PSAjet17 From United States of America, joined Dec 2003, 342 posts, RR: 0 Posted (11 years 2 months 1 week 6 days 10 hours ago) and read 4218 times:
Article in the January 2004 Plane and Pilot Magazine on the new Garmin G1000 flat screen monitors and a story stating that Cessna will offer the 182 with the G1000. The pictures in the article are great. It looks so strange to see a 182 cockpit with just the PFD and MFD screens on the dashboard.
Flying Magazine also has an article on the new G1000 and some of the other planes that are using or will use it.
Jetguy From , joined Dec 1969, posts, RR:
Reply 2, posted (11 years 2 months 1 week 6 days 9 hours ago) and read 4097 times:
As the technology filters down to the "masses" it will drop in price. I'm glad to see it finally coming to the "little guys" - I've been flying glass cockpits for many years now and it's definitely a major improvement.
NormalSpeed From , joined Dec 1969, posts, RR:
Reply 3, posted (11 years 2 months 1 week 6 days 9 hours ago) and read 4074 times:
Hmm... ['Speed wonders to himself what it might be like to instruct in a glass cockpit 172...] When the masses can afford it, I hope it will mean improved safety for General Aviation. Come to think of it, it couldn't hurt anything.
NoUFO From Germany, joined Apr 2001, 7975 posts, RR: 12
Reply 7, posted (11 years 2 months 1 week 5 days 20 hours ago) and read 3926 times:
"Glass cockpits" are already (at least optionally) available for some competitive planes such as Cirrus' SR20/22, Lancair's 300/350 and 400 or - closer to a 182's price tag, I think - Diamond's DA-40.
They are replacing electromechanical "round dials" quite quickly, I assume and they are pretty, no doubt. But do they really improve situation awareness this much to justify another $20.000 or even $40.000?
Airplay From , joined Dec 1969, posts, RR:
Reply 16, posted (11 years 2 months 1 week 5 days 9 hours ago) and read 3791 times:
I'm not all that impressed. For the most part, these displays present more information than the typical recreational or private pilot needs. New generation glass displays are very compreshensive and require some getting used to if you are used to the single function units.
Simple tasks like changing frequencies are over-complicated due to the integration. In the old days, you twisted some knobs until the big numbers matched the frequency you wanted. Now you have to memorize embedded menus and VCR-like set-ups.
Much of the data is often quite small and older pilots have a hard time with some of the glass displays.
Full features like TAWS, TCAS and moving maps take the fun out of recreational flying in my opinion. What non-commercial pilot would prefer to bury his head in the instrument panel than fly VFR with a few simple flight instruments?
And....what about maintenance? Much of this new-age stuff can't be repaired in the field. So unless you can afford to stock spares you better be prepared to wait a while occasionally. Not because you may be missing a single component....but these highly integrated systems have single components that make the entire avionics suite inoperative.
I hope this leap in technology doesn't discourage avionics manfacturers from supporting their older simpler lines....
Q330 From Australia, joined Dec 2003, 1460 posts, RR: 21
Reply 17, posted (11 years 2 months 1 week 5 days 9 hours ago) and read 3784 times:
I suppose there is something to be said for having traditional cockpits for learning to fly, but honestly I believe that GA glass cockpits are destined to become widespread anyway.
As for the price, yes it's high now, but surely it will drop drastically within a few years like all new technologies.
Airplay From , joined Dec 1969, posts, RR:
Reply 19, posted (11 years 2 months 1 week 4 days 21 hours ago) and read 3730 times:
Hell...here in Winnipeg we've already had -30 this winter!
There will most certainly be a pre-heat requirment prior to launching but that's tyical of GA avionics. They normally have a min operating temperature of not less than -20C.
I'm waiting to hear about the first display that was cracked or melted when someone fires up a "herman" and points it at the panel!
One thing that your geographical location reminded me of was just how narrow-minded some of the avioncs manufacturers are these days with respect to northern operations.
Many of the packages (including the current Garmin suite) have integrated attitude, heading, and atttitude sensors that can't be deslaved. This precludes operation in Northern Domestic Airspace unless you add a good old steam driven DG to the panel.
Still others fail to provide cold temperture ground clearance correction to VNAV and TAWS functions. So there can be errors of the magnitude of over a thousand feet at cold temperatures without the pilot knowing it!
And like you mentioned, much of th GA stuff coming out has a min operating temperature that limits the installation of even normally remote mounted boxes to temperature and pressure controlled locations!
They should design avionics in the Arctic...not the tropics.
Pilotpip From United States of America, joined Sep 2003, 3152 posts, RR: 10
Reply 22, posted (11 years 2 months 5 days 22 hours ago) and read 3518 times:
Garmin claims it's less expensive than the vacuum driven instruments it replaces. While it does take the fun out of VFR flying, I really like the situational awareness that I get with the Garmin 430s in our Seminoles and think that the new technology will take that a step further. Besides, when I'm flying VFR, I'm looking outside. There was an article just after the one about the G1000 regarding the transition to glass. The author had trouble flying with the cirrus system and he had quite a bit of time in a Lear 45.
LMP, many jets with EFIS systems have back up gauges for redundancy.
L-188, the Garmin 430s have a lengthy warmup time at -5C. That being said, I also think that anybody dropping $300k or more on a plane will be able to afford a hangar.