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Cessna
- 1. Garmin G1000 Avionics System Version 3.0 Cessna Factory Training
- 20. Questions?
Hinweis der Redaktion
- STANDARD AVIONICS The Garmin G1000 Avionics System is an integrated flight control and navigation system. The system combines primary flight instruments, communications, aircraft system information and navigational information all displayed on two color displays.
- SOP required 1 hour fuel reserves Weather along route CAVU; FD, NW - 20 knots ATIS - Wind 260 at 20, G33 Landed at Meigs a month earlier in a Bonanza with wind 090, 22 steady, no sweat. Landed to the north. Winds at MDW, 240/12 Used 20 o flaps (first time), floated, no amber lights, looking for terminal to gauge position, touched down on centerline, split second of heavy breaking, saw giant upside down 36 and snow banks either side of runway end. GO AROUND!! Damage; tire, tube, wheel half, popped CB on Janitrol
- High Reliability Theory – if each component is highly reliable, then the system will be highly reliable and safe. High Reliability Theory argues that organizations operating high-risk technologies, if properly designed and managed, can compensate for inevitable human shortcomings, and therefore avoid mistakes that under other circumstances would lead to catastrophic failures. - Todd R. La Porte and Paula M. Consolini, “Working in Practice but Not in Theory,” Journal of Public Administration Research and Theory , 1 (1991) pp. 19-47 Primacy vs. Recency There are good arguments to support both During times of rational thought, it’s more likely that variables associated with each have more to do with the result than whether it is first or last Under pressure the facts are clear, first learned is what will take place Police officer in a shootout lining up his brass This is good and bad. Good if you are doing or received correct initial training; bad if you don’t/didn’t. University of Michigan, School of Business Administration, 1987
- Right side of the graph first Initially skill will peak and then decrease as youthful mental skills and reflex diminishes, by that time superior judgment should keep a pilot from exceeding his limitations The tendency with traditional training is that skill accelerates ahead of judgment As long as the pilot can survive their high risk “judgment training” until the lines cross they will survive their aviation career
- Skill might not be as high initially (i.e. takes longer to learn to land) ADM starts day one Judgment always exceeds skill or judgment is preferred over skill to successfully complete an operation.
- Time is short Customer is not familiar with the area Customer has never heard of FITS
- Inside or Outside The challenge has always been to get the student to remain vigilant Initially the student is completely head down Ultimately they can achieve more outside time in their scan than with a non TAA aircraft AP is a big key Understand the limitations of the system TIS is not a TCAS2 Transponder is mode S and will give resolution information to an TCAS2 TAS not EGPWS XM lightening vs. Stormscope Real time weather or Near-Real time Know what you have and how to utilize it Reversionary Training PFD, aircraft control is not a big problem as the representation is similar on both IFR GPS, although not as capable, provides much situational awareness IMC flight using KI208, 209 could be a problem Performance vs. Safety American Airlines Flight 191, DC-10 out of ORD, May 25, 1979; 273 killed (two on the ground) Nexrad weather, safety enhancement not weather penetration Are you using enhancements for safety margin or performance advantage
- G1000 Cockpit Display Component: GDU 1040. Cockpit display units labeled CDUs. Resolution 1024X768 – 10.4 inch XGA display. One is the primary flight display on the left side and the other is the multi-function display on the right side. There are only two switches that affect this, the master switch and the avionics switch. The PFD and MFD are identical Control Display Units. As a result, the side controls, and softkey buttons are the same. Either unit can be used as a PFD or MFD; the displays role is determined by its avionics harness connection. In the unlikely event of a CDU failure, each display can work in reversionary mode. In reversionary mode, contains necessary information ; both CDUs display the primary flight instruments with the engine instruments displayed on the LH side of the displays. The Two tubes talk to each other – crossbill, Nav and Com Frequencies as well as Flight Plan Information