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12-24-2011, 07:57 AM
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Join Date: Mar 2006
Location: Ft Myers, FL
Posts: 276
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Steam to glass transition
I am in the process of converting my steam gauges to all glass (Garmin GDU 370 & 375, GTN 650, GX Pilot AP, GTX 23 transponder) and would like to get some consensus regarding the transition process. I should also say that I plan to start my instrument training shortly after my panel is in. I am thinking that some time initially in something like a C-172 with a G1000 will serve the purpose of starting my training with an instructor and help me accustomed to a glass panel. How many hours roughly should I plan for familiarization with my new panel after flying behind a G1000? Does anybody have any other recommendations and/or cautions? Should I transition first and then start my IFR training?
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Bill Near
RV-7A Flying
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12-24-2011, 08:13 AM
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Join Date: Aug 2008
Location: Leesburg, va
Posts: 213
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Transition
I found it very easy to move from steam to a g1000. I got my IFR behind all steam and transitioned to the g1000 with a few hours of sim time. I think the key is to not try and learn everything at once. Learn one thing, become proficient then move on. The glass cockpits offer some much with all the options they offer it will make your head spin if you try and do it all at once.
John
Quote:
Originally Posted by wjnmd
I am in the process of converting my steam gauges to all glass (Garmin GDU 370 & 375, GTN 650, GX Pilot AP, GTX 23 transponder) and would like to get some consensus regarding the transition process. I should also say that I plan to start my instrument training shortly after my panel is in. I am thinking that some time initially in something like a C-172 with a G1000 will serve the purpose of starting my training with an instructor and help me accustomed to a glass panel. How many hours roughly should I plan for familiarization with my new panel after flying behind a G1000? Does anybody have any other recommendations and/or cautions? Should I transition first and then start my IFR training?
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12-24-2011, 12:31 PM
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Join Date: Jan 2005
Location: Louisville, Ga
Posts: 7,840
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Hi Bill
We just went through this same training this morning, in my -10. I have a friend who's retired Navy, old A-6 pilot and is checking out in my -10.
He told me that what I have is waaay far more advanced than what he flew and even tho' my D-100/D-120 is old stuff now, he loves it and all the information it provides, so we sat in the cockpit for an hour and a half, with the battery minder connected.
That way, we could turn all the avionics on, including the 430 and with the training manual for the 'glass and also the 430, it was a pretty straight forward learning curve and without the demands of flying, went through all the screen combinations and VOR/GPS approach configurations as well.
This, after he studied the D-100 manual at home. We used all the buttons and discussed their various functions to his satisfaction, until he came away reasonably confident of his ability to use them well, but we'll do more.
I'd recommend a similar approach for anyone else transitioning to glass....add a battery minder and sit in the hangar.
Best,
__________________
Pierre Smith
RV-10, 510 TT
RV6A (Sojourner) 180 HP, Catto 3 Bl (502Hrs), gone...and already missed
Air Tractor AT 502B PT 6-15 Sold
Air Tractor 402 PT-6-20 Sold
EAA Flight Advisor/CFI/Tech Counselor
Louisville, Ga
It's never skill or craftsmanship that completes airplanes, it's the will to do so,
Patrick Kenny, EAA 275132
Dues gladly paid!
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12-24-2011, 12:42 PM
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Senior Curmudgeon
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Join Date: Sep 2005
Location: Dayton Airpark, NV A34
Posts: 15,420
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Take a look at.
Paul Dye advised me about the guide the FAA has.
Lots of info there, will give you hours of reading
Sorry, I do not have the link anymore, but it is available as a PDF.
Google it......
FAA H 8083-6 Handbook.
__________________
Mike Starkey
VAF 909
Rv-10, N210LM.
Flying as of 12/4/2010
Phase 1 done, 2/4/2011 
Sold after 240+ wonderful hours of flight.
"Flying the airplane is more important than radioing your plight to a person on the ground incapable of understanding or doing anything about it."
Last edited by Mike S : 12-24-2011 at 12:46 PM.
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12-24-2011, 12:48 PM
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Join Date: Aug 2005
Location: Mendon South Carolina
Posts: 1,391
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IMHO there is no simple answer to this question.
Not all pilots are the same ie: age experience, exposure to video representations of data, etc.
