Advanced Avionics Training Results Diamond DA40 G1000 with KAP 140 Autopilot Advanced Avionics Training •  Evaluate the transi?on from “steam” gauges to advanced glass cockpit •  AircraD: 2006 Diamond with G1000 and King KAP 140 two-­‐axis autopilot •  iPad with ForeFlight –  Electronic flight bag with GPS •  References: –  Diamond and Garmin Pilot's Opera?ng Handbooks –  Max TrescoR’s G1000 Glass Cockpit Handbook Diamond DA40 •  Composite construc?on, 4 seats, fixed gear with IO-­‐360 (180 HP) & constant speed propeller •  Dual s?ck flight control •  135 kts @ 75% power and 11 gph •  Comfortable with easy access •  Excellent cockpit layout except electric switches •  Sloped fuel tanks make it difficult to measure fuel quan?ty on ground –  No tabs –  Fuel drains cause bad staining G1000 •  Dual display – PDF and MFD •  Electronic Aftude and Heading Reference System (AHRS) •  Dual Nav & Com Radios •  S-­‐mode transponder •  Traffic warning •  GPS naviga?on •  Satellite weather with METARs and TAFs •  Engine monitor and leaning system G1000 •  Approach plates and taxi diagrams •  Full aircraD intercom/audio panel with centralized controls •  Drives a King KAP 140 two-­‐axis autopilot •  Backup gauges are “steam” format –  Al?meter, airspeed and electrically driven aftude indicator –  No vacuum pumps Prepara?on •  At least 40 hours of studying the Pilot's Opera?ng Handbook and Max TrescoR’s Handbook •  Two hours of simulator to prac?ce failure recovery scenarios –  Imprac?cal to do in aircraD G1000 First Impression •  Overwhelming on first flight –  So much in one centralized place –  Difficult to divide into separate task and understand •  e.g. mul?ple radios are controlled by a single set of controls –  Lead to a problem contac?ng the control tower during a landing approach –  “Tape” displays are harder to read than the older dial displays •  Round gauges can be read by needle placement •  Landed using backup “steam” airspeed indicator G1000 •  MFD places engine and flight instruments in close proximity –  Very nice to monitor engine during takeoff and landings •  Fuel gauges are very accurate –  Adds a level of confidence not found with older technology fuel gauges •  Engine monitor system shows all instruments on a single large display –  Makes engine leaning much simpler –  Saves fuel and insures engine health G1000 •  GPS/naviga?on system is very powerful –  Large display makes is very easy to read –  Automa?cally does supplemental calcula?ons like to speed and direc?on of head/tail winds •  Was able to give flight service very accurate pilot report –  Provides ?mely weather reports, METARs, NOTAMs and TARs •  No need to call flight service, saves ?me and frequency changes Autopilot •
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Digital – accurate and smooth Linked to G1000 GPS/naviga?on system Can follow GPS flight plan So good, almost makes flying boring iPad with ForeFlight •  Digital flight bag with GPS •  Weather and FAA no?ces available –  Not updated during flight •
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GPS as accurate as G1000 Much easier to use than paper charts More available informa?on in a smaller space Plenty of baRery charge leD aDer 5 ½ hours of flying Maintenance Issues •  Transponder became inoperable –  Unable to change “squawk” code –  Control tower able to receive signal •  G1000 would not ac?vate with master switch –  Engine star?ng requires basic instruments •  G1000 came up but all instrument “X”ed out –  Required avionics switch to be ac?vated –  Added level of confusion to opera?on –  All func?ons were available Summary •  PFD func?ons were not a big improvement over “steam” gauges •  MFD func?ons were a big improvement •  It is the way of the future