G1000 checkrides

K

Kalikiano

New Member
How do these differ from a non G1000 ride?

GPS usage?

Good ol wiz wheel diversions?

autopilot usage?

Anyone that has done a private G1000 checkride please let me know how it went for you.
 
And don't get too reliant on the moving map. The examiner can always put it in reversionary mode and do away with it.
 
I've never done a checkride in a G1000 airplane, but on both my private and commercial rides the examiner failed the GPS that was in the airplane during the cross country segment by putting it into a mode where I couldn't get any useful navigation information from looking at it.

For the rest of the check ride (stalls, steep turns, ground reference maneuvers, and landings) the avionics don't really make much of a difference anyway
 
I did my IR in a G1000. Make sure you know how the basic system works and be able to show the examiner about some of the functions. (use of gps)
I was given different scenarios during the checkride (what happens if ABCD fails? what systems would you have available in case of ABCD goes out)
)I got the Glass cockpit handbook by Max Trescott's and it sure helped me a lot.
Good luck,
 
I did the first half of my Instrument rating in a 6-pack, and the second half in the G1000. the only thing i didnt like about this was when it came checkride time, i was expected to know both systems. I took the actual instrument ride in the g1000. I also did my entire CFII in the g1000.

I guess the only real difference in the checkrides is the way the examiner goes about doing partial panel. As said above, make sure you know what instruments/displays you will lose if a certain LRU fails (AHRS, ADC, Etc..)

Partial panel on the g1000 for me on both rides was just the examiner dimming the Primary display to black. I put it in reversionary mode to show i knew an easy fix to it. then he gave me my display back.

On my CFII ride, the examiner actually made me shoot a VOR approach with a piece of paper covering everything except the HSI needle, it was an interesting set up, and it didn't work very well.
 
We have a cutout that blocks out the primaries and leaves the HSI visible. I used to use the little stick on's from Sportys. That is until I realized that I hate sportys and they have some really cheaply made crap.
 
I don't think there is much of a difference, from what I have seen.

I've never had one personally but I have sent a good many students on G1000 checkrides. I never get a report of it being much different from a non-G1000 ride.
 
For the oral, know the components of the G1000. Know what an accelerometer is, and know that the AHARS and avionics units are mounted behind the baggage compartment (I'm assuming you're in a Cessna).

You'll be expected to know how to use the autopilot (and, for the oral, the limitations of the autopilot). You won't use it much on the checkride, but know how to program climbs, descents, etc.

Even if your plane doesn't have an ADF, remember that the DPE can use the bearing pointer function similarly.

The rule of thumb for a private checkride is that you need to know how to do everything in the PTS with TOMATOFLAMES and nothing else.
 
Examiner I talked to locally here said the following:

Whatever that airplane comes with, know how to use it (auto-pilot, GPS, NDB, RNAV, etc..) He wants to see proficiency in any aircraft and configuration.
 
It greatly depends upon the examiner. Most examiners are hard pressed to figure out how to set up a "partial panel" in a G1000 aircraft. However, if you do a check with someone who does understand the system, be prepared for in depth questions and a wide variety of simulated failures.
 
The only time I have used GPS on a checkride was on my IR, he asked me to do an intersection hold but I had called up to get the notams, and one of the required VORs was out (it pays to check) so I instead did a GPS hold. After I entered he told me that he actually wanted me to do a DME hold, but liked how I chose the easier, more accurate way so he let me continue it as a GPS hold, even after I offered to switch methods.

I opted to do my IR in the old steam gauges instead of the G1000 because I felt that it would be better for me to learn the more difficult way.
 
When I performed stage checks for PPL students with G1000 equipment, I normally tested thing with and without the gizmos working. Diversion using basic skills, but then say 'practically you're going to use the GPS right? Show me how you would do that.' Definitely a good time to show me that you can put the autopilot on, get some SA by using the MFD or a direct-to airport function.

Also what you will do when things fail, and then fail the PFD, or MFD. I prefer to fail the MFD, get the GPS simulated failed too. Show confidence in good ol pilotage and the 'outage' won't last long.
 
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