Next Generation G1000

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CFIDave
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Next Generation G1000

Postby CFIDave » Thu Jan 05, 2017 4:38 pm

This was announced on Tuesday:

https://www.garmin.com/en-US/blog/aviat ... ight-deck/

The DA40 was the first G1000-certified aircraft back in 2004, so it's remarkable that the original G1000 system has lasted 13 years through 15 major (up to GDU Version 15) software upgrades, given how quickly electronics tend to become obsolete. GDU 15 software introduced in 2015 is what doubled the resolution of synthetic vision on the PFD.

But according to Garmin the G1000 processors are now "maxed out" so they've introduced a "G1000 NXi" system with 10X the processing power, higher-resolution screens, and a huge number of new software features. Garmin is discontinuing shipment of the original G1000 although support and parts should be available for many years.

Cirrus and Textron (Cessna/Beech) have announced that their new GA aircraft (e.g., 172s) will now ship with the G1000 NXi, and there's a retrofit for the King Air. I can speculate that the new hardware doesn't cost any more than the old, so aircraft manufacturers probably don't have to raise prices for new aircraft equipped with the G1000 NXi.

Diamond has not yet said anything about availability of the G1000 NXi in new DA40/DA42/DA62 aircraft, but I would think they'll be forced to respond both due to competitive pressures as well as discontinuation of the original G1000. A major issue is whether expensive re-certification of the airframe is required, since the G1000 NXi components occupy the same space and can use most of the original wiring. (One exception is that the AHRS and air data computer modules have now been combined into a single module for new installs.) Hopefully the regulators will treat the G1000 NXi the same as a G1000 software upgrade (i.e., no recertification necessary).

The obvious question for existing Diamond owners is what it might cost to replace the original G1000 with newer NXi components. It appears that besides replacing the PFD and MFD screens, the dual GIA63(W) units will need to be replaced -- other G1000 components like GFC700 autopilot servos, air data computer, AHRS, and magnetometer may be re-usable. Since a WAAS upgrade that replaces both GIA63s and one screen (the MFD to get a VNAV button) costs $30K, I imagine a G1000 NXi upgrade would cost more than that, perhaps $35K.

If, however, the NXi also requires the upgraded GSM86 servo mounts (replacing GSM85 units) for Electronic Stability and Protection (ESP), all but the newest GFC700 aircraft might require an additional $20K + expenditure for new servos.

Lots of unknowns at this point...
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Re: Next Generation G1000

Postby rwtucker » Thu Jan 05, 2017 6:45 pm

Thanks for the posting Dave. When you think about it, it is amazing that Garmin was able to keep pace, including moving to SVT without upgrading G1000 processors. By contemporary standards, I suppose we are flying behind ancient processors with too little memory. I hadn't paid any attention to the G1000 processing speed, it had seemed fast enough, until I flew behind the Avio NG where there are no perceptible lags in screen changes.

I suppose it is not precisely tied to the technology upgrade but did you get a hint as to whether any versions of NXi would be released with the UA recovery S&L feature. I thought that was one of Cirrus' better features but I never saw it in action.
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Re: Next Generation G1000

Postby Keith M » Thu Jan 05, 2017 7:54 pm

I was struck by this statement in the announcement:
For new installations, the G1000 NXi integrated flight deck is estimated to provide a weight savings of 250 pounds or more in King Air aircraft
I know the King Air's got three screens, but that seems an extraordinary saving for some replacement electronics. If correct, there must be certification issues due to the resulting CofG change, but such a weight reduction would be an advantage in new DA40s with Technify diesel engines. However, based on past experience, it's highly unlikely that Diamond would help with any upgrades to the existing fleet.
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Re: Next Generation G1000

Postby CFIDave » Thu Jan 05, 2017 11:55 pm

The 250 lb savings is in comparison to original steam gauges in King Airs, not retrofitting from older G1000 systems.
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Re: Next Generation G1000

Postby Rich » Fri Jan 06, 2017 12:11 am

CFIDave wrote:The 250 lb savings is in comparison to original steam gauges in King Airs, not retrofitting from older G1000 systems.


Seriously? What the heck did they have in there that weighed so much?
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Re: Next Generation G1000

Postby Antoine » Fri Jan 06, 2017 3:18 am

Lol, I think I can answer this one Rich: In the Extra 400, ( and in older TBMs and PC12) you had "EHSI"s -
CRT displays ( all 4 inches of them) with rather beefy remote units producing the required video signal.

break break
I like this thread - thanks Dave for the insight.

My opinion is that the upgrade to the G1000 hardware is overdue. I had to switch off a number of options just to get it within somewhat acceptable limits.

It is not SVT but the moving map on the MFP that I find annoyingly slow. Especially when the system makes an unwelcome zoom change and you really need the correct view back right now...

From experience with my own avionics project, I bet the W&B changes for GFC700 equipped aircraft will be minimal - assuming the avionics rack remains at its position. And W&B is not a certification issue, since it is specific to each aircraft anyway. But other features of the new avionics may require recertification - for example the "auto leveler"... Would the FAA bless this one without serious airframe specific testing?

I find it amazing that we end up discussing what DAI will be "forced to do", instead of getting a well thought out plan from our beloved supplier. Is something wrong here?
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Re: Next Generation G1000

Postby reinhardj » Sat Jan 07, 2017 2:55 pm

I think, Garmin missed a chance for a really new design.
As I read from the statements in the internet, the difference between the legacy G1000 and the NXi is mainly the new GDU with increased processing/graphics power and the new ADAHRS. As stated in some comments, King Air conversion from legacy to NXi is possible by replacing just the GDUs. So basically the rest seems to be unmodified, at least in terms of interfaces/rack etc.
As other manufactures already announced to install the NXi (Cessna, Cirrus) I am a bit disappointed, that DAI does not mention this at all. DAI will be foced to go to the NXi for present models anyhow, as it is the successor product. So I expect, that for presently produced models there will be an upgrade path, but most probably not for phased-out models like the DA40D.
The original design of the G1000 is nearly 15 years old, since then electronics has made a significant step in miniaturization. So I would have expected a completely new and significantly more compact design with a remarkable weight and space saving, optimally an implementation as an all-in-one solution for the peripherals with license code enabled features. This also would have made the solution significantly more reliable avoiding a lot of connectors and related problems.
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Re: Next Generation G1000

Postby mdieter » Sat Jan 07, 2017 5:35 pm

This announcement makes me very concerned about any software upgrades for the existing fleet of G1000s. I was really counting on an upgrade to properly integrate the GTX 345R (the non-gps one). I wouldn't think there is much incentive for Diamond to put any effort into that now. :(
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Re: Next Generation G1000

Postby Cschobel » Sat Jan 07, 2017 6:01 pm

Today it does not properly integrate with WAAS G1000 either.
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Re: Next Generation G1000

Postby CFIDave » Sat Jan 07, 2017 6:23 pm

reinhardj wrote:I think, Garmin missed a chance for a really new design.

Garmin did introduce a new design for GA aircraft called the G2000, which shares displays and touch screen controllers with the higher end G3000 and G5000 for jets and transport aircraft.

But the only GA aircraft shipping today with the G2000 is the Cessna TTx (the update of the Lancair/Columbia/Cessna 350/400). Personally I didn't care for the G2000 when flying the TTx because of its dependence on a touch screen down on the center console that's too far out of the pilot's normal field of view. Based on recent announcements, it's pretty clear that most GA airframe manufacturers plan to stay with an updated G1000 system, probably because it doesn't require a panel redesign, there's a large pilot population already familiar with G1000 operation, and the next gen G1000 has equivalent or better functionality than the G2000.
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