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#21
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G1000 vs Steam guages initial thoughts...
Sorry, G58 typo.
"Jim Macklin" wrote in message news:Jo_Jg.6567$SZ3.5312@dukeread04... |I want to fly a G36 and G59 Beech. No corner or cost limits. | | | | "Robert M. Gary" wrote in message | oups.com... || || Sam Spade wrote: || The G-1000 probably works best when you either use it | exclusively or || have a lot of total time and experience in going back | and forth. || || Amen! The procedural training required for the G1000 is | much more || complex than for round dials. If you don't fly it | regularly its very || easy to accidentally miss a step or do things in the wrong | order. || Especially when setting up an approach or programming the | autopilot. || Can't tell you home many times students have set the VS in | the || autopilot and set the target altitude and forgotten to arm | the altitude || and flown right through it. || Unfortunately the Cessna implementation of the G1000 and | the KAP 150 || does not integrate altitude so the altitude you set in the | G1000 is not || used by the autopilot. Mooney did a better job with the | G1000 driving || the autopilot target altitude so your bug and the | autopilot are in || agreement. || || -Robert, G1000 CFII || | | |
#22
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G1000 vs Steam guages initial thoughts...
Jim Macklin wrote: That's all great, but the battery and alternator run it all. I want myself and my students to have their minds actively involved, not just a spectator. You would have to lose the alternator and 2 batteries (the G1000 has its own emergency supply). In anycase if you did lose power you wouldn't get 10 degrees pitch up, you'd be a blank screen, in which case you use the 3 emergency round dials below the Garmin system. My point is that failures in the G1000 should be very, very obvious and teaching students to second guess the pitch attitude from the AHRS is probably not as big a bang for the buck as the suggested training layed out in the FITS manuals. -Robert |
#23
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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 |
#24
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G1000 vs Steam guages initial thoughts...
Jim Macklin wrote: More likely Linux or a machine code. I would be surprised if they wrote their own OS but its possible. We often use Embedded Windows in our products (electronic test equipment). We could use Linux but Embedded Windows is more stable. There is no way for the customer to tell its Windows though. I bet there are a lot of devices out there running embedded Windows that customers don't know about (self-checkouts, gas pumps, etc). -Robert |
#25
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G1000 vs Steam guages initial thoughts...
Mt point is that the G1000 is easy that the pilot WILL
become totally dependent on the nav display for situational awareness. If it fails, the pilot will not have any idea on how or where to go. Backup battery is fine, but in many areas there isn't an airport of any king within 30 minutes, and an IFR approach will be difficult. I'm not worried about the control being lost, I'm worried about the pilot being lost. "Robert M. Gary" wrote in message oups.com... | | Jim Macklin wrote: | That's all great, but the battery and alternator run it all. | I want myself and my students to have their minds actively | involved, not just a spectator. | | You would have to lose the alternator and 2 batteries (the G1000 has | its own emergency supply). In anycase if you did lose power you | wouldn't get 10 degrees pitch up, you'd be a blank screen, in which | case you use the 3 emergency round dials below the Garmin system. My | point is that failures in the G1000 should be very, very obvious and | teaching students to second guess the pitch attitude from the AHRS is | probably not as big a bang for the buck as the suggested training layed | out in the FITS manuals. | | -Robert | |
#26
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G1000 vs Steam guages initial thoughts...
Very possible, Windows is the OS of choice on the desktop
because it is windows. But the code can do a lot, and when limited inputs and no network connection, NT code is secure and stable. But these "black boxes" that run FAA TSO and ARINC hardware have been around a while and they pre-date NT so backward compatibility is an issue. The manual is downloadable, it would probably have the specs. "Robert M. Gary" wrote in message oups.com... | | Jim Macklin wrote: | More likely Linux or a machine code. | | I would be surprised if they wrote their own OS but its possible. We | often use Embedded Windows in our products (electronic test equipment). | We could use Linux but Embedded Windows is more stable. There is no way | for the customer to tell its Windows though. I bet there are a lot of | devices out there running embedded Windows that customers don't know | about (self-checkouts, gas pumps, etc). | | -Robert | |
#27
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G1000 vs Steam guages initial thoughts...
Robert M. Gary wrote:
Jim Macklin wrote: More likely Linux or a machine code. I would be surprised if they wrote their own OS but its possible. We often use Embedded Windows in our products (electronic test equipment). We could use Linux but Embedded Windows is more stable. There is no way for the customer to tell its Windows though. I bet there are a lot of devices out there running embedded Windows that customers don't know about (self-checkouts, gas pumps, etc). Often, the best way to tell is to watch it boot. Our MX-20 prints some window-ish things on the screen when it powers up. I've also seen ATMs in banks dispaying blue screens of death. |
#28
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G1000 vs Steam guages initial thoughts...
Jim Macklin wrote: Mt point is that the G1000 is easy that the pilot WILL become totally dependent on the nav display for situational awareness. If it fails, the pilot will not have any idea on how or where to go. Backup battery is fine, but in many areas there isn't an airport of any king within 30 minutes, and an IFR approach will be difficult. I'm not worried about the control being lost, I'm worried about the pilot being lost. But again, I think you would notice both screens going blank. Teaching students to look for errors in displayed pitch is probably not useful (or probable). An IFR approach with a totally dead G1000 isn't possible under any situation. You have no VORs, no GPSs, and only can talk on 121.5. You just can't shoot an approach with the backup A/S, altimeter, and attitude indicator. The chance of a total failure of the G1000 is much less than the chance that my Mooney loses its only electrical bus and my handheld GPS fails at the same time. All that being said, I really don't see a situation where a student becomes dis-engaged from the system. Flying the G1000 system can be demanding. Flying an ILS in my old Mooney is (in many ways) much easier than programming the approach sequence in the G1000. The G1000 may be safer but the Mooney does not require as much pilot attention. -Robert |
#29
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G1000 vs Steam guages initial thoughts...
Roy Smith wrote: I've also seen ATMs in banks dispaying blue screens of death. I'll take the blue screen of death over the "sad Mac" any day (old Mac users know what I'm talking about). -Robert |
#30
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G1000 vs Steam guages initial thoughts...
In article om,
Robert M. Gary wrote: Roy Smith wrote: I've also seen ATMs in banks dispaying blue screens of death. I'll take the blue screen of death over the "sad Mac" any day (old Mac users know what I'm talking about). I'm certainly familiar with sad Macs. On the other hand, these days I run OSX, which is about as rock solid an OS as I've ever seen. |
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