Discussion in 'General Topics' started by Rotor2Wing, Nov 12, 2017.
"Oh yeah, I 'member the KLN90"
I’m squarely in the right seat.
That's what I've got in my plane, and I'll keep it until it rots!
@Cptnchia I was wondering when you're on approach in that thing say below 1,000ft, for the airspeed do you look at the actual airspeed indicator as primary guidance, or the fast/slow indicator on the PFD that looks like a glideslope (the one that's across the opposite side of the the real GS indicator). Or just scan both?
Can't see it but there is a KLN900 down there! And a couple of levers that you jet guys aren't sure what to do with.
Yeah, just the sim so far but shiny.
Ha. Didn’t have to do them in the airplane that I remember but we did pleeeenty of them in the twitchy old desktop sims and the Frasca. Partial panel and engine out even! I think in the beginning the 430 was actually a step DOWN in user interface from older avionics. You gotta admit it’s still not real intuitive.
I use both, but what’s a knot or two amongst friends?
This is like asking on an automotive forum, "which synthetic oil is the best?"
Nobody has mentioned it yet, so I'll give my complaint. The G500 is too small and too crammed with info. My 41 year old eyes don't enjoy it, especially when I'm in the right seat looking over at it. You can take this two ways, start on the G500 so you don't know what your missing and the G1000 will be like awesome. Or, start with the G1000 because it'll be easier to get the info into your brain from the display.
I also hesitate to describe either system as easier than the other. I would instead encourage you to look at it like a system that needs to be learned, either to VFR or IFR proficiency. Not being able to use the functions required for each type of flight in a proficient manner would be like driving your car and not being able to get the windshield wipers quickly on during a sudden down pour. You'll probably be ok, but you might also hit the stopped car with no lights on.
Get some kind of course or book, whatever works best for your style of learning. Spend an hour with an instructor on a desktop simulator to get the knobology introduced and then ask if you can spend some time on it by yourself, maybe the next day to re-affirm the skills learned.
Get an instructor that really knows the system and when you fly, get the auto pilot on early and use more of your mental real estate learning to use the system. There will be plenty of time to prove you can hand fly and spin knobs later. Proficient use of the autopilot is also required for single pilot IFR in any technically advanced aircraft. Good luck, be safe out there!
Man, if you think that's small, you'd hate my Aspen system. Personally, I love the compact size, though.
I just flew with a guy in his light twin the other day who had an aspen with a 530. Spent the whole time using his ipad to get around and fumbled quite a bit trying to get the thing to fly an ILS. I gave him a proverbial kick in the ass and we'll be doing some more flying together in the coming weeks. Hence my rant above...
sitting in the right seat at night, it was pure garbage from my angle. Except when he shined his red flashlight at it inadvertently and lit the thing up like a Christmas tree. Then, it was the only thing I could see for a hundred miles! Whenever I go fly with a buddy to help them out in their plane, my appreciation for the transport category is renewed!
Sounds like he wasn't proficient with his equipment. Hardly an indictment of the equipment.
I'll throw Chelton under the bus for being the least user friendly panel I've used. I like mine ok, but it'll be gone for a Garmin product if they STC their new autopilot for the MU-2.
It's a fine panel, just takes a while to learn.
And there's stupid stuff- like in a 480 or FMS if you program an airway it populates all the waypoints in between your entry and exit. Not so with the Chelton (mine at least, maybe it's just too old). So when you get "proceed direct to SOBAD" it's time to get out the chart (thank you ForeFlight, I love you) find SOBAD, twist SOBAD into ACTV select it and hit direct to- at which point there's a 50/50 chance the gps takes the plane in the opposite direction until you hit direct to, enter, again.
Or inputing an approach. As soon as you select it, all the waypoints get populated and your flight plan is completely jacked up. So if your last flight plan fix is 30 or 40 miles from the field, you can't actually enter the approach until given a heading or direct to an approach fix because it removes the airport as a waypoint. All this means is that at the last minute you're now doing a bunch of stuff while low, fast, and by yourself (select the airport out of ACTV, select IFR approach, select the runway, select a fix or VTF, activate it).
End of days stuff? No. Really, really annoying while flying single pilot IFR around New York airspace at 250 kts? You betcha. But hey, it's a DOS based system.
We have an Aspen in our airplane, and conventional airspeed/etc.
Mostly because the Old Man couldn't be bothered to learn a new scan.
Most certainly was not, but I was combining that story with my continued annoyance of its size and cluttered presentation. I'll take a 6 pack with an HSI and a 530/430 stack over that any day of the week, twice on Sunday. Add a KAP autopilot with alt select and I'm making gravy!
No thanks. I'll take small and solid state over vacuum pumps and gyro's. Just a matter of getting your eyes used to what they're looking at.
The size and presentation could certainly be a problem if you're in the right seat and looking left at it, I'll grant you that. But I've got a traditional six pack on the copilot's side in my plane, so that's not an issue. But if you're sitting right in front of it, I haven't found the presentation or size to be a problem at all. In fact, I find it perfect for an efficient scan. Not to mention that as milleR said above, it's modern solid-state avionics as opposed to constantly failing pumps and gyros.
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