Talk:Garmin G1000

message: I think I've successfully neutralized the salesy voice and have thus removed the advert tag.  Feel free to stick it back in there if you disagree.  I'd also appreciate someone proofreading as I have to head out the door to fly a G1000 DA40... :) ChadScott 00:48, 28 July 2006 (UTC)
thread_title:  "Advert" tag and salesy voice 

message: I have removed the references to the PFC software and Trescott's book, as these seem to be advertising. If someone feels these are important, they could be included through internal links or as references. 138.88.168.214 (talk) 05:46, 21 August 2008 (UTC)
thread_title:  More on advertising 

message: What are the prices for an EASA certified, let´s say, C172 retrofit? 84.173.198.202 16:16, 3 June 2007 (UTC)
replies: text: You can't currently purchase G1000 systems for aftermarket installation in aircraft other than the King Air.  The G600 (a G1000 "lite") can be STC'd into aircraft in the United States, but I'm unsure of international aircraft.  At any rate, I have yet to see pricing on the G600, but if it's typical of other glass installations (Chelton, etc.) you'd be looking at USD$80,000 or more. -- ChadScott 20:33, 3 June 2007 (UTC)
thread_title:  Prices 

message: I am updating this page to remove some of the more "outdated" information. The G1000 system (especially in its newer iterations) is becoming far more diverse than what is suggested in this article, so I will try to show a more accurate description of the system as it exists today. For example I am removing many of the LRU "model numbers" since there is a much greater variety of these LRUs in service today than what is suggested by this article. —Preceding unsigned comment added by 24.124.75.35 (talk) 02:06, 13 September 2008 (UTC)
thread_title:  Updating dated information 

message: I've removed the following section from the article because it appears to be Wikipedia:Original research ("that I experienced the hard way") as well on the grounds that Wikipedia is not a handbook.
LjL (talk) 16:18, 24 June 2009 (UTC)
thread_title: Removed unencyclopedic section

message: Here are some "gotchas" that I experienced the hard way.  Practicing these on the ground in a trainer will help you ensure you can avoid these points of confusion in the air where you'd rather concentrate on other things.  Getting yourself into a state of confusion on an instrument approach is never good, especially in IMC.
1. Look the the Hayward (HWD) RNAV (GPS) Z Rwy 28L approach.  If you fly the course reversal pilot nav at 5600', when will you expect to pick up the glidepath.  What is the difference between the magenta ">" symbol and the magenta glide path diamond?
2. If you attempt to activate a leg in a flight plan when you are past abeam the terminating fix of that leg, what happens?
3. Look at the Klammath Falls (LMT) RNAV (GPS) RWY 14 approach.  If you execute the missed approach but take your time to press the "susp" softkey to enable waypoint sequencing until after LAGYI with the autopilot in nav mode, what happens?
I'm going to hop in here to say, I think the part that states "Glass cockpit aircraft may not be suitable for primary training.[5]" should be removed. As it is, the source for that is unavailable, and it seems more opinion than anything else. Idk though. FireLordAang (talk) 08:01, 20 June 2021 (UTC)
thread_title: Suggested Questions to Help Measure Pilot Proficiency