer) 4 Reversionary mode 3, 5, 6, 8, 10
GPS navigation 4 RM 7
C GRS 77 (AHRS) 4 Roll mode 9, 10
GTX 32 (transponder) 5 RPM 5
Cessna Nav III aircraft 10 GTX 33 (transponder) 4, 5, 7 RS-232 3
CFII 1 Gyro 4 RS-485 3
CFIT 7
Check-ride 1 H S
CHT 5
Circuit breakers 1, 8, 9, 10 Hardware 3 Setup Menu window 8
Class B 4, 9 HDG 9 SRM 7
Class C 4, 9 HMI 4 System architecture 1
COM/MIC buttons 5
I T
COM/NAV/GPS 4
COM/NAV frequencies 4 Index 11 Table of contents ii
Components 1, 2, 3 Intercom system 5 TAS 4
COM radio 5 Task D 10
Configuration modules 3 L Technical support 1
Copyright i Terrain awareness 7
LCD 2
Cross-track 10 TIS 5, 7
Lightning detection 7
List of figures ii Trademark i
D Transponder 3, 4, 5, 7, 9
LRU 2
Databus 3 TSO C-146 7
Dimming controls 8 M Turn-rate 4
Direct-to navigation 7
DISPLAY BACKUP button 3, 5, 8, 10
Magnetometer 4 V
Marker beacon 5
DPE 1 Vacuum system 5
MENU key 8, 10
MFD 3, 8, 10 VOR/LOC/GS 4
E
Mode A 4, 9
E6B calculations 4 Mode C 5
W
EGT 5 Mode C veil 9 WAAS 7
EIS 3, 5 Mode S 4, 5, 7 Weather datalink 7
Emergency mode 5 Moving map 3, 9, 10

190-00368-02 Rev. A Garmin G1000 Guide for Designated Pilot Examiners & Certified Flight Instructors 11
 Garmin International, Inc.
1200 East 151st Street
Olathe, KS 66062, U.S.A.
p: 913.397.8200 f: 913.397.8282

Garmin AT, Inc.

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Garmin (Europe) Ltd.

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Abbey Park Industrial Estate
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www.garmin.com

© 2004 Garmin Ltd. or its subsidiaries 190-00368-02 Rev. A

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