glass cockpits...

SoCalAprch said:
That is impressive :D But its tough to teach natural situational awareness in a G1000. The students I have instructed in the G1000 would be lost if they had to navigate using raw data (VOR/NDB) in a round dial plane.
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This isnt a fault of yours but those students who instructors fail to teach them the basic 6 pack knowledge are not doing their jobs. I have 100 plus hours in G-1000 however I learned primarily on a 6 pac for my instruments. I also incorperated the G-1000 however made a effort to take time in the frasca to get the 6 pack scan down. Period G-1000 is great for those needing glass time to get adjusted to that picture for a future airline job.

Side note to above... I much rather take a g-1000 cessna 182/206 anyday over a seminole even with G-1000 abilities. Cheaper to fly and just as good of a bird if not better... But that's personaly choice ;)!
 
meyers9163 said:
This isnt a fault of yours but those students who instructors fail to teach them the basic 6 pack knowledge are not doing their jobs. I have 100 plus hours in G-1000 however I learned primarily on a 6 pac for my instruments. I also incorperated the G-1000 however made a effort to take time in the frasca to get the 6 pack scan down. Period G-1000 is great for those needing glass time to get adjusted to that picture for a future airline job.

Side note to above... I much rather take a g-1000 cessna 182/206 anyday over a seminole even with G-1000 abilities. Cheaper to fly and just as good of a bird if not better... But that's personaly choice ;)!
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I disagree but I guess different strokes for different folks. I don't see a problem teaching a commercial student in a G1000 but for anything before that I think they should put in their time with the 6 pack. I learned on Seminoles and instructed a ton on G1000 equipment. Now I fly an ERJ which is all glass. If you wanna goto an airline get the multi time, it will help you in all aspects of training. Last time I checked you will have 2 engines on your airliner and in training you spend 90% of the time flying around with an engine failure. If I had to give any advice to a new student who wanted to goto an airline it would be get as much multi time as possible. I don't think any airline pilots will tell future ones to go get as much 172 glass time as possible. Just my 2 cents...
 
meyers9163 said:
This isnt a fault of yours but those students who instructors fail to teach them the basic 6 pack knowledge are not doing their jobs. I have 100 plus hours in G-1000 however I learned primarily on a 6 pac for my instruments.
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Are you logging your glass time?


meyers9163 said:
G-1000 is great for those needing glass time to get adjusted to that picture for a future airline job.
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I think glass time in GA is overrated. Going from six pack to glass is extremely easy. I dont know of anyone who had a hard time transitioning. The other way around I could see being a problem. So kudos to you for teaching primarys on six packs. Do they charge more to fly the G1000 172? If so, its a waste of money, just stick to the planes with BRTs.

meyers9163 said:
Side note to above... I much rather take a g-1000 cessna 182/206 anyday over a seminole even with G-1000 abilities. Cheaper to fly and just as good of a bird if not better... But that's personaly choice ;)!
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I would take a twin over a single for training anyday. If its about cost, i see your point, but then again wouldnt a G1000 172 be more expensive to rent than one with a sixpack?
 
There's a famous saying out there that goes something like this...

If you are flying a single engine airplane... then that means you are already flying the airplane on only one engine... and thus... you are already in an emergency situation.

;)

Bob
 
Captain_Bob said:
There's a famous saying out there that goes something like this...

If you are flying a single engine airplane... then that means you are already flying the airplane on only one engine... and thus... you are already in an emergency situation.

;)

Bob
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I dunno, my left leg certainly doesnt get a work out in a Cessna like it does in a multi egine with the left engine at idle or shut down ;):D

-Rob
 
Captain_Bob said:
There's a famous saying out there that goes something like this...

If you are flying a single engine airplane... then that means you are already flying the airplane on only one engine... and thus... you are already in an emergency situation.

;)

Bob
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Sounds like the same logic from those at ATP who wont allow the single engines to fly at night..... flawed to say the least....
 
