Teaching is a G1000/Avidyne

[ChiFlyer]

I am wondering what some other instructor’s experiences with teaching a new instrument student in a G1000/Avidyne are.

I’ve noticed right away that teaching a scan is very different than in a traditional 6-pack. It seems that showing the student the layout, Pitch instruments on the horizontal axis and Bank instruments on the vertical axis, and teaching them to scan the appropriate plane primarily while maneuvering is effective. I’ve also noticed that it much more important to emphasize Control-Performance in the new glass panels.

Systems, practical emergency procedures and efficient use of the system are all areas that are very important to the student but are not talked about in many publications. The Instrument Flying Handbook also doesn’t really offer much help in teaching the basics to new instrument students in a glass cockpit. Has anybody found any good resources; the only book I’ve found is the G1000 Glass Cockpit Handbook by Max Trescott but it seems it is more for somebody who is experienced and transitioning into a G1000. Is there anything else out there or are we on our own for figuring out effective methods in a G1000/Avidyne.

I would love to here about others experiences and what sort of methods people have with teaching inexperienced instrument students in a G1000/Avidyne.

 

[troy]

Cessna/King has put out the CD's for the G1000 for both Pvt and Inst instruction. We're selling them at the school for $199 (Inst cd's)

 

[RiddleEagle18]

ive got like 50 hours teaching in the g-1000 and I teach the scan exactly the same way as before. If you think about it it is still set up in a T shape. Airspeed--- Attitude--- Altimiter
--- DG---

Since in most peoples scan the VSI and turn cor. are only scanned every two or three passes then this basic scan still works great. But also how do we teach partial panel??? Or what happens when they get thier inst. ticket and they are qualified to fly steam guagues and they try to shoot an arc to the ILS??? So I have had to take 2 or 3 lessons in the steam guages and make sure they can do it the "old fashion way". The FAA needs to address alot of issues with these things. See ya

 

[troy]

When I teach students to turn witht the turn coord, I have them turn till the vector arrow is aligned with the mark (3 deg/sec) and then look at the bank indicator. Use the degrees of bank vs trying to fly the vector arrow. Works much better.

 

[ChiFlyer]

“But also how do we teach partial panel???”

Is partial panel as we know it (FAA PTS) obsolete for purposes of a glass panel cockpit? Sure you can pull circuit breakers for the AHRS and ADC but what are more realistic scenarios?

I would think teaching how to fly using the 3 steam gauges is more practical. Don’t get me wrong though, I think teaching students how to fly without the Attitude and Heading Indicators is very important. But teaching instrument system failures with G1000s are going to be very different and we shouldn’t be teaching as if we were in a conventional 6-pack aircraft just because that’s what they need to pass their checkride.

Comments and thoughts?

 

[RiddleEagle18]

do you guys pull the circuit breakers??? My memory is fogged but i thought I just read something about not pulling them? Either way who knows its all very cloudy right now. Another way I have heard of some guys doing it at my flight school was just to use the manual dim function and dim the PFD?? Hit the red button. Wow everything is great now. Anyways I'd also like to hear how some other guys teach it. Oh yea also the reason I teach them partial panel isnt for the checkride. Its for after they pass the ride, because after that they are legal to fly steam gauges what if they go partial in that? Just some thoughts. See ya

 

[ChiFlyer]

You can pull the circut breakers and it will boot back up fine in flight. You are suppose to keep the wings level while the AHRS loads up but it can find itself with even 15 degree banks. Manually dimming works great too, I do that when I want to teach them how to fly just using the 3 steam gauges.

I think the most important scenario to teach is an alternator failure in IMC, an hour away from anywhere you can do an approach (assuming you can't get out of IMC). I've been teaching to use the emergency backup power until you get close to an area where you can begin an approach. So you must fly only using the 3 gauges, compass and a timer. So then power everything up using your battery and you should have enough juice to do the approach.

This is a very unlikely scenario but will be fatal if encountered and not handled properly.

 

[paulsalem]

I did CFII instuction for about 250hrs in full avidyne aircraft. The avidyne makes insturment flying exteremly easy. Which is great for a pilot who allready has an instrument ticket. Bad for teaching.

The problem is the glass spoils you. If you have a giant moving map you won’t have much situational awareness if you’re flying with just a six pack and a nav com. The fact your mag course and wind velocity is displayed on the PFD at all times means you don’t need to learn how to determine wind correction. Just pull the Ground Track line underneath the cdi and your set.

Trust me I’ve seen these first hand, I was training instrument students in glass, and using a normal six pack Frasca 142, students would have to relearn everything in the sim. Thank goodness we had that Frasca, otherwise they would have been totally SOL.


What I'd recommend is getting yoru students into a 6 pack FTD and make him learn the tradional way also. Make sure he walks away being able to fly on a 6pack as well as glass. If you don't have access to an FTD just get MS Flight Sim and use that.

As for partial panel our school just dimmed the PFD on the avidyne. Problem is all your info except the VSI is shown either on the MDF or the standby steam gauges.

 

[blesko]

here's my opinion with the garmin/avidyne argument. The cirrus airplanes, in my opinion cause too much heads down time in the cockpit. The placement of the 430's can cause more spacial orientation issues. The G1000 does not require much head movement to either tune a nav/com freq. I've taught in the G1000 airplane for over 600 hours and flown with the Avidyne for a few hundred more. With all that being said, the key to BOTH systems is the ground time. Teaching the 6 pack is pretty easy, students eyes dont have to move. However, once they have to input a reroute if an IFR student or get info of the MFD, things get pretty busy. There is a document out there on the net that talks about guidance for DPE's in regards to checkrides. Cessna does not advocate the pulling of circuit breakers, just dimming the PFD only, however if the breaker is pulled, the AHRS will align even if the airplane is in a 60 degree bank. The system is great, just spend time with the airplanes plugged in. Garmin also has a sims available on their website. Its 3.95 for the G1000 sim and the 530/430 sim, I believe is free.

 

[NW_Pilot]

Yea it's about $4.00 but no way to order it unless you call then they tell you to contact a dealer hahahaha dealer tell you have to get it from garmin.