G1000 GIA2 Failure

scott_l

scott_l

Well-Known Member
So you are taxing out and GIA 2 fails and you have red x's on those components on the displays. With the G1000 Xing it out is that considered automatic deactivating and placarding and you legally can continue on with your taxi and takeoff?


Thanks for the opinions!
 
scott_l said:
So you are taxing out and GIA 2 fails and you have red x's on those components on the displays. With the G1000 Xing it out is that considered automatic deactivating and placarding and you legally can continue on with your taxi and takeoff?


Thanks for the opinions!
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What does 91.213 say? For example, what does the specific airplane's KOL say? Without know the specific airplane and everything involved (KOL, TCDS, limitations, etc), along with the flight conditions involved it's impossible to answer without taking a WAG.
 
Okay so VFR day. TCDS and KOEL do not require the GIA2. C172R Nav III. No XPDR required airspace that we are going to. I know we can fly without it but the question is does the red x count as disabling and placarding?
 
I would say no--at a minimum I'd collar the circuit breaker and put a placard next to the PFD. Honestly it's probably a communication error anyway...every time I've had an error like that occur I've first gotten an alert message saying "DATA PATH FAIL." Generally the CO detector will also X out for some reason. Our avionics guys have told me that 90% of the time either jiggling or changing the ethernet cable will fix it.
 
Part 91 and day VFR? Why not? But then I guess I am not really up on that sort of flying. But if you really wanted to fly.......
 
scott_l said:
No it is not required
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91.213

no person may take off an aircraft with inoperative instruments or equipment installed unless the following conditions are met​


It then goes on to explain what must be done. A pilot can't just randomly placard it. It must be recorded properly in the aircraft logbook and must comply with Part 43, and I don't think deactivating a component is listed as preventative maintenance that a pilot can perform.

This is a good document for anyone confused about the process:

https://www.faasafety.gov/files/gslac/library/documents/2009/May/34264/FLYING LESSONS 090507.pdf

Also, http://rgl.faa.gov/Regulatory_and_G...4a06437c5fa862569d900744d86/$FILE/Chap1-2.pdf
 
mojo6911 said:
91.213

no person may take off an aircraft with inoperative instruments or equipment installed unless the following conditions are met​


It then goes on to explain what must be done. A pilot can't just randomly placard it. It must be recorded properly in the aircraft logbook and must comply with Part 43, and I don't think deactivating a component is listed as preventative maintenance that a pilot can perform.

This is a good document for anyone confused about the process:

https://www.faasafety.gov/files/gslac/library/documents/2009/May/34264/FLYING LESSONS 090507.pdf

Also, http://rgl.faa.gov/Regulatory_and_G...4a06437c5fa862569d900744d86/$FILE/Chap1-2.pdf
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91.217 says that the log must only be made if maintenance is performed...the thinking is I did not perform maintenance just observed it was inoperative and the G1000 supposedly placarded and disabled it for me.
 
scott_l said:
91.217 says that the log must only be made if maintenance is performed...the thinking is I did not perform maintenance just observed it was inoperative and the G1000 supposedly placarded and disabled it for me.
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This is just my opinion and I have no legal source to back it up, but I am sure just because the unit has failed doesn't mean that the unit has been deactivated.
 
mojo6911 said:
This is just my opinion and I have no legal source to back it up, but I am sure just because the unit has failed doesn't mean that the unit has been deactivated.
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According to the Cessna NAV III pilot's guide, you're correct. Without knowing what messages appeared in the ALERTS box, I'm not sure what exactly failed on the LRU, but I'd doubt that the entire unit failed. All the G1000 does is discard invalid data--it doesn't turn off the system, at least to my knowledge.
 
scott_l said:
That's my thinking but I've been told otherwise
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There is very little in the way of guidance, Letters of Interpretation, etc on this subject. It is really just a matter of opinion, until the FAA takes enforcement action. In cases like that, I would probably take the most conservative course of action.
 
It's only you in the airplane and you've already taxied for takeoff. Do what you think is best. I know a few operators have the out of the blocks, non-critical, it's your call.
 
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