Garmin1000
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Join Date: Jul 2010
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Garmin1000
Question for anyone that has transitioned from steam to the G1000:
For VFR flyers:
How long before you were 100% comfortable operating it?
Are you confident that you know everything you need to know in case of system failure?
Do you know where to find all the info you need?
For IFR flyers:
All of the above + how many hours flying it before you would be comfortable going into IMC?
Ta.
For VFR flyers:
How long before you were 100% comfortable operating it?
Are you confident that you know everything you need to know in case of system failure?
Do you know where to find all the info you need?
For IFR flyers:
All of the above + how many hours flying it before you would be comfortable going into IMC?
Ta.
Join Date: Nov 2010
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Have been operating a C206 with it for around 5 months now. Along with lots of reading of the Cockpit reference guide and POH. Was able to operate with it straight off the bat. Got comfortable after maybe 6-8 weeks. Probably 70 hours of flying. All VFR
You can get a trainer for it off the net. It's not terribly difficult and if you have used a 430 or similar it's menus all follow a very similar logic. In terms of just flying the real change is to train yourself to read numbers for altitude and speed rather than look for the hands pointing the right way. I found my altitude holding wasn't as accurate at first, 200ft off didn't look as big an error on the tape as it does on the clock face style altimeter and my scan wouldn't pick it up as readily.
In terms of the other functions, read the manual, play around on the trainer and possibly do a quick easy nav you can do in your sleep to play with all the functions. I definitely think it's easier to go from steam to glass than the other way around as long as you take it slow, don't succumb to info overload and remember at the end of the day you still have a 6 pack, it just looks a bit different.
In terms of the other functions, read the manual, play around on the trainer and possibly do a quick easy nav you can do in your sleep to play with all the functions. I definitely think it's easier to go from steam to glass than the other way around as long as you take it slow, don't succumb to info overload and remember at the end of the day you still have a 6 pack, it just looks a bit different.
Join Date: Jan 2010
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Jack, I use it in the caravan. VFR operation but we keep the aircraft IFR maintained. Was my first G1000 and after the beaver was information overload, but you learn to adapt.
I am now comfortable flying the G1000s, and prefer it over the steam driven caravans. Just practice with the online trainer.
I am now comfortable flying the G1000s, and prefer it over the steam driven caravans. Just practice with the online trainer.
Jack yes. It's great for situational awareness if you know what it's doing. Having a big map to your right can instantly orientate you but don't forgot to remember you are still flying a VOR approach (or whatever), you'll have the HSI in front of you, nice and big and that's your primary "location" instrument. Some people get fixated on the map. If in doubt, a bit like autopilots, you can get rid of all the fancy stuff and treat it like a normal aeroplane.
I only have experience with G1000s and relatively low time pilots, so these observations may be different for people with considerable time. I can't recommend playing with the trainer on the ground, then sitting in the plane and the manual are invaluable. It's a powerful bit of kit that can enhance your flying but if you are wallowing around in menus it can slow you down.
I only have experience with G1000s and relatively low time pilots, so these observations may be different for people with considerable time. I can't recommend playing with the trainer on the ground, then sitting in the plane and the manual are invaluable. It's a powerful bit of kit that can enhance your flying but if you are wallowing around in menus it can slow you down.
Join Date: Apr 2011
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Eversmann, possibly my old ride - blue and white with gold/silver stripes?
Jack, I will more than likely have people lecture me but I went into IMC about an hour into my first flight with it. Little bit of reading up on the necessities before hand. No dramas at all once you get over the tendency to chase the altitude tape to the exact number, the magenta track diamond is ridiculous for precision flying.
At the end of the day it's exactly the same logic as any newer Garmin unit, whack on the autopilot and have a play with it.
Going back to typical GA piston twin avionics for my base check at new job after about 700 ifr hours was much worse than the transition the other way. I would often only use the minimum features of the unit to get by in an effort to avoid complacency, had a few goes at flying in simulated IMC with the standby instruments and compass - wasn't too bad and I would have been confident of somehow getting on the ground safely.
Enjoy!!
Jack, I will more than likely have people lecture me but I went into IMC about an hour into my first flight with it. Little bit of reading up on the necessities before hand. No dramas at all once you get over the tendency to chase the altitude tape to the exact number, the magenta track diamond is ridiculous for precision flying.
