Garmin G1000

Outline

Block Diagrams
Line Replaceable Unit Concept
Aircraft Instrumentation
G1000 Components Explained
Failure Operations
Emergency Power Distribution (C172 NAV III)
Alerts (C172 NAV III & DA42 L360)
References

Garmin 1000 Block Diagram

-Some aircraft in the fleet
are NOT equipped with
GDU 1044B displays
or GFC 700 Flight
Directors.
-This diagram applies
to both the C172 and
the DA-42 L360.
.

Garmin 1000 Optional Equipment

-Select ERAU C172 Nav IIIs are
equipped with GDL 69A
Data Links.
*The XM subscriptions in
these aircraft are not
maintained.
-All C172 Nav IIIs are equipped
with CO Guardian carbon
monoxide detectors.
-406 MHz ELTs utilize
GPS derived position
information from GIA #1.
-Other optional equipment
is not installed in ERAU
G1000 equipped aircraft.

Line Replaceable Units

Line Replaceable Units

Each box on the above block diagrams are considered line replaceable
units (LRUs).
LRUs allow for the removal and reinstallation of equipment by
maintenance in a fraction of the time it would take to replace/repair
traditional equipment.
LRUs also allow for the manufacturer to mount various components
behind the displays or in remote locations in the aircraft, based upon
need.
The following slides demonstrate the removal of an LRU. * (They do not
represent the location of LRUs in the C172 or DA42-L360)

GDU 1040 #1
(PFD)

GMA
1347

GMU 44
Magnetometer

GDU 1040 #2
(MFD)

Cockpit

GEA 71
Engine
Airframe
Interface

Behind MFD

Cessna
172S
Nav III

Left Wing

GRS 77
AHRS

GDC 74A
ADC

GIA 63 #1
COM1
NAV1
GPS 1

GIA 63 #2
COM2
NAV2
GPS 2

Aft Avionics Bay

GTX 33
Mode S
XPDR
w/ TIS

GMU 44
Magnetometer
GRS 77
AHRS

Right Wing Tip

GIA 63 #1
COM1
NAV1
GPS 1

GIA 63 #2
COM2
NAV2
GPS 2

GTX 33
Mode S
XPDR
w/ TIS

Diamond
DA-42 L360

Aft Avionics Bay

GDC 74A
ADC

GEA 71
Engine
Airframe
Interface

Behind PFD

Behind Engine Compartment

GDU 1040 #1
(PFD)

GMA
1347

Cockpit

GDU 1040 #2
(MFD)

Aircraft Instrumentation

Round Dial Vs. G1000

Altitude

Airspeed

Attitude
DG/HSI

Vertical Speed

Airspeed Indicator
Markings Airspeed markings are the
same as those depicted on a round dial
airspeed indicator.
Trend Vector The end of the trend vector
displays approximately what airspeed will be
reached in 6 seconds if the current rate of
acceleration is maintained. This is displayed
as a magenta line up and down the airspeed
indicator.

True Airspeed

Attitude Indicator
Pitch Graduation Displayed
in 2.5 increments.

Bank Graduation Major tick marks at

30 and 60 and minor tick marks at 10,
20, and 45 are shown to both the left and
right of zero.

Unusual Attitude Recovery

Chevron Display
Nose High 50
Nose Low 30

De-clutter
Nose High 30
Nose Low 20
Bank 65

Metric Display

Altimeter
Trend Vector The end of the trend
vector displays approximately what
altitude will be reached in 6 seconds
if the current rate of vertical speed is
maintained.
Altitude Bug

Barometric Setting Box

Altitude Graduation 20ft

increments with numeric
labels every 100ft.

Vertical Speed Indicator

Vertical Speed Graduation Numbered
labels are displayed in 1000 increments. The
Vertical Speed Pointer displays the current
vertical speed when the rate exceeds 100fpm.
Vertical
Speed
Pointer

Horizontal Situation Indicator

Current Track Indicator

HSI Displays heading information

overlaid with navigation information to
enhance horizontal situational awareness.
Tick Marks Located at 45
intervals to aid in establishing
intercept angles.

