SECTION 11:ABNORMAL

OPERATION

11.1 REVERSIONARY MODE

Shouldasystemdetectedfailureoccurineitherdisplay, the G1000 automatically enters Reversionary 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.

Normal PFD Display

SECTION 11 – ABNORMAL

OPERATION

Reversionary display mode can also be manually activated by the pilot if the system fails to detect a display problem. The Reversionary Mode is activated manually by pressing the red DISPLAY BACKUP Button on the bottom of the audio panel (GMA 1347). Pressing the red DISPLAYBACKUPButtonagaindeactivatesReversionary Mode.

NOTE: The Cessna Pilot’s Operating Handbook (POH) always takes precedence over the information found in this section.

Normal MFD Display

SECTION 11 – ABNORMAL

OPERATION

11.2 ABNORMAL COM OPERATION

When a COM tuning failure is detected by the system, the emergency frequency (121.500 MHz) is automatically loaded into the active frequency field of the COM radio for which the tuning failure was detected. In the event of a dual display failure, the emergency frequency (121.500 MHz) automatically becomes the active frequency to the pilot through the pilot headset.

11.3 UNUSUAL ATTITUDES

The PFD will ‘declutter’ when the aircraft enters an unusual attitude. Only the primary functions will be displayed in these situations.

The following information is removed from the PFD (and corresponding softkeys are disabled) when the aircraft experiences unusual attitudes:

Red extreme pitch warning chevrons pointing toward the horizon are displayed starting at 50 degrees above and 30 degrees below the horizon line.

Figure 11-2 Extreme Pitch Indication

11.4STORMSCOPE OPERATION WITH LOSS OF HEADING INPUT

If heading is lost, strikes and/or cells must be cleared manually after the execution of each turn. This is to ensure that the strike and/or cell positions are depicted accurately in relation to the nose of the aircraft.

11.5HAZARD DISPLAYS WITH LOSS OF GPS POSITION

If GPS position is lost, or becomes invalid, selected hazards being displayed on the Navigation Map Page will be removed until GPS position is again established. The icons in the lower right of the screen, indicating the selected functions for display, will show an ‘X’, as shown in Figure 11-3.

Figure 11-3 Loss of Hazard Functions with Loss of GPS Position

11.6 DEAD RECKONING

While in Enroute or Oceanic phase of flight, if the G1000 detects an invalid GPS solution or is unable to calculate a GPS position, the system will automatically revert to Dead Reckoning (DR) Mode. In DR Mode, the G1000 uses its last-known position combined with continuously updated airspeed and heading data (when available) to calculate and display the aircraft’s current estimated position.

NOTE:DeadReckoningModewillonlyfunctionin Enroute (ENR) or Oceanic (OCN) phase of flight. In all other phases, an invalid GPS solution will produce a ‘NO GPS POSITION’ annunciation on the map and the G1000 will stop navigating in GPS Mode.

DR Mode is indicated on the G1000 by the appearance of the letters ‘DR’ superimposed in yellow over the ‘own aircraft’symbolasshowninFigure11-4. Inaddition,‘DR’ will be prominently displayed, also in yellow, on the HSI slightlyaboveandtotherightoftheaircraftsymbolonthe CDI as shown in Figure 11-4. Also, the CDI deviation bar isremovedfromthedisplay. Lastly,butatthesametime,a ‘GPS NAV LOST’ alert message will appear on the PFD.

Normal navigation using GPS/WAAS source data will resume automatically once a valid GPS solution is restored.

It is important to note that estimated navigation data supplied by the G1000 in DR Mode may become increasingly unreliable and must not be used as a sole means of navigation. If while in DR Mode airspeed and/or heading data is also lost or not available, the DR function may not be capable of accurately tracking your estimated position and, consequently, the system may display a path that is different than the actual movement of the aircraft. Estimated position information displayed by the G1000

SECTION 11 – ABNORMAL

OPERATION

through DR while there is no heading and/or airspeed data available should not be used for navigation.

DR Mode is inherently less accurate than the standard GPS/WAAS Mode due to the lack of satellite measurements needed to determine a position. Changes in wind speed and/or wind direction will compound the relative inaccuracy of DR Mode. Because of this degraded accuracy,thecrewmustmaintainpositionawarenessusing other navigation equipment until GPS-derived position data is restored.

CDI ‘DR’ Indication on PFD Symbolic Aircraft

(Map pages and Inset Map)

Figure 11-4 Dead Reckoning Indications

As a result of operating in DR Mode, all GPS-derived data will be computed based upon an estimated position and will be displayed as yellow text on the display to denote degraded navigation source information. This data includes the following:

•NavigationStatusBoxfieldsexceptActiveLeg,TAS, and DTK

•GPS Bearing Pointer

•Wind data and pointers in the Wind Data Box on the PFD and MFD

•Track Bug

•All Bearing Pointer Distances

•Active Flight Plan distances, bearings, and ETE values

Also,whiletheG1000isinDRMode,theautopilotwill not couple to GPS, and both TAWS and Terrain Proximity

SECTION 12:ANNUNCIATIONS &

ALERTS

NOTE: The Cessna aircraft Pilot’s Operating Handbook (POH) supersedes information found in this document.

The G1000 Alerting System conveys alerts to the pilot using a combination of the following items:

•AnnunciationWindow: TheAnnunciationWindow displaysabbreviatedannunciationtext. Textcoloris basedonalertlevelsdescribedlaterintheAlertLevels Definitions section. The Annunciation Window is located to the right of the Altimeter and Vertical Speed Indicator on the display. All Cessna Nav III annunciations can be displayed simultaneously in the Annunciation Window. A white horizontal line separatesannunciationsthatareacknowledgedfrom annunciationsthatarenotyetacknowledged. Higher priorityannunciationsaredisplayedtowardsthetop of the window. Lower priority annunciations are displayed towards the bottom of the window.

•Alerts Window: The Alerts Window displays alert text messages. Up to 64 prioritized alert messages can be displayed in the Alerts Window. Pressing the ALERTS Softkey displays the Alerts Window. PressingtheALERTSSoftkeyasecondtimeremoves theAlertsWindowfromthedisplay. WhentheAlerts Windowisdisplayed,thepilotcanusethelargeFMS Knob to scroll through the alert message list.

•Softkey Annunciation: During certain alerts, the ALERTS Softkey may appear as a flashing annunciation to accompany an alert. The ALERTS Softkey assumes a new label consistent with the alert level (WARNING, CAUTION, or ADVISORY).

SECTION 12 – ANNUNCIATIONS

& ALERTS

By pressing the softkey annunciation, the pilot acknowledges awareness of the alert. The softkey then returns to the previous ALERTSlabel. If alerts are still present, the ALERTSlabel will be displayed ininversevideo(whitebackgroundwithblacktext). The pilot can press the ALERTS Softkey a second time to view alert text messages.

•System Annunciations: Typically, a large red ‘X’ appearsinwindowswhenafailureisdetectedinthe LRU providing the information to the window. See the G1000 System Annunciations section for more information.

•Audio Alerting System: The G1000 system issues audioalerttoneswhenspecificsystemconditionsare met. SeetheAlertLevelsDefinitionssectionformore information.

System

Annunciation

Red ‘X’

Annunciation

Window

Alerts Window

ALERTS Softkey

Figure 12-1 G1000 Alerting System Annunciation