Recently, Larry Dighera posted:

On 25 Oct 2006 18:28:57 -0700, "cjcampbell"
wrote in
.com:


Larry Dighera wrote:


I don't need a scientific degree in logic to understand even
without reading the POH that when the screen goes black, all those
nifty things which were on that very screen before are, well, not
available anymore.

True. But I wasn't aware that the autopilot wouldn't even work as a
wing leveler.


Whatever made you think that it would? The autopilot is obviously
electrical.


In the scenario I have in mind (Mr. Rhine's recent ferry trip), he
didn't lose electrical power. The G1000 went into infinite re-boot
mode.

I'm not so sure that this is a "mode" of the G1000, but that's beside the
point. If faced with that condition, I would have simply shut the thing
off so as not to be annoyed and distracted by the "reboot light show".
Afterwards, one just follows POH procedure for total G1000 failure mode.
Not a big deal.

Besides, pilots flew with "only ASI, AI, VSI, Alt. and magnetic
compass steam gages" for decades, so what's the big deal.

They usually had some sort of fuel gage.


The fuel gauges in Skyhawks have been electrical for decades. We have
been losing them in power failures for more than thirty years.

Despite the electrical system being operational, the fuel gages are
part of the non-functional G1000.

I always consider the fuel gauges as feeding questionable information.
They are often not very accurate in the range between "full" and "zero".
Also, the same fuel levels can result in different gauge readings from one
plane to another. A clock is a much better "fuel gauge", as long as the
fuel system is intact. If there's a fuel leak, then either above scenario
can bite you just as badly.

Neil