G1000 vs Steam guages initial thoughts...

Sam Spade wrote:
I've never used TIS, but I heard before what you state. Problem is the
limited coverage and I understand the feds can turn it off if the need
arises. They can't fiddle with TCAS.

They can also turn of GPS. The Europeans are very concerned about this.

-Robert

Robert M. Gary wrote:

Sam Spade wrote:

I've never used TIS, but I heard before what you state. Problem is the
limited coverage and I understand the feds can turn it off if the need
arises. They can't fiddle with TCAS.


They can also turn of GPS. The Europeans are very concerned about this.

-Robert


But, they have turned off TIS whereas they haven' turned off GPS. The
former is low-level tactical stuff at the air traffic facility level;
the latter is at the presidential and joint chiefs staff level.

The Europeans have been known to cry about falling sky on more than one
occasion. Their "concerns" about GPS defy logic for those involved in
aviation planning and system risk assessment.

I also fly a C-182 with G1000 although my personal airplane in an M20.
The glass cockpit is nice but it sure seems to suck the useful load out
of a C-182. I have more useful load in my Mooney and the 182 burns 3
gals/hr more to go 20% slower than the Mooney.
However, I love being able to download METARs from across the country
and listen to XM radio in the cockpit. Also the C-182's TIS traffic
system is better than the PCAS I have in the M20.

-Robert


wrote:
I have just finished two concurent aircraft learning programs

1)Getting my instrument currency back.
doing some paractice, taking a IPC.
All done in a round dial 172.

2)Getting checked out in a G1000 182.
I've finished the King G1000 VFR and IFR course and spent about
6 hours in the G1000, I've also finished theG1000 182 VFR checkout.

wrote:
I'd been doing quite well at mastering the G1000, ...

I hope after 1000 hours teaching in the G1000 I'll be able to say the
same. I still will occasionally get into a situation where I'm saying
"why isn't it doing what I want". Granted, its now rare but it can
still happen to me.

-Robert, CFII

On Thu, 31 Aug 2006 22:04:22 -0700, wrote:

I have just finished two concurent aircraft learning programs

1)Getting my instrument currency back.
doing some paractice, taking a IPC.
All done in a round dial 172.

snip

I'd been doing quite well at mastering the G1000, but putting the
hood on at 700 ft in the G1000 was really hard after flying my IPC
yesterday in a round dial 172.

Holding altitude is hard the Altitude bug is too small and the rate of
climb indicator is such a different presentaion tha tI find it hard to
track.

It depends on the person to some extent. I find the G-1000 very easy
to interpret even after all the years on the mechanical gages. What I
find difficult is when I have to switch functions, or
change/insert/delete way points. Where I need the time is punching
switches, meaning when to push which switch to get where I want to be.
The first thing to learn is how to get back to the basic screens. Then
work from there.


I t feels like transitioning back and froth from G1000 to round dials
is going to be hard.

Again it depends on the individual, how much you fly on each and how
often you change back and forth. If you change a lot is should soon
become a relatively easy transition.


When one uses the autopilot in the G1000 182, everything is easier,
one has lots of time to think and the situational awareness is
awesome.

I already have a good autopilot that couples to Nav 1 & 2, the DG, and
has altitude hold. I love it. However I'd dearly love to replace all
of that *stuff* with the dual Garmin set up. Unfortunately that would
run close to the actual value of the Deb. I think they figure to
install and check out the whole works in an older plane is around 75
to 80 grand.


Roger Halstead (K8RI & ARRL life member)
(N833R, S# CD-2 Worlds oldest Debonair)
www.rogerhalstead.com