Navigation Source
GPS Flight Phase

Turn and Slip

Slip/Skid
Slip/Skid
One slip/skid
indicator
displacement is
equal to one ball
displacement on
a traditional
slip/skid
indicator.

Turn Rate
Indicator
Displays halfstandard rate and
standard rate turns.
Rates greater than 4
deg/sec are depicted
by an arrowhead.
Turn Rate Trend Vector

Primary Flight Display (PFD)

&
Multi-Function Display (MFD)

GDU

PFD/MFD

PFD

MFD

Both Displays are identical in hardware.

The aircraft wiring harness determines whether the
display functions as a PFD or an MFD.
An Ethernet-based, high speed digital data-bus ties the
display units and integrated avionics units together.

PFD/MFD

PFD/MFD Bezel Controls

Left side

NAV VOL/SQ

NAV Frequency Transfer key

NAV Frequency Selector

Heading Selector

Altitude Selector

Right side

COM VOL/SQ

COM Frequency Transfer key

COM Frequency Selector

Course and Baro Selector

Range/Pan Joystick

Direct-To, Flight Plan, Clear,

Menu, Procedures, and Enter
keys

Flight Management System

(FMS)

Secure Digital Memory Cards

Top Slot
Used For:
Importing/Exporting Flight Plans
Flight Data Logging
Loading Database Updates

Bottom Slot
Supplemental Data Card Databases:
Expanded Basemap
Terrain
Airport Terrain
Obstacles
Safe Taxi
Airport Directory (AOPA)
FliteCharts or ChartView (MFD Only)

Primary Flight Display (PFD)

Additional information on PFD
Top

Nav frequency window

Com frequency window
Waypoint status window
Autopilot annunciation

Bottom

Inset Map
Outside Air Temperature
Transponder window
System time

Primary Flight Display (PFD)

Soft Keys
Additional information on PFD
Soft keys

INSET - Moving map inset options

PFD - PFD configurations and bearing pointers
OBS - GPS manual sequencing and course selection
CDI - Selects HSI navigation source
XPDR - Transponder code and mode selection
IDENT Transponder ident function
TMR/REF - Reference speeds and timer function
NRST - List of nearest airports
ALERTS - Alerts window

Multi-Function Display (MFD)

NAV frequencies

Waypoint Status Bar

COM frequencies

Engine Gauges

Page Group and Page Name

Page Group Icon

Multi-Function Display (MFD)

Page Group Icon
The Page Group Icon shows which page group and active page is
being viewed.
Page Groups:
-Map
-Waypoint
-Auxiliary
-Flight Plan
-Nearest

Multi-Function Display (MFD)

Map Page Group

Navigation Map

Weather Data Link (Optional)

Traffic Map

Stormscope

Terrain Proximity / TAWS-B

Multi-Function Display (MFD)

Waypoint (WPT) Page Group

Airport Information Pages:

Intersection Information

NDB Information

-Airport Information
-Airport Directory
-Departure Information
-Arrival Information
-Approach Information
-Weather Information
VOR Information

User Waypoint Information

Multi-Function Display (MFD)

Aux Page Group

Trip Planning

System Setup

Utility

XM Information

GPS Status

System Status

Multi-Function Display (MFD)

Flight Plan Page Group

Active Flight Plan / Vertical Navigation

Flight Plan Catalog

Multi-Function Display (MFD)

Nearest Page Group

Nearest Pages
-Airports
-Intersections
-NDBs
-VORs
-User Waypoints
-Frequencies
-Airspaces

Audio Panel
GMA

Audio Panel
Marker
Beacon
Receiver
Controls

The digital audio panel features controls for three

(3) major function groups:
Communications
Navigation
Intercom System (ICS)
Intercom Volume and Manual Squelch Controls are
also on the panel.

Fail-Safe Operation
A fail-safe circuit connects the pilots headset
and microphone directly to COM1 in the event
power is interrupted or the unit is turned off.
Digital performance is no longer available
resulting in analog operation.

Reversionary Mode
Pressing the DISPLAY BACKUP button
activates/deactivates reversionary mode.

Audio Panel
Split Com Function
Split COM performance varies significantly
across installations and is affected by both the
distance between the antennas and the separation
of the tuned frequencies.
Split COM operations are NOT authorized and are
disabled in the Cessna 172 NAV III and DA-42
L360.

