The screens are LCDs, which have a polarized filter layer over them. That layer is usually placed at a 45° so they are misaligned with your polarized sunglasses which are aligned vertically. You can confirm this is the problem by turning your sunglasses at different angles and see if the screen changes.
15 minutes is a long time to be draining the battery, it's not just the G1000 that will be running but the electronic gyros, beacon, etc. If the airplane hasn't been recently flown and it's cold outside 15 minutes may be long enough that you can't crank your engine.
There's also problems with running the G1000 while starting the engine:
It's not good for ...
Apparently yes, according to this 2008 review of the system in a Diamond DA40:
With [a safety pilot], I stayed under
the hood for the entire flight—takeoff, en route, approach and
landing—using the system’s visual cues. I managed to land the airplane
without breaking anything, barely. It wasn’t pretty, but it
demonstrated what was possible.
Typically, the aircraft flight manual will identify this. In your particular case (Cessna 172 G1000), it is 200 feet AGL for all approach types.
The C-172 can be fitted with either a Garmin GFC 700, or a Bendix/King KAP 140.
For the GFC 700, it is listed in the aircraft operating limitations:
In the case of the KAP 140, it is listed in the autopilot ...
Garmin doesn't explicitly state the method in the documentation I can find, but I believe the answer is #1. It decodes the Morse code and displays that value. I say that for two reasons:
First; Garmin, like most successful aviation companies, makes it a habit to reuse technology where it can. Volumes are low and certification costs are high so using the ...
The GTR345R is a transponder that can be purchased with a built-in WAAS GPS (link)—which this one apparently has. So it provides the WAAS GPS positioning required for ADSB. The GPS in the transponder does not provide a GPS source to the G1000.
From what the shop said, it looks like the G1000 is an older version that is not WAAS capable. That’s probably why ...
The official Garmin announcement lists all new features.
The new hardware features are:
faster processors resulting in faster start-up, map rendering, etc.
more modern animations
a new design with better readability
LED back-lighting (increased display brightness, clarity and better dimming)
lower power consumption
The new software features are:
You've actually answered your own question back there:
A negative current value (shown in amber) indicates that the battery is discharging. In the event the alternator is not functioning or the electrical load exceeds the output of the alternator, the main battery ammeter indicates the main battery discharge rate
The 28.3 Volts reading is the electric ...
You can find this in the C182T Operating Handbook. Section 3 has information about what values should be considered a malfunction:
HIGH VOLTS ANNUNCIATOR COMES ON OR M BAT AMPS MORE THAN 40
It also says that the M bus should be at least 20 volts in normal operation:
The Main Battery supplies electrical power to the Main and Essential
Buses until M ...
On the audio panel installed between the two G1000s, there should be a COM 1/2 key. That will enable the split COM operation with COM1 going to the pilot and COM2 going to the copilot. What avionics are in the aircraft that you have?
Split COM allows the pilot to use COM1 while the copilot uses COM2. This proves very helpful for talking ...
Those are METAR flags. From the G1000 manual:
METAR flags and their associated text are displayed on the Active Flight Plan Page on the MFD. METAR flags appears next to waypoints in the flight plan with an associated METAR. A solid light blue METAR flag indicates the METAR observations are available for a specific waypoint; a hollow light blue METAR flag ...
I don't know if you can check or set the WAAS channel number directly (and I couldn't find anything about it in the C172 G1000 manual) but even if you can there's really no point. When you load the approach, the G1000 gets the WAAS channel number from the database as part of the general approach definition and configures everything automatically.
I heard or ...
If the airway is too far away to accurately determine which leg you are going to intercept, why would you let the G1000 pick the leg you are going to intercept?
You know best what you want and, as you say, ATC may change your heading anyway.
So you shouldn't intercept automatically until you are fairly sure where you are intercepting. Instead you remain ...
This all very much depends on the specific aircraft and how its set up but in general..
+Amps means that the system is charging (pushing current onto the batteries/across the ammeter reading the current in the system). An ammeter in a system is mainly to know if you are drawing from the batteries or pushing to them in other words indicating an alternator ...
Different Aircraft manufacturers actually integrate the modular G1000 hardware and software into their aircraft. In doing so, each manufacturer has a large amount of control as to what features are actually enabled on their avionics in any particular type or airframe. An example of this is the Cirrus Perspective package which is basically a customized G1000 ...
Since the only way to verify that you are receiving the correct signal from a working VOR is to listen to the Morse Code, it is very likely that the G1000 is decoding the Morse Code. If it were only using the database, the pilot is likely to miss a test code or the fact the code is missing all together in the case of a facility under maintenance.
So in summary, quick answers AFAIK to your questions on what the displays mean:
Indications (in flight around 30 min after takeoff):
M BUS E
28.0 VOLTS 28.0
Your Main (M) Bus voltage is 28.0 V.
Your Essential (E) Bus voltage is 28.0 V.
M BATT S
+1.5 AMPS +0.3
Your Main (M) battery is slightly charging at 1.5 A.