First flight in a G1000 today...

skatergeek said:
I have done one flight in a G1000 C182. 45 min into the flight I had an electrical fire...that killed that G1000 pretty fast. Maybe I just had bad luck that day but i have 2100+ hours in steam gauges and never had a failure, and about .8 in a G1000 with an electrical fire...ill stick with the gauges :)
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Because electrical fires don't happen in conventional airplanes.

It must have been one heckuva electrical fire to hit the G1000 to the point where you had NOTHING left that you could turn on.

Also, would you like to compare statistics of complete electrical failure vs. dry vacuum pump failures? I know which one is more common...
 
Roger said:
Because electrical fires don't happen in conventional airplanes.

It must have been one heckuva electrical fire to hit the G1000 to the point where you had NOTHING left that you could turn on.

Also, would you like to compare statistics of complete electrical failure vs. dry vacuum pump failures? I know which one is more common...
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I'm not disagreeing with you. Its like what they say about first impressions. It didn't leave a very good first impression, and I haven't really had a chance to fly it again.
 
jrh said:
The standby battery powers the essential bus (PFD, NAV1, COMM1, AHRS/ADC, and a few other critical systems) for a minimum of 30 minutes, after the main battery drops below 20 volts (and obviously the main battery would drop at varying rates depending on load). I tell people they will have about 45 minutes to get out of the soup / on the ground after an alternator failure.
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45 minutes? How many amps does the essential bus burn an hour?? Your battery is at least 35 amps right? So this means it would have to have a load of about 40 amps for the battery only going to last 45 minutes.

The avidyne equipped airplanes I fly daily runs a load of around 28 amps. With everything on.

I'm just throwing it out there that you can probably go a little longer than 45 minutes on the battery.
 
JustinA said:
45 minutes? How many amps does the essential bus burn an hour?? Your battery is at least 35 amps right? So this means it would have to have a load of about 40 amps for the battery only going to last 45 minutes.

The avidyne equipped airplanes I fly daily runs a load of around 28 amps. With everything on.

I'm just throwing it out there that you can probably go a little longer than 45 minutes on the battery.
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I agree with the amp draw, that is what I see on the Cirrus also. But about the amp/hr rating of batteries, that is at a nice warm temp on a brand spankin new battery that is hot. I can testify to the fact that after 30 minutes of flight in a SR22 after an Alt 1 failure that I was showing 18 volts on the main bus. The flaps went down SLLLOOOW... And that was running with GPS 2 turned off and not running lights.
 
JustinA said:
45 minutes? How many amps does the essential bus burn an hour?? Your battery is at least 35 amps right? So this means it would have to have a load of about 40 amps for the battery only going to last 45 minutes.

The avidyne equipped airplanes I fly daily runs a load of around 28 amps. With everything on.

I'm just throwing it out there that you can probably go a little longer than 45 minutes on the battery.
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45 minutes is a good, conservative number, especially if the pilot does not deal with the failure immediately and leaves all the lights and both avionics switches running until the main battery goes dead. Realistically though, a former co-worker of mine had an alternator failure in a G1000 C172 and was able to fly a good long while (over an hour). They could barely hear the radio by the time they landed.

As far as the standby battery, with just the essential buss running, I seem to recall around a 3 amp draw. 3 amps times 30 minutes tells you that the standby battery is pretty puny....probably only 2 amp hours or so.
 
ppragman said:
I'm not some sort of backward amish pilot, I fly glass on every leg of everyday, and have come to trust it to an extent. Hell, I probably have as much time glass as you do. Do I think its a good idea to trust the whole of my life to one system run off of electricity? No. I do not. Backups are your friend. That being said, 45minutes to get on the ground is not that long after an alternator failure, at least a handheld in the plane gives you some more possible options if you have a general idea where the nearest VMC is at. Becareful out there.
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I have had a alternator failure just last week in a g1000 aircraft. You have about an hour in the DA40 before the main battery will crap out & another 30 min with the backup instruments. I was flying at night and had no idea the alternator circuit breaker poped out. I was lucky to be flying the G1000 because it gave me a warning and more then enough time to locate the nearest airport & land.
 
I've articulated my points as well as I can. I give up.

Go fly whatever you want, and have fun! I still say glass is one of the greatest things since sliced bread.
 
jrh said:
I've articulated my points as well as I can. I give up.

Go fly whatever you want, and have fun! I still say glass is one of the greatest things since sliced bread.
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I completely agree, however, like anything, its good to have a backup.
 
ppragman said:
I completely agree, however, like anything, its good to have a backup.
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I guess it all comes down to how many backups a person needs to feel "safe enough" with any particular situation. The G1000 has plenty of backups within itself, IMO.
 
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