Marker Beacon Receiver

The marker beacon receiver is integrated into the
audio panel.
Beacon receiver arm/mute/disarm and High
Sense controls are located on the panel.
It is recommend the receiver be operated in low
sense during ILS operations.

Marker Beacon Indications

Inner Marker

Middle Marker

Outer Marker

Integrated Avionics Unit

GIA

Integrated Avionics Unit

Communications hubs for the system
Primary communications paths for system
components to the PFD and MFD.
This provides for a high level of system
redundancy and integrity as data is cross-checked
to ensure proper system operation.

Avionics housed within the each unit include:

VHF COM Transceiver

VOR/Localizer Receiver
GPS Receiver (WAAS upgrade if installed)
Glide Slope Receiver
System Integration Processor

**See the G1000 LRU diagrams for LRU

interfacing with the Integrated Avionics
Units.

Integrated Avionics Units

C172: Aft Avionics Bay Looking Through Baggage Door

Integrated Avionics Units

Front
of
Aircraft

DA42-L360: Avionics Bay Looking Through Back Door Under Baggage Compartment

Air Data Computer

GDC

Air Data Computer

Inputs include:
Pitot
Static
Outside Air Temperature

Produces:

Airspeed Indicator
Altimeter
Vertical Speed Indicator
Outside Air Temperature
True Airspeed
Other E6B type calculations provided within MFD
pages.

Designed Operating Range:

Altitude -1,400 ft to 55,000 ft
IAS up to 430 knots
Operates -55oC to +70oC

Accuracy supports RVSM

Air Data Computer

Front
of
Aircraft

C172: Behind Avionics Bay Cooling Fan. Picture Taken From Behind Avionics Bay

Air Data Computer

Front
of
Aircraft

DA42-L360: Behind PFD

Outside Air Temperature Probe (GTP)

C172

DA42-L360

Attitude Heading Reference

System (AHRS)
GRS

Attitude Heading Reference System

Produces:
Attitude Indicator
Heading/HSI
Slip/Skid
Turn Rate Trend Vector

Attitude Heading Reference System

Solid state component utilizing
MEMS technology.
Alignment can occur in as little as 1
min even while the aircraft is
taxiing.
In-air dynamic restarts can occur at
bank angles up to 20.
Inputs from GPS, GDC, and GMU
are used as reference to enhance
performance and integrity.
Failure of the AHRS will occur before
any hazardous or misleading
information is displayed.

Attitude Heading Reference System

Micro Electro-Mechanical
System (MEMS)
MEMS technology
determines attitude by
measuring changes in
vibration through tiny
elements.
When an acceleration occurs
in any of the three axis of
rotation, the vibration
frequency changes slightly
which induces a voltage that
can be measured as a change
in pitch, bank or yaw.

Attitude Heading Reference System

External Inputs (GDC, GPS, GMU):
The AHRS is not totally self-sufficient and must have GPS input
or both the Magnetometer and the ADC to consider itself reliable.
If the AHRS does not have sufficient inputs to cross-check itself,
or if it does detect an error, it will flag itself as unreliable and
display red-X ATTITUDE FAIL.
A gyroscope, whether physical or electronic, must be referenced
to something in the real world. That is, a gyroscope must have an
erecting mechanism.
The G1000 AHRS maintains its alignment primarily by using GPS and
ADC-determined flight path information.
The AHRS also uses the vertical component of the magnetometers
output to correct pitch.

Attitude Heading Reference System

Attitude Heading Reference System

Front
of
Aircraft

C172: Behind Avionics Bay Cooling Fan. Picture Taken From Behind Avionics Bay

Attitude Heading Reference System

Front
of
Aircraft

DA42-L360: Avionics Bay Looking Through Back Door Under Baggage Compartment

Magnetometer
GMU

Magnetometer
Senses the Earths magnetic
field information and measures
both the vertical and horizontal
components.
Data is sent to the AHRS for
processing.
Powered directly by the AHRS.

