G1000 Question

sawbonex

sawbonex

Filing Flight Plan
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Sawbonex
I recently rented a 172 with G1000. The MFD display was set to duplicate the PFD screen. How can I reset the screen to the default MFD display? I have looked through several books and even John and Martha's course didn't help!
Thanks!
 
Ron Levy said:
I wonder who rented a G1000 plane to someone who didn't know that.
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I was just thinking the same thing.

I have done all my training in a G1000 C172 and when I enquired at a different FBO about renting their glass 172 I was told I needed a 3 hour check ride with at least 1.5 hours of landings.
But I could rent any of their other 172's with just a few laps around the block so to speak. :confused::confused:

When I told the lady I hadn't flown with steam gauges only the G1000, she explained I was not to worry as they are so much easier than the glass and I would get it no problem.
Quote " if you can handle the G1000 you will find the regular cockpit a breeze" :yikes:

So bearing that in mind could I just take a hour check ride in the G1000 aircraft ? " oh no they are far to complicated to get checked out in only an hour":mad2:

I asked if the G1000 plane was available very often. "all the time' she said, "no one hardly ever rents it out"

I said its probably too complicated, and made a polite but swift exit..
 
Thanks for a quick succinct answer to what was, apparently, a really stupid question.

As a point of clarification, I was accompanied by a CFI, CFII, MEI with 14 years experience and a current Senior at Embry-Riddle. Although I had requested instruction in the G1000 when I scheduled the checkride, he admittedly and obviously had little experience with the system.

Thanks again for the (mostly) gracious assistance.
 
sawbonex said:
Thanks for a quick succinct answer to what was, apparently, a really stupid question.

As a point of clarification, I was accompanied by a CFI, CFII, MEI with 14 years experience and a current Senior at Embry-Riddle. Although I had requested instruction in the G1000 when I scheduled the checkride, he admittedly and obviously had little experience with the system.

Thanks again for the (mostly) gracious assistance.
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I do not think it was a stupid question. Although I have no experience with the G1000, it is possible to have missed something in training or just have forgotten. I have not used a Garmin GNS430 recently and I have forgotten things. Seems the same or similar to me.

If you do not ask, you will never know the answer.

David
 
Personally I wonder a bit about a CFI not knowing the red button, it's important for at least 3 reasons:
1. PFD is blank, push button to get PFD data on MFD.
2. MFD is blank, push button to get engine instruments on PFD.
3. Both displays are working but showing the PFD display with engine instruments. Push button to return to normal.

In addition, the system may detect faults on its own to switch to revisionary mode as well.

Admittedly, the last time I had a 'checkout' in a G1000 with a CFI I demonstrated the KAP-140 and how it responded to the pilot fighting it and potentially putting the plane into a stall since he had little experience with using the autopilot.
 
Yep, the Red Button is kinda important, as it's one of the basic emergency procedures in the event of a failure.
 
sawbonex said:
As a point of clarification, I was accompanied by a CFI, CFII, MEI with 14 years experience and a current Senior at Embry-Riddle. Although I had requested instruction in the G1000 when I scheduled the checkride, he admittedly and obviously had little experience with the system.
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The red button is for Reversionary Mode. This is Garmin 101 stuff and I'm pretty shocked that they sent you up for an instructor checkout and the CFI didn't know that.

Take a look at www.Garmin1000.com. The course is a very complete VFR checkout, multimedia, narrated and has a 100% money-back guarantee of satisfaction. Cost is just $39.
 
sawbonex said:
As a point of clarification, I was accompanied by a CFI, CFII, MEI with 14 years experience and a current Senior at Embry-Riddle. Although I had requested instruction in the G1000 when I scheduled the checkride, he admittedly and obviously had little experience with the system.
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Oy. :no:
 
sawbonex said:
As a point of clarification, I was accompanied by a CFI, CFII, MEI with 14 years experience and a current Senior at Embry-Riddle. Although I had requested instruction in the G1000 when I scheduled the checkride, he admittedly and obviously had little experience with the system.
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Wow. Just wow. You're paying for that?
 
I would not be too hard on the OP's instructor. I think his experience is probably quite common. I have been flying a G1000 182 for about two years, and from my experience there is only one way to learn to fly one. Read one of the many good books on the system, utilize a G1000 simulator preferably with a flight simulator so you can also "fly" the system, and then fly a plane with one. My CFI(I) was G1000 certified, and her ability to use the system was basic at best, and I taught her as much about the system as she taught me. This is not criticism of her teaching abilities, or even of her knowledge base which I feel are pretty much average, but speaks more of the complexity of the G1000 system. I have found that even when speaking to the "experts" at Garmin there answers are often wrong as much as they are right.
 
douglas393 said:
I would not be too hard on the OP's instructor. I think his experience is probably quite common. I have been flying a G1000 182 for about two years, and from my experience there is only one way to learn to fly one. Read one of the many good books on the system, utilize a G1000 simulator preferably with a flight simulator so you can also "fly" the system, and then fly a plane with one. My CFI(I) was G1000 certified, and her ability to use the system was basic at best, and I taught her as much about the system as she taught me. This is not criticism of her teaching abilities, or even of her knowledge base which I feel are pretty much average, but speaks more of the complexity of the G1000 system. I have found that even when speaking to the "experts" at Garmin there answers are often wrong as much as they are right.
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I'll be as hard on him as we should. He's cutting a student loose in an aircraft he can't teach properly on.

