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three crew alerting system (CAS) messages:
STALL WARN FAIL, STALL WARN HTR, and
STALL WARN HI. The STALL WARN HI message
appears when the stall warning system is
operating on the ice-contaminated schedule
(refer to Chapter 10—“Ice and Rain Protection”
for more details).
G1000 ARCHITECTURE
The G1000 is a system of individual line-replaceable
units (LRUs), which integrate into
a modular avionics system that provides:
• Flight instrumentation
• Navigation and hazard avoidance
• Flight guidance
• Communications
• Monitoring of aircraft systems
The pilot and copilot monitor and operate the
instruments and avionics, and some aircraft
systems, through the displays and control panels
(Figure 16-2 and Table 16-1).
The G1000 provides system redundancy
through the use of dual, parallel systems (one
for pilot and one for copilot), with cross-side
connections to provide maximum capability to
both sides, and to ensure system redundancy
if a failure occurs. Any one of the three displays
is capable of displaying all critical flight
information (upon pilot command or automatically)
in the event of a display failure.
DATA COMMUNICATIONS
LRUs communicate with each other through
various types of data communication lines.
Refer to Figure 16-2 for an interface diagram.
GARMIN INTEGRATED
AVIONICS UNITS
The G1000 is regulated and coordinated by
central processing computers in the two
Garmin integrated avionics units (GIAs),
which also contain the essential navigation
and communications avionics:
• NAV/COM
• Instrument landing system (ILS)
• Global positioning system (GPS)
• Flight director (FD)
Each GIA receives additional information from
its onside ADC and attitude and heading reference
system (AHRS). Finally, each GIA monitors
engine/airframe sensors directly, or through
Garmin engine/airframe (GEA) interface units.
All outputs from the GIAs are displayed on the
PFDs and/or MFD. In addition to the main
processors, specific features include:
• Wide-area augmentation system
(WAAS)-enabled, 12-channel parallel
GPS receiver (simultaneously tracks and
uses up to 12 satellites).
• Very high frequency communication
(VHF COM) transmitter providing frequencies
from 118.00 to 136.990 MHz,
in 25 kHz (760-channel) or 8.33 kHz
(3040-channel) spacing.
• Very-high frequency omnidirectional
range/ILS localizer (VOR/LOC) receiver
tuning 108.00 to 117.95 MHz, at 50 kHz
increments.
• ILS glide slope receiver tuning 328.6 to
335.4 MHz, as matched with the ILS frequency
tuned in the VOR/LOC receiver.
• FD processor, which interfaces with the
GFC 700 automatic flight control system
(AFCS)
• Digital aural warnings
XPDR1 MODE S
TRANSPONDER w/DIVERSITY
(GTX33D)
XPDR2 MODE S
TRANSPONDER
(GTX33)
WEATHER
RADAR
(GWX 68)
HIGH-SPEED DATA BUS
ARINC 429
DATA INTERFACE CABLE (RS-485)
DATA INTERFACE CABLE (RS-232)
REVERSIONARY CONTROL
#1 AIR DATA
COMPUTER
(GDC 74B)
• OAT
• AIRSPEED
• ALTITUDE
• VERTICAL
SPEED
#1 ATTITUDE
/HEADING
REFERENCE
SYSTEM
(GRS 77)
• ATTITUDE
• RATE OF TURN
• SLIP/SKID
• HEADING
DISCRETE
ENGINE/AIRFRAME
SYSTEMS SENSORS
• L/R FADEC
• L FUEL
• PRESSURIZATION
• CESSNA DIAGNOSTICS
• ELT
• L/R FADEC
• R FUEL
DISCRETE
ENGINE/AIRFRAME
SYSTEMS SENSORS
ANALOG &
DISCRETE
ENGINE/
AIRFRAME
SYSTEMS
SENSORS
ANALOG &
DISCRETE
ENGINE/
AIRFRAME
SYSTEMS
SENSORS
PITCH SERVO (GSA 81)
PITCH TRIM SERVO (GSA 81)
YAW SERVO (GSA 80)
ROLL SERVO (GSA 80)
#2 AIR DATA
COMPUTER
(GDC 74B)
• OAT
• AIRSPEED
• ALTITUDE
• VERTICAL
SPEED
#2 ATTITUDE
/HEADING
REFERENCE
SYSTEM
(GRS 77)
• ATTITUDE
• RATE OF TURN
• SLIP/SKID
• HEADING
#2 MAGNETOMETER
(GMU 44)
MAGNETIC HEADING
#1 MAGNETOMETER
(GMU 44)
MAGNETIC HEADING
#1 ENGINE
/AIRFAME
ADAPTER
(GEA 71)
#2 ENGINE
/AIRFAME
ADAPTER
(GEA 71)
HIGH-SPEED DATA BUS
XM WEATHER
DATALINK
(GDL 69A)
#2 INTEGRATED
　
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