At the end of the day it's exactly the same logic as any newer Garmin unit, whack on the autopilot and have a play with it.
Going back to typical GA piston twin avionics for my base check at new job after about 700 ifr hours was much worse than the transition the other way. I would often only use the minimum features of the unit to get by in an effort to avoid complacency, had a few goes at flying in simulated IMC with the standby instruments and compass - wasn't too bad and I would have been confident of somehow getting on the ground safely.
Enjoy!!
Jack,
A lot of good advice has already been given. All I can say is go for a 1 to 2 hour flight in VMC and play with the unit by pressing every button in its entirety to see what it can do with the manual beside you.
The GPS is very Garminised in that the operating logic is similar to the 530/430 units. The only real difference I can recall is the VNAV function, which is a bit more convoluted than the 530, but very useful.
The GFC700 autopilot is the best GA autopilot you will ever use, but a thorough understanding of the operating logic is essential.
Go and have some fun with it.
A lot of good advice has already been given. All I can say is go for a 1 to 2 hour flight in VMC and play with the unit by pressing every button in its entirety to see what it can do with the manual beside you.
The GPS is very Garminised in that the operating logic is similar to the 530/430 units. The only real difference I can recall is the VNAV function, which is a bit more convoluted than the 530, but very useful.
The GFC700 autopilot is the best GA autopilot you will ever use, but a thorough understanding of the operating logic is essential.
Go and have some fun with it.
Join Date: Nov 2010
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@Vincent Chase Nah mate imported from the states
OT: From what I've heard the GFC700 is the shiz niz. Unfortunately ours has the KAP140 and has started giving us issues and notorious for having pitch trim servo problems.
OT: From what I've heard the GFC700 is the shiz niz. Unfortunately ours has the KAP140 and has started giving us issues and notorious for having pitch trim servo problems.
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G1000 is a dream to operate. Did my entire training in G1000 equipped in FL. In IMC its wonderful. There is an app for it on the ipad to get yourself used to it.
Occasionally had a few quirks like HSI needle vanishing in certain areas of FL but otherwise very reliable considering the Flight school left the a/c out all the time in the hot summer sun.
Occasionally had a few quirks like HSI needle vanishing in certain areas of FL but otherwise very reliable considering the Flight school left the a/c out all the time in the hot summer sun.
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Yes the KAP140 is a piece of ****. Spent a lot of those 700 hours hand flying.
30 minutes would be closer to the mark if you are proficient with Garmin hardware and IF current.
On some ils the inbound course on the unit was wrong, so when the unit auto sets the course on identifying it you have to manually reset to the correct course.
Have had the screen fill with red X's a few times, once hand flying in IMC - see above KAP140 statement.
The standby battery used to occasionally flash up with a negative charge warning, this would over ride whatever engine/system page you were on and take you back to default page. Solution for this when leaning was to switch the stby battery off, lean and turn it back on.
And yes the leaning part of it is ****house.
30 minutes would be closer to the mark if you are proficient with Garmin hardware and IF current.
On some ils the inbound course on the unit was wrong, so when the unit auto sets the course on identifying it you have to manually reset to the correct course.
Have had the screen fill with red X's a few times, once hand flying in IMC - see above KAP140 statement.
The standby battery used to occasionally flash up with a negative charge warning, this would over ride whatever engine/system page you were on and take you back to default page. Solution for this when leaning was to switch the stby battery off, lean and turn it back on.
And yes the leaning part of it is ****house.
The PFD is a plain and simple straightforward to transition from steam, but the MFD is a little harder. For my first hard IFR flight I had Garmin 295 as a situational awareness tool, just in case there was any confusion with the G1000 NAV page.
Changing flight plans/active legs is where I found the only difficulty. With about 550 hrs behind a G1000 I would now have difficulty flying with anything else.
Changing flight plans/active legs is where I found the only difficulty. With about 550 hrs behind a G1000 I would now have difficulty flying with anything else.
The only thing I don't like about the G1000 is the HSI in arc mode. It looks slightly skewed and not a good display at all (IMO). I always prefer arc mode when flying. I notice the G500/600 does not have an arc mode for the HSI.
Other than that a terrific bit of gear.
Other than that a terrific bit of gear.
