Cadets at CTC certainly used to fulfil the partial panel requirement prior to IR Test by completing training on the BE76 sim at Professional Air Training at Bournemouth. This I believe was signed off prior to IR test in the DA42.
DA40 G1000…
It should be resolved now. A small battery is added which will provide power to the G1000 during engine start. It’s a STC for the G1000 although I don’t have the details…
Huh? What aircraft is that? I’ve only used the G1000 on Cessna 172S aircraft, but there a standby battery is not only standard equipment, but a no-go item if it doesn’t work.
I had to reboot the G1000 a couple of times.
After a recent engine replacement, we had issues where the voltage dropped below a certain level during engine startup.
After engine start, the G1000 units came online again, but in a inconsistent state; communication between PFD and MFD was lost, GPS kept in a “Acquiring Signal” state.
This behavior resulted in a AI loss during flight last month.
The only way to get rid of it is to pull the PFD, MFD, NAV1 and NAV2 CB’s.
It should be resolved now. A small battery is added which will provide power to the G1000 during engine start. It’s a STC for the G1000 although I don’t have the details…
Sure, one could reboot the PFD
My old GPS (BRNAV certified, TSO C129) crashed twice in flight, at about the same place (roughly near Coningsby). I rebooted it in flight, but it took me around half an hour, at a significant workload. And that GPS didn’t even have graphics (two text line dot matrix LED display)
Sure, one could reboot the PFD but if this happens at a bad time (e.g. when displaying a Jepp approach plate – because you are flying an approach) that’s really bad news.
Whether it has happened with terminal charts, I don’t know, but they would be the biggest vulnerability – because the data is complex and you get a new load every 14 or 28 days. I have never heard of it posted openly. But then I “have never heard” of both Avidyne and Garmin glass going blank during normal flight and having to be rebooted, either – that sort of stuff comes from pilots directly, face to face or in email. It has certainly happened.
Peter there is an emergency bus/switch which powers the PFD1 and COM1 plus a few other things.
And of course I carry a handheld.
How about a software bug?
Certainly possible. I have seen many PDFs and probably even some (corrupted) Jpegs which crash the rendering software.
If I had a G1000 aircraft I would be tempted to install one little radio somewhere, corrected directly to the battery (via a switch and a CB) for
you need to slave it to the hdg bug
I didn’t have that in 2012. I flew a part of the track in NAV mode, and even remember discussing (what would effectively be) roll steering with the examiner.
That is the problem. If you lose both screens, you are in potential trouble. There are obviously redundant power buses, AHRS, ADCs, Pitots etc but. If all that goes I shall fly with my iPad and GDL39-3D and make an approach with that.
Of course the MFD would also need to fail as the PFDs can revert to the MFD
…yes, but if the screens have frozen or died, how would you tune the radios?
