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G1000

PostPosted: Sat Aug 03, 2013 10:41 pm
by Hank Sproull
Anyone got any info on the G1000 in the Caravan?
Any down sides? Or is it so good compared to round instruments?

Re: G1000

PostPosted: Tue Aug 06, 2013 8:24 am
by Tailwheel
Hank Sproull wrote:Anyone got any info on the G1000 in the Caravan?
Any down sides? Or is it so good compared to round instruments?


Hi Hank, Flying a G1000 EX and its very good so far, but not enough hours on it to give a fair appraisal.
But certainly no downsides yet, just all good.

Re: G1000

PostPosted: Mon Sep 16, 2013 5:33 pm
by Cougar
We've had a couple of issues and a couple of annoyances with ours.

Issues:
-Map screen displays "loading" message and the unit requires a re boot to fix.
- Screens have "locked up" a couple of times ad well.

Annoyances:
- Low fuel annunciator doesn't just stay on when you're low. As the fuel shifts in the tank you get an annunciator and "gong!" Each time. 30 minutes of repetitive bonging gets old quickly.
- The overhead speakers start in the on position every time you fire it up. If you don't remember to shut it off the passengers hear everything.
- For whatever reason, the stall horn switch is set at too high an airspeed. We get them going off at 85 kts.

Re: G1000

PostPosted: Thu Sep 26, 2013 10:18 am
by pdw
It's possible the stall horn is set for the elevated stallspeeds ... which are anticipated for approaches in icing.

If you're never flying in in situations of icing encounters where you're approaching with those higher associated stallspeeds ... there they might (or should) have an option to switch it to another mode ... for the fairweather stallspeed. Can you check it out ?

Re: G1000

PostPosted: Mon Sep 30, 2013 9:38 pm
by Cougar
I'll talk to the MX about it. I didn't know they could be adjusted or calibrated. I just fly the thing.... :D

Re: G1000

PostPosted: Wed Oct 02, 2013 4:54 am
by pdw
I believe the reason for raising the bar like that was that some of the investigations pointed out the aircraft on occasion went below that speed in or after icing when there was ice on the laminar surfaces, and for that reason got into trouble with stalling etc ... on approach ... or even possibly sometimes in an enroute climb. It all depended on the ice shapes ... and also loading. Tail stalls have also been discussed on occasion.

There was quite a few accidents like that. So it's worth checking out. Pilots get into icing and then forget about the fact their stall speed may be up quite a bit. Then often there are shears around that can decay IAS to that higher bar very quickly ... and bingo ... you're alerted if it's set to give you that warning.

Re: G1000

PostPosted: Sat Oct 05, 2013 11:33 am
by candyman
I am calling Garmin on 10-06-2013 about G1000 PC trainer for 208. I will inquire about possible stall warning speed adjustment, will post if any info available. Also has anyone had problems with engine oil pressure transducer. Thanks. :D

Re: G1000

PostPosted: Thu Oct 10, 2013 9:42 am
by pdw
At times on approach/dep if a decay rate of airspeed suddenly exists and/or increases ... maybe they could rig it to give a decay-in-progress warning ? On the traditional airspeed indicators could set a marker ... also to track any gradual changes in airspeed brought on by an icing catch-rate

Re: G1000

PostPosted: Thu Oct 24, 2013 8:34 pm
by Cougar
As per Cessna../

"Early stall warning is a common complaint as the threshold has been increased for the stall warning. "

Re: G1000

PostPosted: Mon Jun 12, 2017 2:57 am
by raypilot2000
hi everyone i am new here i would like to ask regarding the G1000 setup what sort of issues it has and i have heard regarding skydive operations that they are causing some issues other than the usual low fuel warning .
any help would be appreciated.
regards
ray