Magnetometer

C172: 7.5ft in from left wing tip. 27 inches back from leading edge

Mode S Transponder
GTX

Mode S Transponder
Features:
Solid-state unit requiring no warm-up time.
Automatically transitions to ALT reporting mode
at a ground speed of 30kts.

Interrogation/Reply Capability:
Mode S
Provides data-link capability allowing for the reception
and presentation (if selected) of airborne traffic, using
the FAA-provided TIS (Traffic Information Service)
system within a 55 mile radius of select ground sites.
ERAU aircraft are equipped with and present traffic
information through the use of ADS-B and TIS-B
which does NOT rely on Mode S transponder input.

Mode C
Mode A

Mode S Transponder

C172: Aft Avionics Bay Looking Through Baggage Door

Mode S Transponder

Front
of
Aircraft

DA42-L360: Avionics Bay Looking Through Back Door Under Baggage Compartment

Engine/Airframe Unit
GEA

Engine/Airframe Unit
Main processing unit for all engine
instrumentation and airframe data.
Input Capabilities:

Manifold Pressure/Engine RPM

Oil Temp/Pressure
EGT/CHT on all cylinders
Electrical System Data
Fuel System Data
Vacuum System Data
Airframe Data

The Engine Indication System

(EIS) may also produce
annunciations associated with cabin
and baggage doors.

Engine/Airframe Unit

C172: Located behind MFD

Engine/Airframe Unit
Left Engine GEA

Right Engine GEA

DA42-L360: Located Behind Engine Compartment in Engine Nacelle

ADS-B Datalink Transceiver

GDL 90

ADS-B Data Link

Transmits, receives and decodes
Automatic Dependant SurveillanceBroadcast (ADS-B) and Traffic
Information Service-Broadcast
(TIS-B) traffic information.
Incorporates a WAAS GPS receiver
(TSO-C145a).
Transmits/Receives through two
Universal Access Transceiver
(UAT) antennas.
Interfaces through GIA #2.
C172 2nd Baggage Compartment

ADS-B Data Link Antennas

Universal Access Transceiver (UAT) Antennas

WAAS GPS Receiver Antenna

Automatic Dependant
Surveillance-Broadcast (ADS-B)

Purpose

Information produced by ADS-B and TIS-B is

intended to enhance a pilots visual acquisition
of nearby aircraft and NOT in place of
acknowledging traffic advisories by ATC
without visual acquisition or for initiation of
avoidance maneuvers.

Utilizes GPS positioning to transmit:

Aircraft Position
Velocity
Projected Track
Altitude
Flight Identification

Data Link Capable of Receiving:

ADS-B information from other ADS-B equipped
aircraft and Ground Based Transceivers (GBTs)
TIS-B
FIS-B

ADS-B Architecture

XM Satellite Data Link

GDL 69A

XM Satellite Data Link

Provides XM Satellite Weather

and XM Satellite Radio
entertainment services.
The GDL 69A is interfaced
directly with the MFD and
displays graphical weather
information on the MFD and PFD
inset map.

*The XM WX Satellite Weather

subscription must be maintained.
*Do not utilize XM Weather information
to penetrate hazardous weather.
*Only a handful of C172 are equipped
with the GDL 69A and the XM
subscriptions are not maintained.

XM Satellite Data Link

C172: Aft Avionics Bay Looking Through Baggage Door

Autopilot
Honeywell KAP 140

Autopilot
The autopilot utilizes
information from:

AHRS (Heading)
ADC (Altitude)
GIA2 (NAV/LOC/GP/GPS)
Turn Coordinator (Turn Rate)
This turn coordinator is located
behind the instrument panel and is
not visible to the pilot.

The autopilot is linked to

the system through GIA
#2.
*See KING KAP 140 supplemental in POH
for operational guidance.

Autopilot

C172: Turn Coordinator Located Behind Instrument Panel

Autopilot

Front
Of
Aircraft

DA42-L360: Turn Coordinator Located Behind Instrument Panel

Cooling Fans
Cessna 172 NAV III
DA42-L

Cooling Fans
The C172 system contains four cooling fans:
Display cooling fan behind PFD and MFD.
Avionics bay cooling fan in baggage compartment.
Instrument panel cooling fan in dash.

