Garmin G1000 Pc Trainer For Diamond Da40 Download
Garmin G1000 PC Trainer for Diamond DA40. $26.95 (7 reviews) The G1000 Trainer simulates the behavior of the G1000 system interface and provides you with a safer. In my experience, the only way to get the *EXACT* G1000 'buttonology' to work properly is to use the Garmin DA40 G1000 PC Trainer software running on a Windows PC. Since the G1000 in our planes uses Intel x86 processors, Garmin simply ported over their code and databases to the PC Trainer from.
The DA40 (I assume with the Thielert) is as easy to fly as any training aircraft, pleasant enough and a good work horse - if a little uninspiring. It is, in mine opinion, short on performance, which it makes up for in good aerodynamics, so once in the cruise it is reasonably quick. However, the aerodynamics don’t help in areas where there is no substitute for power. There are only two differences to be aware of in operating the Thielert; instead of priming you need to lite the glow plug, and if you loose all electrical power you need to land pretty quickly because the engine will stop. All in all there is not a great deal to flying a DA40 and a current and experienced pilot should feel comfortable after as little as an hour or two - perhaps just a bit longer if you have never used a stick before. Turning to the G1000 this is as complex an avionics package as you will find in any light single - more complex than the Avidyne. It is a very capable piece of kit for serious IFR flying, even if the rest of the aircraft is not up to the job.
At its simplest, the primary instruments replicate the six pack. It may take an hour or two to get use to tapes rather than dials, and for some quite a number of hours before you are fully accustom to looking at a tape rather than a dial. However, ignoring the nav aspects you will be flying the instruments in VMC after a few hours.
We then get into the territory of how long is a piece of string. If your aim is to use the full functionality of the system this will take some time. If you are only “doing it” in the aircraft maybe ten hours and with a good instructor. Nba 2k13 Demo Xbox 360 Download more. That may seem a lot, but the test is whether you can program a route, select an approach, couple the route and approach to the autopilot and then “on the fly” change the route and the approach. There are a few gotchas as well which is were a good instructor comes into the game - and there are not many of those.
I think you are wasting a lot of time and making the task ten times harder learning this in the cockpit. Garmin provide a really excellent G1000 simulator. A few hours with the simulator on the PC is worth ten in the cockpit and you will have it cracked in no time. Oh, and the KAP140 autopilot is OK, but not great if the going gets choppy, much as is the 40 which will not always give you the most comfortable of rides. I second FA's comments.
The DA40 is quite easy to fly and if it is a oil burner things couldn't be more simple. You may need to get used to the prop/engine combination, especially if you are the sort of person who plays with the power level a lot on final. It isn't difficult, just slightly different in the way the combination responds to your demands. Turning to the G1000, you could probably hack the PFD and comm panel in an hour or so.
Things get far more interesting when you start playing with the MFD - Personally I think a bit of serious book reading and PC training should be compulsory. Download Battery Saver Pro For Blackberry Ota. OK, you could use it like a GPS496, but then you are wasting a lot of functionality. Oh yes, there are a couple of gotchas with silly little things like ADF freq selection; just the sort of stuff that would spoil your day during an IR examination. Steve, I just did the conversion (a month ago) to a DA40-180 with G1000, from a PA28-180.
I have now done 70 hours in the DA40. A few things I have found: (1) Plenty of power from the IO360 and with the slippery wings (2) You need to really know the manifold pressure settings, prop speeds, flap extension speeds (1st and 2nd stage) and landing speeds, as per normal - but I found that you often don't have much time on climb-out and as soon as you are 500ft AGL MP/prop tp 25.0/2500 and take-off flap out.
(3) care on approach and circuit not to overspeed the first stage of flaps (108kts on my aircraft) and particularly landing flaps (91 kts). I found because of this I would tend to put the last stage of flaps in only when on very short final (4) if you have a strong crosswind, I found that it is better to use no flap and keep the speed up if you have the runway length (5) the most important difference though is the landing: much flatter than a PA28 and you don't pull back like you do in a PA28 - or if you do, you will balloon/float. (6) the castoring nose-wheel can take some getting used to. It is easy to use the brakes to control direction on the ground, but I think better to use the rudder but this of course relies on a bit of airflow over the rudder (i.e. Ground speed) and using pretty much full rudder. (7) the G1000 is wonderful: I used the one with the GFC700 autopilot which works great even in quite strong turbulence (enough to lift me out of the seat and bang my headset on the ceiling). BUT the G1000 is complex and easy to get messed up and spend your time looking down to try to sort out what you are doing.