SoCalAprch said:
I disagree but I guess different strokes for different folks. I don't see a problem teaching a commercial student in a G1000 but for anything before that I think they should put in their time with the 6 pack. I learned on Seminoles and instructed a ton on G1000 equipment. Now I fly an ERJ which is all glass. If you wanna goto an airline get the multi time, it will help you in all aspects of training. Last time I checked you will have 2 engines on your airliner and in training you spend 90% of the time flying around with an engine failure. If I had to give any advice to a new student who wanted to goto an airline it would be get as much multi time as possible. I don't think any airline pilots will tell future ones to go get as much 172 glass time as possible. Just my 2 cents...
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I would have to disagree with you here at a few points. Having gone through training in the CRJ those even with 5-8 hours and only CMEL ratings have done extremely well. Honestly yeah the thought is "multi is golden" but honestly it does not take 100 hours of ME time to say that person is going to do extrememly well or poo at the next level. My thought truely is your flight time is what you make of it. If you are a weekend warrior and goofing off getting your hours your time in my opinion isnt as valuable as that person who spent their time in IFR and shooting multiple approaches. I learned on G-1000 and also the 6 pack. However the right mix makes for a great instrument training. I guess this is how the FBO I went to worked and they seem to get 10 or so IFR students their ratings each month. I cant argue that logic. In addition flying a seminole as oppose to flying the CRJ is different in general as far as engine out goes. We teach in the GA about the half a ball, bank etc.... As long as the student understands and has a good feel for added power needs more rudder, reduction of power less, more airspeed/less airspeed etc..... I dunno again two different view points. However having done nearly 200 hours of dual in a seminole, I would still take an advance plane with great avionics anyday. But as you already hinted towards different strokes for different folks. Also it looks like you might be from out west, an extra engine could come in handy, being from Indiana if soemthing happens I have my choice of cornfields and farm land.
 
blee256 said:
Are you logging your glass time??
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Hmm yeah no, however look around and you will find these nice little online and e log books.... they tend to break it down into exactly what type of plane you flew. It what able to take the tail number and give me if it were or werent G-1000.... Technology got to love it eh? where's that darn sarcasm tag......



blee256 said:
I think glass time in GA is overrated. Going from six pack to glass is extremely easy. I dont know of anyone who had a hard time transitioning. The other way around I could see being a problem. So kudos to you for teaching primarys on six packs. Do they charge more to fly the G1000 172? If so, its a waste of money, just stick to the planes with BRTs. ?
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Nah the G-1000 is only a few dollars more at the old FBO. Many of the guys wanted the G-1000 but again it had to do with the customers.... Mostly lawyers, doctors, engineers etc... they had money and wanted to have the newest and best....


blee256 said:
I would take a twin over a single for training anyday. If its about cost, i see your point, but then again wouldnt a G1000 172 be more expensive to rent than one with a sixpack?
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Again 6 pack vs G-1000 at our place was about the same price.... they had packages for flight time and it ran nearly the same.... As far as you taking a twin its as before mention a matter of choice.... Personally I can go just as fast in a C-182 as you could in a seminole. In addition if I am paying for fuel I can do it a heck of a lot cheaper as well....
 
meyers9163 said:
flawed to say the least....
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Hate the game... don't be hate'n the playa... ;)

meyers... please don't tell me you took offense to the single engine comment. It was meant in jest with a "winky" and all... just trying to lighten the mood.

Things seem to be tense all over JC.com recently...

Bob
 
Captain_Bob said:
Hate the game... don't be hate'n the playa... ;)

meyers... please don't tell me you took offense to the single engine comment. It was meant in jest with a "winky" and all... just trying to lighten the mood.

Things seem to be tense all over JC.com recently...

Bob
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Nah not at all Bob.... :) I just really thought that logic was always flawed... Many times I have made a Indy to NC route... sometimes even at night.... Never once did I fear for anything... Just something I thought was very flawed at ATP.... OH NO NOT NIGHT TIME IN A SINGLE ENGINE PLANE....... haha No offense...
 
ATP flies the singles at night when its REQUIRED (ie private pilot training). Theres no point in doing commercial maneuvers at night, so they made a rule against it. I dont see the problem with that.

If anything, ATP is pretty lax when it comes to rules restricing the opperation of thier aircraft. They have a few set, but for the most part, they leave it up to the instructors to make the go/no go descision. I really liked that when i was working there.
 
My bad... I should have made it more clear... when a student finishes with her/his private at 40 hours (which I had done with my only private student I took on), she had pleanty of time to do x/cs and what not. Only having 3 hours of night time at this point was crazy. She should have been able to fly her remaining time doing something useful, night flight and perhaps some night flight into actual as well.... However we restrict it to day time operatoins during their x/cs..... Just my 2cents we all know when you fill out your log book the more colums you can fill out during a flight the better off..... TT, PIC, ME, Night, Actual.......Or in this case... TT, PIC, Night, Actual.....

Should we continue on the debate about a non IFR pilot logging actual as PIC?
 
The ONLY time I had to do a carpet dance while instructing at ATP (over the phone thankfully) was for flying a Cessna from Riverside to Vegas. We planned on leaving at 3 in the afternoon but of course the plane was broken and nobody told us about it And then the OTHER plane we were supposed to take was broken as well but none of the instructors had told MX about it because they really didn't need the plane right then (thanks Blee:))

Anyhow, we left around 5pm and it was dark by 6. Dispatch was none too pleased with that.
 
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