Actually FlyingNasaForm hits directly on the problem I saw as a test writer for the G3000 system- it is not quite ready to do much of the functions of a traditional Honeywell or Collins FMS, precisely the problem.

G1000 does not even try so we must scratch that option out if we want a true FMS. The G1000 was placed into a few entry level business jets, works ok there as long as you know what your limitations are. But it was never meant to be in a fast airplane such as a CRJ. I certainly would not recommend a retrofit from a Collins ProLine for anything that operates in a Part 121, 135 or high level Part 91 environment.

The G3000 tries a lot harder to bridge the gap by incorporating some FMS functions, but in a limited way. There are no TOLD functions, there are some weak performance functions as mentioned by FNF, some rather contrived navigation functions, and some nav functions I would have to describe as poorly thought out. The 3000 consolidates a lot of the otherwise scattered functions of a Collins or Honeywell cockpit. It adds the novelty of true touch screen functionality to an airplane also, a huge accomplishment.

The touch screen consist of a single pedestal located unit that resembles an FMS box- but be careful here, because it is not a true FMS. The central touch screen unit (central data unit, or CDU) serves to simplify and consolidate things like never before, it puts things into a central location eliminating single purpose button scatter and relieves the PFDs from many duplicated knobs and functions. Great, the result is a clean and logical cockpit that does things very efficiently, looks good and is easy to learn and intuitive.

But the core weakness in my opinion having spent a year developing tests for it, is that Garmin refused to solve the issue of how to a duplicate the functions of a traditional FMS. It drove me nuts writing test plans for the G3000 because I had to decide whether they were attempting to duplicate an FMS and needed to be tested as such, or not. Last I heard even the FAA is not sure.

I decided Garmin was attempting to preserve as much of the G1000 system as possible to save money. It costs a ton of money in R&D mostly tied to certification activities to veer away from a proven system, and while adding just enough traditional FMS functionality will appease some entry level bizjet manufacturers. However it was iffy whether it would work for the FAA at the time I worked on it in 2011, and I promise it was problematic for legacy bizjet pilots who are familiar with older systems.