Not all EFIS's are created equal
It took me a lot of hours to get used to and comfortable flying behind an EFIS after 40 years of steam guages. It only took my son a few hours.
There is a huge gulf between using a relatively simple EFIS such as a Tru Trak and a very complex EFIS like a Dynon Skyview or Garmin G3X.
Ater several hundred hours behind a Blue Mountain I installed a G3X in my plane and 40 hrs later hadn't even scratched the surface of how to access all of it's information and features much less use it to it's fullest.
I think the answer to your question depends on your background, your predisposition and experience in using the graphic presentation and the complexity of the particular EFIS you select.
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Milt Concannon
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12-24-2011, 01:10 PM
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Senior Curmudgeon
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Join Date: Sep 2005
Location: Dayton Airpark, NV A34
Posts: 15,420
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Quote:
Originally Posted by N395V
IMHO there is no simple answer to this question.
Not all pilots are the same ie: age experience, exposure to video representations of data, etc.
Not all EFIS's are created equal
It took me a lot of hours to get used to and comfortable flying behind an EFIS after 40 years of steam guages. It only took my son a few hours.
There is a huge gulf between using a relatively simple EFIS such as a Tru Trak and a very complex EFIS like a Dynon Skyview or Garmin G3X.
Ater several hundred hours behind a Blue Mountain I installed a G3X in my plane and 40 hrs later hadn't even scratched the surface of how to access all of it's information and features much less use it to it's fullest.
I think the answer to your question depends on your background, your predisposition and experience in using the graphic presentation and the complexity of the particular EFIS you select.
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Milt, you hit a home run with bases loaded on this one.
After a year of flying the 10, I still refer to the ROC, Altimeter, and Airspeed on my steam gauges as a natural reaction, the EFIS info is something I have to force myself to look at.
Luckily I have both in the panel 
__________________
Mike Starkey
VAF 909
Rv-10, N210LM.
Flying as of 12/4/2010
Phase 1 done, 2/4/2011 
Sold after 240+ wonderful hours of flight.
"Flying the airplane is more important than radioing your plight to a person on the ground incapable of understanding or doing anything about it."
Last edited by Mike S : 12-24-2011 at 01:19 PM.
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12-24-2011, 01:11 PM
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Join Date: Oct 2008
Location: Schaumburg, IL
Posts: 2,053
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It's a good idea to cover up any steam backups you might have. The transition will be much quicker if you avoid them. Generally speaking glass is pretty easy to transition to. I doubt you will have any trouble. Try avoid staring to long. That's a common error.
__________________
Tony Phillips
N524AP, RV 9 (tail wheel)
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12-24-2011, 01:15 PM
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Join Date: Dec 2008
Location: na
Posts: 1,457
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If all you have is Glass then the transition will occur almost immediately 
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12-24-2011, 01:16 PM
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Senior Curmudgeon
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Join Date: Sep 2005
Location: Dayton Airpark, NV A34
Posts: 15,420
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Quote:
Originally Posted by apkp777
It's a good idea to cover up any steam backups you might have. The transition will be much quicker if you avoid them.
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Tony, I have thought about doing that, cover one at a time until I get used to the EFIS for that function, than add another etc.
All part of what Milt was talking about being a 40 year pilot, and not a video gamer.
__________________
Mike Starkey
VAF 909
Rv-10, N210LM.
Flying as of 12/4/2010
Phase 1 done, 2/4/2011 
Sold after 240+ wonderful hours of flight.
"Flying the airplane is more important than radioing your plight to a person on the ground incapable of understanding or doing anything about it."
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12-24-2011, 01:21 PM
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Senior Curmudgeon
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Join Date: Sep 2005
Location: Dayton Airpark, NV A34
Posts: 15,420
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Here is how I normally have the panel configured for cross country flight, as can be seen, one EFIS is used for engine monitoring, and the other EFIS is used as a map/heading device.
It is nice to have the steam gauges still providing the airspeed, altitude and ROC in this case. I do not need to flip/flop the left EFIS to get back to flight instruments.

__________________
Mike Starkey
VAF 909
Rv-10, N210LM.
Flying as of 12/4/2010
Phase 1 done, 2/4/2011 
Sold after 240+ wonderful hours of flight.
"Flying the airplane is more important than radioing your plight to a person on the ground incapable of understanding or doing anything about it."
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