172 G1000
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To be honest matey unless you intend only ever to fly a g1000 post ppl I would learn in a traditional analogue aircraft then convert for various reasons .There are only a handful of g1000's in the uk at the moment so your chances of hiring of one would be a difficult task to say the least following your ppl . YOu would also be unable to realistically fly an analogue aircraft without having some sort of differences training . I am lucky enough to be in a group operating a g1000 172 . The main advantage of the g1000 is the gps MFD set up , no part of which you be allowed to use during your ppl training ,although I stand to be corrected . so you would only be using the pfd all of which represents what you find on analogue instruments . This g1000 set up would also increase the cost of the training well over and above what you pay for a 152 or pa38, plus the fact its a four seater also . So unless you going to purchase a g1000 172 or have the use of one on a permanent basis I would learn in something cheap and cheerful and move up after graduation . Be aware also that the ground exams specifically the aircraft technical examine knowledge of the analogue systems and not the highly specialised g1000 avionics .
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London aviation, naples
http://www.londonaviation.com
I don't know if they do JAA, but i do know they can do an FAA ppl in the 172 with the g1000. Nice school, very plesant place.
I don't know if they do JAA, but i do know they can do an FAA ppl in the 172 with the g1000. Nice school, very plesant place.
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What I was looking at the FAA IR in the USA in 2005, I found quite a lot of schools having G1000 equipped Cessnas. And that was nearly 2 years ago...
Whether one wants to learn in one of these is another matter. The plane I fly back home doesn't have one, and I didn't want to spend a couple of days or more learning the G1000, only to probably never fly behind one again. So I chose a school with basic planes.
For a PPL, I would again chose a basic plane, but one in good condition. One with an autopilot and a slaved HSI is worth going for because you then learn stuff which is worth knowing generally.
There is a lot of wreckage around in the USA training scene - just like the UK. Best avoided.
Don't forget that the school needs to be in SEVIS to issue an I-20, etc. Pilotdom - PM me if you need a detailed list of how to get the visa/TSA paperwork sorted.
Whether one wants to learn in one of these is another matter. The plane I fly back home doesn't have one, and I didn't want to spend a couple of days or more learning the G1000, only to probably never fly behind one again. So I chose a school with basic planes.
For a PPL, I would again chose a basic plane, but one in good condition. One with an autopilot and a slaved HSI is worth going for because you then learn stuff which is worth knowing generally.
There is a lot of wreckage around in the USA training scene - just like the UK. Best avoided.
Don't forget that the school needs to be in SEVIS to issue an I-20, etc. Pilotdom - PM me if you need a detailed list of how to get the visa/TSA paperwork sorted.
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172 G1000
Hi Thanks for replying to my post about G1000 172's. I hope you dont mind me PMing you. Im the kind of person who likes to learn and fly in the most up to date aircraft as possible. The reason I ask about G1000 training is the group I would like to join after I have my PPL has a G1000 172 and Also a 182T with G1000 cockpit. I have 15 hours training already in a 172 but id like to go to america and finish off my traing and id like to learn in a nice aircraft. Like you say if I could find a flight school with maybe a couple of year old 172's with autopilots etc then that could be good aswell.Do you know of any such schools? Also could you tell me a bit more about getting the Visa's sorted?
Many Thanks
Dominic
Many Thanks
Dominic
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dominic I may be wrong but are you considering joining the group at barton? as far as I know we are the only ones with those 2 aircraft although I tand to be corrected, if so if you join the group you can get your ppl as a member for 110 per hour . not bad on a brand new a/c and in line with other flying schools flying ****e pa38s and 152's worth considering
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Just to compare a 2005 C172 G1000 rents for $85 dry in northern California, AV Gas is $3.80 a gallon ( firgure 10 gallons an hour max ) no landing fees etc......Instructors run about $40 an hour average.....
