Flying meets video game.

I think i would just be a little skeptical to totally rely on something like that, but I guess if its FAA approved..
 
Yup its a software update. That seriously makes it look idiot proof. It looks like flying microsoft flight simulator. Even I could do that!!!!
 
I already have a big enough problem with teaching instrument students in the G1000. It is a huge crutch for a poor scan and bad situational awareness. Now with this they won't have to think at all about what is going on.
 
Pilot877 said:
Looks neat! How long until the first genius decides to shoot his own "CAT III" in a 172?
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My buddy did that to an airport with no Instrument approaches, He just scrolled the GPS all the way in. :/ Not saying I'm advocating it but people will do all sorts of things.
 
Mid air collisions? oh, I imagine it can display other aircraft in the area... then you could get sweet 3rd party software to decorate them in different colors.

Interesting how many of the light GA aircraft are becoming much more advanced than some of the aircraft operating in the 121 environment.
 
Milesar said:
Interesting how many of the light GA aircraft are becoming much more advanced than some of the aircraft operating in the 121 environment.
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It is interesting. Also of note, airline pilots have FAA-approved training on avioinics packages included in groundschool. Unfortunately, GA has yet to catch up.

There is nothing from stopping me from going out, and flying one of these gee-whiz avionic machines. I have 9 years of glass behind me, and I can't tell you the first thing about making that thing go.

The other thing that concerns me, and hopefully you guys that are out there flying this stuff can help me, is what happens when the screen dies? I've lost a few screens myself in my day. We had 5, and 4 of them could display the PFD. I've shot approaches on peanut gauges, and it's no fun.

Is the GA world doing anything for standardized training or the like for these extraordinarily complex avionics? Is there training in managing the avionics in a complex, and dynamic environment (i.e.; It's low IFR, you've had your approach programmed, and ATC turns the boat around?)

I know in my past life there were strict automation management procedures, and time devoted to task management. I've seen crews getting themselves disoriented because there was mismangement of the avionics. Are there GA training programs that address this?

Thanks for your answers.
 
I actually did some experiments flying using a similar display system while in college. It was part of some Human Factors research being conducted by our university. Personally, I thought the system was terrible. I was spending much more time flying "inside" than I was outside. Plus, doing approaches in the "highway in the sky" arrangement was not conducive to flying smooth. I was so worried about staying in the boxes, I did not focus on smooth, coordinated turns.

In some ways, it did help with situational awareness, but that's about it. There are some advances in this system that were not available in the experiment, such as terrain warnings and obstacle warnings, which would be nice to have. Overall, however, I was not impressed.
 
rostato said:
Yup its a software update. That seriously makes it look idiot proof.
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Looks can be deceiving. I really dislike using the G1000 for primary or initial instrument instruction, as stated above its just a crutch.
 
Polar742 said:
The other thing that concerns me, and hopefully you guys that are out there flying this stuff can help me, is what happens when the screen dies? I've lost a few screens myself in my day. We had 5, and 4 of them could display the PFD. I've shot approaches on peanut gauges, and it's no fun.

Is the GA world doing anything for standardized training or the like for these extraordinarily complex avionics? Is there training in managing the avionics in a complex, and dynamic environment (i.e.; It's low IFR, you've had your approach programmed, and ATC turns the boat around?)

I know in my past life there were strict automation management procedures, and time devoted to task management. I've seen crews getting themselves disoriented because there was mismangement of the avionics. Are there GA training programs that address this?

Thanks for your answers.
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Hey Polar, I can try to answer some of your questions. I've flown on the steam gauges for 60 hours, and now the G1000 for 60 hours, and now I'm alternating between the two. I prefer the G1000 hands down, it has so many helpful features.

It has a redundant screen. If the PFD dies, you hit the emerg. backup display and the AHRS will load on the MFD screen. If both go out, you use the standby instruments which are powered through a seperate static system and use the magnetic compass.

Each flight school does their own G1000 training, I used the King Schools G1000 course and roughly about 5 hours of dual to get used to it. I haven't even begun the IFR portion of it yet, but there is a LOT of stuff to learn. I haven't really come across any training about mismanagement, but I have made a few mistakes while flying the G1000 that I know I won't make again. One time I was flying over the coast and was turning back towards PIE, so I scanned the area just before I began a standard right turn towards the airport. About 15 seconds after I started it, the traffic awareness in the plane went off, I glanced at the MFD quickly and noticed that the other aircraft was right next to me at the same altitude, what I didn't notice is that I had the map zoomed out quite a bit, so it showed that he was right next to us. Needless to say, I panicked a little, but thankfully nothing happened, I started a sharp right climbout and never actually did see the other plane.
 
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