And I've got exactly 0.4 of taxi time behind a G1000 panel and zero flight time, but know what Reversionary Mode is and that the red button would have fixed his problem.

The instructor is working at the self-proclaimed best aviation flight school on the planet. He'd better learn to say, I don't know and you need a G1000 checkout from the guy ... OVER THERE... before turning his student loose in one on an XC.

So yeah. Hard on him. Absolutely.

Know when to say "I don't know". And know the student isn't ready to fly the glass. Those seem damned obvious.
 
denverpilot said:
I'll be as hard on him as we should. He's cutting a student loose in an aircraft he can't teach properly on.

And I've got exactly 0.4 of taxi time behind a G1000 panel and zero flight time, but know what Reversionary Mode is and that the red button would have fixed his problem.

The instructor is working at the self-proclaimed best aviation flight school on the planet. He'd better learn to say, I don't know and you need a G1000 checkout from the guy ... OVER THERE... before turning his student loose in one on an XC.

So yeah. Hard on him. Absolutely.

Know when to say "I don't know". And know the student isn't ready to fly the glass. Those seem damned obvious.
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Maybe I misinterpreted the OP's report of instructor's remarks somewhat differently, as it seems to me that he(the instructor) admitted he was not familiar with the G1000. I had read the situation as he had scheduled a checkride to get clearance to rent the plane, not scheduling an instruction flight. If he was training the OP on the G1000 and was not familiar with the system then I agree with you. Though in further consideration of the situation the same could be said about him doing a checkride in a plane that he is unfamiliar with. I have to wonder if the instructor was put into a position by his employer that caused him to be in this situation. I would like to hear his perspective on it as well. Personally, I think the worse place to get your initial exposure to the G1000 is in the plane while flying.
 
I will admit there's likely more to the story. I've never seen someone say the six-figure price tag garnered them better instruction or better equipment at ER, which makes me wonder where the money is going.

Cheaper and better instructors and aircraft seem to be readily available. So my opinion of stories like this one are probably biased.
 
I own a G1000 equipped DA40. The red button is an undocumented feature (well, sorta). No shame in not knowing what it does. There is no placard or other indication of its function. It's just an eraser head sitting there in the middle of the control panel. But that's OK. Tribal knowledge will save the day.
 
DrMack said:
I own a G1000 equipped DA40. The red button is an undocumented feature (well, sorta). No shame in not knowing what it does. There is no placard or other indication of its function. It's just an eraser head sitting there in the middle of the control panel. But that's OK. Tribal knowledge will save the day.
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It's not documented in the G1000 cheat sheet little manual that's required to be in the aircraft?

I liked Max Trescott's book better, but I'm pretty sure it's in there.

Don't know if the little book is a required on-board item in the DA-40, but it is in Cessnas.

Might be a hint when a book is required to be on board by the manufacturer, oh... you know... at a "professional pilot" school... that it's worth figuring out how to get one's hands on a copy, and read it.

Since, on board as a lone PIC, probably isn't the time to be doing so.

I'm just a' guessin' ... that skill of figuring out where the manuals are, or where one can get a copy... might come in handy (reading systems manuals and prepping for a test)... at a few of the possible future employers.... for said newly-minted professional aviators.

Probably need that skill sometime in a big building full of simulators and systems trainers, just before IOE.

Just a guess. ;)

Again, probably more to this story than we are seeing here, but I'd be hunting down the manuals and boning up...
 
DrMack said:
I own a G1000 equipped DA40. The red button is an undocumented feature (well, sorta). No shame in not knowing what it does. There is no placard or other indication of its function. It's just an eraser head sitting there in the middle of the control panel. But that's OK. Tribal knowledge will save the day.
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You are right that there is no placard indicating its function, but then again no placard indicating what ant of the buttons, switches, or knobs in my plane does. However, at least in the Cessna 182 version of the G1000, the red button is labeled display back up, and in the G1000 cockpit reference guide, which is required to be in the plane, the revisionary mode is clearly described.

I think the OP went on a checkout ride so he could rent the plane, and was not familiar with the functioning of the G1000. If this is the case, then it is HIS responsibility to be familiar with the plane and its systems prior to doing a checkout ride. I think the FBO renting the plane should have been more diligent in making sure he was familiar with the G1000, and I think the "instructor" should have been familiar with the plane he is giving a checkout ride in, but then again they were not being asked to train the OP, but to test the OP. That being said, when I did my IFR checkride, my DPE had a basic working knowledge of the G1000, but that made him fall into the category of a little knowledge could be a dangerous thing, but that's another story.

Those of us who fly the G1000, I think can attest that it is fairly easy to use, but because of it many different facets and functions, it can be somewhat intimidating.
 
denverpilot said:
It's not documented in the G1000 cheat sheet little manual that's required to be in the aircraft?

I liked Max Trescott's book better, but I'm pretty sure it's in there.

Don't know if the little book is a required on-board item in the DA-40, but it is in Cessnas.
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Yep, it's required in the DA40 as well. I would bet that it's required in every G1000 plane...
 
"Buy 'em books, send 'em to school... they eat the teacher." (Another old CFI friend's quote... when I wouldn't read my manuals... back in the day...)
 
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