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Reversionary mode is a mode of operation in which all important flight information is presented identically on at least one of the remaining displays (see Figure 1-10). Transition to reversionary mode should be straightforward for the pilot, for flight parameters are presented in the same format as in normal mode.
In reversionary mode, critical flight instrumentation is combined with engine instrumentation on the remaining display. Minimal navigation capability is available on the reversionary mode display.
190-00494-02 Rev. B Garmin G1000 Pilot’s Guide for the Cessna Citation Mustang 17
System ystem Overview verview
SYSTEM
OVERVIEW
FLIGHT
INSTRUMENTS EICAS AUDIO PANEL
& CNS
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MANAGEMENT
HAZARD
AVOIDANCE AFCS ADDITIONAL
FEATURES APPENDICES INDEX
Figure 1-10 Reversionary Mode (Manual)
If the system detects a failure in PFD1, reversionary mode is entered automatically. Reversionary mode must be entered manually in the case of PFD2 or MFD failure.
Reversionary mode is manually activated by pressing the dedicated DISPLAY BACKUP button at the bottom of the audio panel (see Figure 1-11 and refer to the Audio Panel section for further details). Pressing this button again deactivates reversionary mode.
Figure 1-11 DISPLAY BACKUP ButtonPressing the DISPLAY BACKUP button activates/deactivates reversionary mode for both the on-side PFD and the MFD.
Each display can be configured to operate in reversionary mode, as follows:
• PFD1 – Auto-reversion by the system or manual reversion by pressing the DISPLAY BACKUP button on the left audio panel.
• MFD – By pressing the DISPLAY BACKUP button on the left or the right audio panel.
• PFD2 – By pressing the DISPLAY BACKUP button on the right audio panel.
Should the connection between a PFD and the on-side GIA 63W become inoperative, the on-side GIA 63W can no longer communicate with the remaining PFD (refer to Figure 1-1). As a result, the NAV and COM functions provided to the failed PFD by the on-side GIA 63W are flagged as invalid (red “X”) on the remaining PFD (see Figure 1-12).
Figure 1-12 Inoperative Input (NAV1 Shown)
AHRS Operationperation NOTE: Refer to the Appendices for specific AHRS alert information.
18 Garmin G1000 Pilot’s Guide for the Cessna Citation Mustang 190-00494-02 Rev. B
System ystem Overview verview
SYSTEM
OVERVIEW
FLIGHT
AUDIO PANEL EICAS INSTRUMENTS
& CNS
FLIGHT
MANAGEMENT
HAZARD
ADDITIONAL AFCS AVOIDANCE
INDEX APPENDICES FEATURES
Noteote: Aggressive maneuvering in any of the three reversionary modes listed in Table 1-1 can degrade AHRS accuracy.
In addition to using internal sensors, the GRS 77 AHRS uses GPS information, magnetic field data and air data to assist in attitude/heading calculations. In normal mode, the AHRS relies upon GPS and magnetic field measurements. If either of these external measurements is unavailable or invalid, the AHRS uses air data information for attitude determination. Four AHRS modes of operation are available (see Figure 1-13) and depend upon the combination of available sensor inputs. Loss of air data, GPS, or magnetometer sensor inputs is communicated to the pilot by message advisory alerts.
Attitude/Heading InvalidAHRSno-GPSModeAHRS NormalOperationAHRS no-Mag ModeAHRS no-Mag/no-Air ModeHeading InvalidavailableavailableunavailableunavailableavailableunavailableunavailableavailableAir DataMagnetometer DataunavailableavailableGPS DataMagnetometer DataAir Data
Figur
e 1-13 AHRS Operation
GPS Input Failure Noteote: In-flight initialization of AHRS, when operating without any valid source of GPS data and at true air speed values greater than approximately 200 knots, is not guaranteed. Under these rare conditions, it is possible for in-flight AHRS initialization to take an indefinite amount of time which would result in an extended period of time where valid AHRS outputs are unavailable.
The G1000 system provides two sources of GPS information. If a single GPS receiver fails, or if the information provided from one of the GPS receivers is unreliable, the AHRS seamlessly transitions to using the other GPS receiver. An alert message informs the pilot of the use of the backup GPS path. If both GPS inputs
190-00494-02 Rev. B Garmin G1000 Pilot’s Guide for the Cessna Citation Mustang 19
System ystem Overview verview
SYSTEM
OVERVIEW
FLIGHT
INSTRUMENTS EICAS AUDIO PANEL
& CNS
FLIGHT
MANAGEMENT
HAZARD
AVOIDANCE AFCS ADDITIONAL
FEATURES APPENDICES INDEX
fail, the AHRS continues to operate in reversionary No-GPS mode so long as the air data and magnetometer inputs are available and valid.
Air Dataataata Input Failure
A failure of the air data input has no effect on AHRS output while AHRS is operating in normal mode. A failure of the air data input while the AHRS is operating in reversionary No-GPS mode results in invalid attitude and heading information on the PFD (as indicated by red “X” flags).
　
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