G1000 clock problem
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- Keith M
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G1000 clock problem
As I released the brakes yesterday, I wrote down the time shown on the G1000, and taxied to the hold for the pre-takeoff checks. On subsequently receiving the takeoff clearance, I wrote down the time again, but noticed it was the same, so I thought I'd misread it before. However, during the flight, the time increased a few minutes and then returned to its start point. Back on the ground, I power cycled the G1000 and the clock had moved forward 10 minutes, but it was still 20 minutes slow. I did not try any of the elapsed timers, but the total time in service had increased by the duration of the flight, so at least one internal clock was still working.
I assumed the time was taken from the satnav equipment, but the moving map was OK.
Any suggestions as to where the fault might lie?
Thanks,
Keith
I assumed the time was taken from the satnav equipment, but the moving map was OK.
Any suggestions as to where the fault might lie?
Thanks,
Keith
- pietromarx
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Re: G1000 clock problem
That's wild. The time of day clocks are driven by the orbiting atomic clocks (a.k.a. the GPS constellations). Was there a GPS outage in your area?
- Keith M
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Re: G1000 clock problem
If there was a GPS outage, I'd have expected to see errors in my location shown on the map, but there were none. A friend who was flying his SR22 in the same area at the same time didn't notice any problems either.
One change which may be worth noting is that I'd plugged an extender cable into the EASA approved USB charger socket which I'd had installed in place of the cigarette lighter at the last annual. However, I'd just set it up for future use from my side of the cockpit, and nothing was plugged into the other end.
One change which may be worth noting is that I'd plugged an extender cable into the EASA approved USB charger socket which I'd had installed in place of the cigarette lighter at the last annual. However, I'd just set it up for future use from my side of the cockpit, and nothing was plugged into the other end.
- Steve
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Re: G1000 clock problem
Have you seen the movie: Inception? Time moves much slower when you are dreaming...
- rwtucker
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Re: G1000 clock problem
There is a USAF Red Flag GPS test in the western US active now through the 16th.
http://www.thedrive.com/the-war-zone/17 ... r-exercise
This is the largest ever GPS test protocol. Among other things GPS is being masked, jammed, spoofed, and variables such as time are manipulated in accordance with military defense considerations. From experience, I know that the impact range is always greater than specified in the NOTAMS.
It is possible that such tests are coordinated and replicated in other areas of the globe.
http://www.thedrive.com/the-war-zone/17 ... r-exercise
This is the largest ever GPS test protocol. Among other things GPS is being masked, jammed, spoofed, and variables such as time are manipulated in accordance with military defense considerations. From experience, I know that the impact range is always greater than specified in the NOTAMS.
It is possible that such tests are coordinated and replicated in other areas of the globe.
- Keith M
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Re: G1000 clock problem
We often get such tests NOTAMed here in the UK as well, but not on the day I was flying and, as I wrote earlier, at least one other G1000 equipped aircraft (an SR22) flying at the same time was not affected. The following NOTAM was issued for a nearby military airfield, but I was flying well outside its limits and I have previously flown while it was active, with no ill effects.
Q) EGTT/QROXX/IV/NBO/AW/000/014/5344N00253W001
A) EGNO B) FROM: 18/02/01 00:01C) TO: 18/05/01 23:59
E) E BAND HIGH INTENSITY RADIO TRANSMISSION AREA (HIRTA) IN LOW
FLYING AREA 8, NIGHT SECTOR 3A AND THE BLACKPOOL/BLACKBURN
AVOIDANCE AREA AT PSN 534427N 0025319W (WARTON AIRFIELD,
LANCASHIRE) RADIUS 1NM. MAX HEIGHT 1314FT AGL. 18/01/033/LFTP
SAFE DISTANCES
CIVILIAN ACFT 0.091NM 403FT AGL
MIL ACFT SUSCEPTIBILITY
VERY LOW 0.048NM 140FT AGL
LOW 0.095NM 422FT AGL
MEDIUM 0.134NM 622FT AGL
HIGH 0.242NM 1314FT AGL
PULSE LOW 0.066NM 247FT AGL
PULSE MEDIUM 0.089NM 385FT AGL
PULSE HIGH 0.150NM 760FT AGL
LOWER: SFC
UPPER: 1348FT AMSL
Q) EGTT/QROXX/IV/NBO/AW/000/014/5344N00253W001
A) EGNO B) FROM: 18/02/01 00:01C) TO: 18/05/01 23:59
E) E BAND HIGH INTENSITY RADIO TRANSMISSION AREA (HIRTA) IN LOW
FLYING AREA 8, NIGHT SECTOR 3A AND THE BLACKPOOL/BLACKBURN
AVOIDANCE AREA AT PSN 534427N 0025319W (WARTON AIRFIELD,
LANCASHIRE) RADIUS 1NM. MAX HEIGHT 1314FT AGL. 18/01/033/LFTP
SAFE DISTANCES
CIVILIAN ACFT 0.091NM 403FT AGL
MIL ACFT SUSCEPTIBILITY
VERY LOW 0.048NM 140FT AGL
LOW 0.095NM 422FT AGL
MEDIUM 0.134NM 622FT AGL
HIGH 0.242NM 1314FT AGL
PULSE LOW 0.066NM 247FT AGL
PULSE MEDIUM 0.089NM 385FT AGL
PULSE HIGH 0.150NM 760FT AGL
LOWER: SFC
UPPER: 1348FT AMSL
- Rich
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Re: G1000 clock problem
Is it still off-time?
2002 DA40-180: MT, PowerFlow, 530W/430W, KAP140, ext. baggage, 1090 ES out, 2646 MTOW, 40gal., Surefly, Flightstream 210, Orion 600 LED, XeVision, Aspen E5
- Keith M
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Re: G1000 clock problem
I've not had a chance to fly again since Friday and will probably be too busy until midweek. I'll report back then.
- Keith M
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Re: G1000 clock problem
The clock was back to normal again today. I suppose it must have been a satellite signal problem, but I wonder what could cause the location to be correct while the clock is wrong?
- Keess
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Re: G1000 clock problem
We also see this problem sometimes and always is the case that one GPS is offline. It's due to the fact that the diesel causes a voltage dip when starting. Maybe you have the same problem ?