training on G1000
Thread Starter
Joined: May 2006
Posts: 34
Likes: 0
From: FRANCE
training on G1000
HI FOLKS,
Has anyone heard about glasscockpit aviation in Farmindale near New york?They are specialised in flight training in Diamond DA 40, Cirus SR 20,22..Is it easier and faster to get IFR rated on a G1000 equipped airplane?
Thanks for help
greg
Has anyone heard about glasscockpit aviation in Farmindale near New york?They are specialised in flight training in Diamond DA 40, Cirus SR 20,22..Is it easier and faster to get IFR rated on a G1000 equipped airplane?
Thanks for help
greg
Joined: Sep 2006
Posts: 97
Likes: 0
From: Too Low, Terrain.
Hi greg
There is a thread somewhere not too far down this forum about training on the G1000, ill have a look and see if I can find a link for you.
I think the general consensus is that FTOs are having much better pass rates using G1000 equiped aircraft, but there are some "traditionalists" who seem to be against people training in glass cockpits. Understandable that it takes away from using "steam" instruments. But in these modern times, I think it is quite acceptable to be trained up on the G1000 considering the new generation of glass cockpits are the 'norm' now.
Each to their own. The first part of my training will be on a Pa28 using steam instruments, but then onto Diamond Stars and the G1000
JB
There is a thread somewhere not too far down this forum about training on the G1000, ill have a look and see if I can find a link for you.
I think the general consensus is that FTOs are having much better pass rates using G1000 equiped aircraft, but there are some "traditionalists" who seem to be against people training in glass cockpits. Understandable that it takes away from using "steam" instruments. But in these modern times, I think it is quite acceptable to be trained up on the G1000 considering the new generation of glass cockpits are the 'norm' now.
Each to their own. The first part of my training will be on a Pa28 using steam instruments, but then onto Diamond Stars and the G1000
JB
Joined: Jul 2007
Posts: 36
Likes: 0
From: Europe
The Diamond has a G1000 system, The Cirrus uses an Avidyne system.
To be fair they are both glass cockpits.
Once you have used a G1000 aircraft you NEVER want to go back to dials, That is my opinion after flying a G1000 aircraft for the last 2 weeks at Kissimmee airport.
Will want to convert my FAA IR to JAA IR on a G1000 equipped aircraft later in year.
To be fair they are both glass cockpits.
Once you have used a G1000 aircraft you NEVER want to go back to dials, That is my opinion after flying a G1000 aircraft for the last 2 weeks at Kissimmee airport.
Will want to convert my FAA IR to JAA IR on a G1000 equipped aircraft later in year.
Joined: Jul 2006
Posts: 829
Likes: 0
From: South Wales
I remember reading the thread about Glass v Old dials and many people kicked up a fuss.
If technology makes it easier why use the old 'traditional' ways? Cars over the years have become easier to drive ... nobody double clutches anymore as transmission boxes have become more advanced.
As the above post, this is possibly the same route as I'll be looking at. The more I read about EAA and their fleet of Diamonds I am quite tempted to use them for my FAA licences/ratings and then convert to JAA back in the UK with a school like Stapleford who operate DA42's in order to give me the best chance possible of a 1st time pass.
I guess the downfall would be if an air taxi operator offered me a job flying a Piper Navajo with old fashioned instruments
If technology makes it easier why use the old 'traditional' ways? Cars over the years have become easier to drive ... nobody double clutches anymore as transmission boxes have become more advanced.
As the above post, this is possibly the same route as I'll be looking at. The more I read about EAA and their fleet of Diamonds I am quite tempted to use them for my FAA licences/ratings and then convert to JAA back in the UK with a school like Stapleford who operate DA42's in order to give me the best chance possible of a 1st time pass.
I guess the downfall would be if an air taxi operator offered me a job flying a Piper Navajo with old fashioned instruments
Joined: Apr 2007
Posts: 81
Likes: 0
From: Europe
I trained on steam gauges, and flew G1000 in a DA40. The transition is not that obvious, many reflexes have to be re-trained.
I'm not surprised that FTOs have better pass rates, but I don't think a glass cockpit makes the IFR training shorter or easier - it's just another way of presenting the same problems (ok, I trained in a Bonanza with dual GNS430, RMI and HSI...).
Moving from dial to speed and altitude tapes for example is not that easy. Where flying x'000 ft means "keep the needle vertical" on a classical altimeter, it's not the same with a glass cockpit. This is where a smart us of the bugs can help a lot.
I wrote several posts on my blog about my G1000 conversion. A good starting point to read about that is http://www.plasticpilot.net/blog/tag/g1000/
And by the way, Cirrus is now offering the G1000 as well, in the so-called "Cirrus perspective". Note also that Avidyne system is not as integrated as the G1000, as it does not include the radios. This is a different approach, with different failure modes. Please, I did not said any is better than the other.
I'm not surprised that FTOs have better pass rates, but I don't think a glass cockpit makes the IFR training shorter or easier - it's just another way of presenting the same problems (ok, I trained in a Bonanza with dual GNS430, RMI and HSI...).
Moving from dial to speed and altitude tapes for example is not that easy. Where flying x'000 ft means "keep the needle vertical" on a classical altimeter, it's not the same with a glass cockpit. This is where a smart us of the bugs can help a lot.
I wrote several posts on my blog about my G1000 conversion. A good starting point to read about that is http://www.plasticpilot.net/blog/tag/g1000/
And by the way, Cirrus is now offering the G1000 as well, in the so-called "Cirrus perspective". Note also that Avidyne system is not as integrated as the G1000, as it does not include the radios. This is a different approach, with different failure modes. Please, I did not said any is better than the other.