The DA42-L360 system contains three cooling

fans:
Display cooling fan behind PFD and MFD.
Avionics bay cooling fan.

Cooling Fans

PFD/MFD Display Cooling Fans

Instrument Panel Fan

C172

Avionics Bay Fan

Cooling Fans

Front
of
Aircraft

DA42-L360: Avionics Bay Looking Through Back Door Under Baggage Compartment

Failure Operations

System Failure Indications

GDC 74A

GIA 63

GRS 77
No. 1 GIA 63

No. 1 GIA 63

No. 2 GIA 63

No. 2 GIA 63

GDC 74A
GEA 71/GIA 63

GDC 74A

GIA 63

GDC 74A

GIA 63

GRS 77

GTX 33/GIA 63

PFD/MFD Failure
Single Display Failure
If one display fails, the primary flight instruments and Engine
Indication System (EIS) are displayed on the remaining screen.
This operation mode is called Reversionary Mode.
The onside radio of the failed display will automatically tune to
121.5.
The failed GDUs associated Integrated Avionics Unit (GIA) will
also be lost.

Dual Display Failure

Both radios automatically tune to 121.5.
The audio panel is subsequently lost and the pilots headset
connected to COM 1 through a fail-safe circuit.

PFD/MFD Failure
PFD Failure

Reversionary Mode
The system will
automatically detect a
display failure and initiate
reversionary mode.
The DISPLAY BACKUP
button can also be pressed
to manually initiate
reversionary mode.

Reversionary Mode

Audio Panel Failure

A fail-safe circuit connects the pilots headset and microphone
directly to COM1 in the event power is interrupted or the unit is
turned off. Digital performance is no longer available resulting in
analog operation.
Intercom communications will be lost.
Stuck PTT
If the push-to-talk (PTT) key becomes stuck, the COM
transmitter stops transmitting after 35 seconds of continuous
operation. An alert appears on the PFD to advise the pilot of a
stuck microphone.

Air Data Computer Failure

Presentation of the airspeed, altitude, vertical speed,
OAT and TAS display a red X.
If the OAT probe fails, a red X appears both on the
TAS box and the OAT box.
Pressure altitude reporting for the transponder is lost (Mode
C) and only Mode A capabilities are available.

Associated ADC instrumentation will still be displayed

in the event of a Pitot-Static system blockage.
The KAP 140 autopilot will not operate in vertical
speed, altitude capture, or altitude hold modes.

Air Data Computer Failure

Attitude Heading Reference System

Failure
If improper operation is detected when compared to
other aircraft sensors (GPS, ADC, Magnetometer) all
attitude and heading presentations are removed and
replaced with a red X and the words Attitude Fail.
Failure indications are designed to display before
Hazardous or Misleading Information (HMI) is
presented.
The KAP 140 autopilot will only operate in Roll
Mode.

Attitude Heading Reference System

Failure

Attitude Heading Reference System

Failure

Magnetometer Failure
Loss of the Horizontal Situation Indicator
(HSI), heading information, and the turn rate
trend-vector will occur if the magnetometer
fails.

Magnetometer Failure

Integrated Avionics Unit Failure

Single Unit Failure
The associated COM/NAV/GPS receiver data is no longer available.
The pilot should tune and select the COM and VHF NAV receiver on the operative
GIA unit.
The operative GPS receiver will automatically take over any active GPS navigation.
**Failure of GIA#2 will result in the loss of the GDL 90, KAP 140 Autopilot, and
CO Guardian Carbon Monoxide Detector (C172 Only).

Dual Unit Failure

The transponder (GTX), engine/airframe unit (GEA), and clock will be lost in
addition to both GIA unit associated COM/VHF NAV/GPS receivers.
The ADC and AHRS will provide data directly to the GDUs through backup paths.

Failure of the Ethernet High-Speed Data Bus between the PFD/MFD will
result in the inability for a GDU to communicate with the opposite GIA.

Integrated Avionics Unit Failure

Dual GIA Failure

Note the Transponder (GTX) and Engine Airframe Unit (GEA) failure
associated with the dual GIA failure.

Transponder Failure
Transponder failure will not affect any other
LRU.
A red X will be displayed over the
transponder window on the PFD.

