Thank you very much for diving in to my questions. Your answers are very helpfull. The hold-mode of the DME is a good enough solution. In most cases the situation is what you describe (DME=NAV1).

The ADF and DME receivers are options for the G1000. If you buy them, they’re completely “hidden”, you interact with them via the PFD. The audio panel has an “ADF” and a “DME” buttons for beacon identification.

All indications are on the PFD. The will drive one of the pointers in the RMI depicted around the HSI, and the DME is displayed in a window at the bottom left side of the HSI.

There is no direct way to tune a DME frequency in, but you can select the “HOLD” mode, in which case the DME receiver will stay on the frequency it was last coupled with, even if you change the corresponding NAV receiver. As I already mentioned, changing the DME mode is so complex that I won’t use such a function. Even on classical panel planes, I usually flies with NAV1, DME on 1, and NAV2 is set with the next NAVAID or a crosscheck.

As far as I know, there is no possibility to integrate a second ADF.

I hope this answer your questions.

I agree with you, but I also know many pilots and instructor using the double ILS setting. This practice comes from airlines, where there is one pilot flying, and the other one managing the rest, including the radios. So in case of go-around, the flying pilot just gets the nose up and applies power, and the non-flying pilot will set the radios for the missed-approach. People being trained in an airline context will do the same.

But I agree that when flying single pilot, it makes the go-arround much simple to manage if your go-arround navaid is already tuned in.

The other point where tuning the second NAV to the ILS can be interesting is if the receiver itself fails close to the minimum. If you don’t have the ILS on the second receiver, you will have to go-around, as it would be too risky to continue descent while you tune it on the NAV2.

Once again, and to be synthetic, I think that dual ILS tuning is fine when working multi-crew, but not for single pilot operation, where the go-around actions shall be limited to a strict minimum.

About the VOR on RMI, this already existed with non-glass cockpits. The bonanza I flew was equipped with a dual needl RMI. The yellow needle was always the ADF, but the green one could be coupled to NAV1, NAV2 or GPS.

I will need a bit more time to answer your second comment, as I’ll have to go back to the G1000 manual for some details.

In most cases I use the second receiver tuned to an VOR for missed approach procedures, in case the VOR is part of the procedure of course. Setting the frequency of the VOR (or toggle it from standby) during a missed approach is not a good idea.
The G1000 has the very nice feature of enabling a bearing pointer to a VOR (RMI like).