Not ideal at 140kts. You need to get to grips with the FPL and Direct to buttons in particular and how to adjust the flightplan to change the magenta line: in my experience the functions of the buttons CLR and ENT and the rotating knobs (inner and outer) are not intuitive to begin with, although fine once you are used to them. Also, be careful of the autopilot functions, so understand the various modes to get the right VS in particular (easy to request too much so that the aircraft speed reduces quickly or gradually to stall speed) and also watch that if you are too far off track the autopilot will not capture in NAV mode so need to use HDG mode to get to the track. And finally, even when in NAV mode I suggest you frequently press the HDG knob, so that the HDG bug is on your track, as there are often times you will need to switch the CDI/HSI and flipping to HDG mode keeps you on-track while you do this. For the G1000 you can get a PC trainer CD free from Garmin UK (just phone them and ask), which is somewhat useful. Also for the G1000 I suggest that you fly for a few hours with someone else being mainly responsible for the flying and lookout (and taking over at any point when you get mixed up) so that you can get used to pressing the right buttons on the G1000. Quote: (6) the castoring nose-wheel can take some getting used to.
It is easy to use the brakes to control direction on the ground, but I think better to use the rudder but this of course relies on a bit of airflow over the rudder (i.e. Ground speed) and using pretty much full rudder.
After much experimentation, I found that the following works for me (in a DA-40 TDI, but AFAIK the airframe is the same): I set the power for a reasonable taxi speed (1200-1300 rpm or abouts on the TDI) and then leave the power alone. This gives enough airflow over the rudder, even with a tailwind, to make most turns by using rudder alone. But I keep my toes on the brakes so that if I find that full rudder extension isn't enough to make the turn, I can instantly apply the brakes as well. I only apply the brakes without full rudder when I want to stop the aircraft in a straight line, or when I'm maneuvering in a really tight spot. Quote: I used the one with the GFC700 autopilot which works great even in quite strong turbulence (enough to lift me out of the seat and bang my headset on the ceiling). I have not experienced this myself, but I have heard that in strong turbulence it's better to put the A/P in VS 0 mode than in ALT mode. An other thing I've found with the DA-40 TDI airframe is that once you get below 70 knots on final, the sink rate is much, much higher and takes almost full power to recover.
Oh, and in the cruise you might want to keep your feet lightly on the footrests instead of flat on the floor. There's not much friction in the rudder assembly (compared to aircraft with a steerable nosewheel) and if you just let the aircraft fly itself it gets into a Dutch-roll kind-of oscillation. Not much, not divergent and not dangerous, but just enough to be uncomfortable. Adding a little friction to the rudder system by keeping your feet on the pedals solves this. (And this also applies with the A/P engaged.).
Quote: (5) the most important difference though is the landing: much flatter than a PA28 and you don't pull back like you do in a PA28 - or if you do, you will balloon/float. I dont agree. Having flown both variants and PA28s I think this is a common illusion. The canopy and the view from the Diamond is very different and leads one to believe the landing is flatter. In fact the Diamond will land very nicely nose high with the nosewheel kept off the runway until eventually with the stick fully back it has no option but to find the concrete. I do agree with your other comments.
The only PC trainer I know is the one provided by Garmin. For continental student, might be delivered quicker and at a better price (note that the French boutique sells an earlier version) You can read on the Garmin website This PC Trainer operates on Windows速 2000/XP/Vista速/7 platforms only; Windows 8/8.1 and Mac速 operating systems are not supported At some point my old Windows 7 laptop will cease to work, and most of my students don’t have any legacy computer at hand. My first idea would be to look for another piece of software. Is there any? The other idea would be to use an emulator.
I could use one with some success to emulate the G430 on my Mac during my CPL training. Have any of tried with the G1000?
I use an old version (8.13). I could not find any GNSS approach in it. 1 Where is the oldest GNSS approach published? I suppose it’s not in Europe. 2 If you have a newer version are there any GNSS approaches in it? EDIT may be that post should be in Avionics?