Here is a good link to see what aircraft rental prices are like in Northern California.
http://www.california-airways.com/OurAircraft.html
Here is a good link to see what aircraft rental prices are like in Northern California.
http://www.california-airways.com/OurAircraft.html
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Dom - Unless you learn the basics, steam instruments, no autopilot etc. you'll never learn to fly properly. You'll need to learn enough to just get a PPL let alone having to learn the vagaries of glass panels. Do that once you have learnt how to fly, been issued a PPL and consolidated your experience. And as for only flying the most modern, why are you bothering with Cessna products? You'd be hard pressed to find more ancient designs!
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Why does learning to fly with a glass panel mean you can't learn the basics? What exactly do you think it shows you? It's not like it flashes up messages saying "push the yoke forward a bit, now left a bit, better call downwind soon, shall we do this one with flaps or without?".
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hmmm piltdown man , I would be interested to see what 4 seat piston engined aircraft are out there with more advanced avionics than the garmin 1000 . Also bear inmind the Garmin 1000 is exactly that , its a garmin , it is not a cessna product its a garmin product but maybe thats just semantics
I agree with you though and stand by my original post , if you are only ever gonna fly g1000 then fine , if your not then dont learn on anything other than analogue
I agree with you though and stand by my original post , if you are only ever gonna fly g1000 then fine , if your not then dont learn on anything other than analogue
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I agree that it may be better to learn in the traditional clockwork cockpit, then upgrade to 'glass', but ours is not to reason why, you pays your money and takes your choice!
I have flown new G1000 C172s rented from two different establishments on the gulf coast of Florida, in the St Petersburg area. Hope fully the following web addresses are correct, although you may have to call the second one as they don't seem to advertise hire & prices on the site but I usually hire from Bay Air.
www.clearwaterairpark.com
www.bayair.com
Happy flying!
I have flown new G1000 C172s rented from two different establishments on the gulf coast of Florida, in the St Petersburg area. Hope fully the following web addresses are correct, although you may have to call the second one as they don't seem to advertise hire & prices on the site but I usually hire from Bay Air.
www.clearwaterairpark.com
www.bayair.com
Happy flying!
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I agree with drauk; for VFR it cannot matter.
I can think of two things though:
For IFR, there is a lot more to learn in the way of equipment and if one is used to other more basic kit then a G1000 is likely to add a few days to the training particularly if GPS approaches are flown - which they are sure to be if training in an IFR GPS equipped plane in the USA.
Even for VFR, the FAA examiner is entitled to ask the student to show mastery of everything fitted. (I think this is very clever of the FAA because it modernises the PPL syllabus without them getting stick for making training more expensive.) This means loading a route into the GPS, using the autopilot functions, etc. Not a big deal, and unavoidable unless one trains in something completely basic (like most UK training spamcans are) but I wouldn't like to guess how much it will take to teach a PPL student to do all that. It can be quite a leap forward for some people. I've flown with PPLs who have been flying for decades and who wouldn't touch any "avionics" with a bargepole.
In general, I do believe in training in something as close as possible to what one will be flying afterwards. This means you get your PPL and already have many hours on the type. In safety terms, this is priceless.
I can think of two things though:
For IFR, there is a lot more to learn in the way of equipment and if one is used to other more basic kit then a G1000 is likely to add a few days to the training particularly if GPS approaches are flown - which they are sure to be if training in an IFR GPS equipped plane in the USA.
Even for VFR, the FAA examiner is entitled to ask the student to show mastery of everything fitted. (I think this is very clever of the FAA because it modernises the PPL syllabus without them getting stick for making training more expensive.) This means loading a route into the GPS, using the autopilot functions, etc. Not a big deal, and unavoidable unless one trains in something completely basic (like most UK training spamcans are) but I wouldn't like to guess how much it will take to teach a PPL student to do all that. It can be quite a leap forward for some people. I've flown with PPLs who have been flying for decades and who wouldn't touch any "avionics" with a bargepole.
In general, I do believe in training in something as close as possible to what one will be flying afterwards. This means you get your PPL and already have many hours on the type. In safety terms, this is priceless.