Engine/Airframe Unit Failure

A GEA unit failure will result in the loss of all
engine/airframe data.
Due to the DA42-L360 having two GEAs only the onside
data will be lost in the event of a single GEA unit failure.

A much more likely scenario would be one in which

an individual probe or sensor fails. In this case the
individual indication would display a red X.

Engine/Airframe Unit Failure

Complete GEA unit failure.

System Status
LRU Status information can be
accessed through the MFDs
Auxiliary chapter, System
Status page.
Checkmark: Active LRUs
Red X: Failed LRUs
Pertinent database information
is also displayed.
ANN TEST Causes an annunciation test tone
to be played and all audio panel lights to
illuminate

Emergency Power Distribution

Cessna 172 NAV III

Emergency Power Distribution

The standby battery will provide at least 30 mins of power
to the essential bus provided the battery is fully charged.
Essential Bus Components:
Standby Battery
PFD
EIS
AHRS
ADC
COM 1 Transceiver
NAV 1 (VOR/LOC/GS/GPS) Receivers
Standby Instrument Back Lights

Standby Battery
Behind PFD

Alerts
Cessna 172 NAV III
&
Diamond DA42 L360

Alert Definitions

Warnings (Red)
Caution (Yellow)
Message Advisory (White)
Aural Warnings (Tone or Voice)

Soft-Key Function:
Warning: Press soft-key to acknowledge,
silence tone, and read.
Caution: Press soft-key to acknowledge and
read
Advisory: Press soft-key to read, scroll with
FMS knob.

Warnings
C172 NAV III

CO LVL HIGH
HIGH VOLTS
LOW VOLTS*
OIL PRESSURE
PITCH TRIM**

Produces a continuous tone

requiring acknowledgment
by the pilot.
DA42 L360

AP TRIM FAIL
DOOR OPEN
L/R ALTN FAIL
L/R FUEL PR HI
L/R FUEL PR LO
L/R OIL PRES
L/R STARTER

*Aural tone is inhibited while the aircraft is on the

ground.
**KAP 140 installations only. No aural tone will
occur.

Visual annunciator is
displayed next to the
Vertical Speed Indicator on
right side of PFD.
Press alert soft-key to
acknowledge alert.

Cautions

C172 NAV III

LOW FUEL L
LOW FUEL R
LOW VACUUM
STBY BATT
DA42 L360
L/R AUX FUEL E
L/R FUEL LOW
L/R VOLTS LOW
PITOT FAIL
PITOT HT OFF
STAL HT FAIL
STAL HT OFF
STICK LIMIT

Produces a single tone.

Visual annunciator is
displayed next to the
Vertical Speed Indicator
on right side of PFD.
Press alert soft-key on
PFD to acknowledge
alert.

Advisories
System Message Advisory Categories

PFD & MFD

Database

GMA (Audio Panel)

GIA (Integrated Avionics)

GEA (Engine/Systems)

GTX (Transponder)

GRS (AHRS)

GMU (Magnetometer)

GDL (Data-link)

GDC (ADC)

Misc

No tone is produced.
Alert soft-key will flash,
requiring pilot
acknowledgement.
Reference the G1000
Cockpit Reference
Guide (CRG) for
advisory explanation.

References

AIM
Cessna 172 NAV III Information Manual
Cessna 172S NAV III An Advanced Pilots Guide
Diamond DA42 L360 Airplane Flight Manual
G1000 Cockpit Reference Guide
G1000 Guide for DPE/CFIs
G1000 Pilot Guide
Nasiri, Steven. A Critical Review of MEMS Gyroscopes Technology and
Commercialization Status. InvenSense. 26 Oct. 2008.
<http://www.invensense.com/shared/pdf/MEMSGyroComp.pdf >
McClellan, J. Mac. Garmin G1000 Ignites a New Passion. Jan. 2004. Flying Magazine.
http://www.flyingmag.com/avionics/358/garmin-g1000-ignites-a- new-passion.html
White, Elecia, and Jose A. Rios. FAA Certification of a MEMS Attitude and Heading
Reference System. Crossbow Technology, Inc.
<http://www.xbow.com/Support/Support_pdf_files/FAA_Certificati on.pdf>