Why Fly a Garmin 1000 with SVT?…I’ve now learned the answer to this question.
It’s like asking why write with a pen and paper when we have perfectly good stones and chisels!  All kidding aside, as a new glass cockpit operator, I can now begin to more accurately explain what the difference is all about and share my experience with other pilots interested in these “Glass Planes”.

I had the same questions in my mind when I began looking at the modern cockpit of a Diamond DA-40 XLS compared with my Cessna 172RG cockpit. I had just upgraded the Cessna with a G430 WAAS unit but that didn’t seem to keep my eyes from wandering to the new modern birds with their sleek lines and full glass cockpits. Once I learned about and understood the impact of the 2008 tax incentives  I purchased a new Diamond DA40 XLS with a partner and we have been in modern flying heaven every since.

At the point I was considering a new plane upgrade, all my training had been in round dial “steam gages” and I felt very comfortable flying with them and in fact had just completed my Instrument Rating.

But wow, what a difference the glass cockpit makes and the added benefit of Synthetic Vision Technology makes it remarkably easier. The only thing people think might be “wrong” with the glass panel is there is so much gee wiz information that you have a tendency to reduce the outside scan but then you realize the info provided on the screens is actually going to help you avoid other traffic and you begin relying on it instead of squinting through the haze.

Let’s talk about the benefits of a glass cockpit from the perspective of a low time pilot transitioning from analog gauges. The first thing I noticed was the clarity and size of the Primary Flight Display (PFD) and how easy it is to keep your scan going. The attitude indicator is always in the background when you are scanning the altitude, airspeed, course or VSI and there are a combination of electronic “tapes” and readouts to help out when looking at and interpreting a particular instrument readout.

The VORs are displayed in an HSI format and the whole thing blends very well with the autopilot (more on that later). I mentioned VORs, but in truth most of our navigation has been with the GPS system with the VORs being used as a backup.

When you add the SVT, all of a sudden the airports show up visually in three dimensions, as does traffic, terrain features and obstructions which really gives a level of comfort when you are in the goo (aviation technical term) or just in unfamiliar territory.

To date I have used the system in limited IMC and the additional situational awareness is truly awesome. The additional Pathways or “Highway in the Sky” feature comes on when you have a direct to or flight plan loaded in the system.

The highway in the sky feature shows up at the altitude you select and all you have to do to maintain the course is to make sure the flight path marker is in the magenta boxes. If you do that, you are within practical test standards for IFR flight. Additionally, when you are shooting an LPV or ILS approach, the vertical path guidance is also shown as the highway in the sky boxes and you put the flight path marker in the boxes for a perfect approach.

In addition, the airport runway shows up with the appropriate number (07 etc) so that you know you are lined up with the correct runway and the flight path marker shows you where you will intersect the terrain. Essentially the SVT will allow you to nail your touchdown point every time.

I have not flown the SVT system in other than coastal areas to date, but plan to make some trips to the mountains where the terrain features will show up in a 3D sense on the screen. Once you explain the highway in the sky concept, novice pilots and non-pilots can easily hold a course or shoot an ILS approach as the displays are readily understandable to anyone who has ever flown computer based flight games.

The multifunction display (MFD) makes a Garmin 530 look small and the amount of information that is available is amazing. In addition to looking at a larger view of your flight plan, you can display XM weather radar for see and avoid planning (don’t use it to penetrate a storm), traffic information via TIS (or optionally TAS), and a plan view of terrain features. Also you can call up chart information, Safetaxi airport information, approach plates, METARs and TAFs and XM radio to keep you entertained while you play with all the other features.

In all, the G1000 with SVT is remarkable in the increased situational awareness that it provides when compared to the traditional analog instrumentation. The ease of use, graphical depiction and intuitive display makes for a better informed pilot and in my opinion a safer pilot.

The GFC700 autopilot is well integrated into the G1000 suite and basic operation is intuitive. It works so accurately and well it quickly gives you a sense of confidence and it’s nice to be able to read a chart or fiddle with a weather page on the MFD without having to divert attention to maintaining altitude and heading. The digital autopilot will virtually fly the airplane to the ground but so far, because of the Synthetic Vision Technology, I’m having more fun hand flying it on my approaches!

Joey Ritchie
N633DC
2008 DA-40 XLS with G1000, GFC700 autopilot and SVT