Originally Posted by WalkOfShame

It is different, but you will got use to it. I had the same problem years ago when I switch to a glass cockpit training aircraft. I have about 600 hours in aircraft with the G1000 and believe me, its easier to use than some other "systems" (cough, avidyne, cough). When I was instructing in them, I found that students too often tried to "read the number" which is too difficult unless you're in smooth air in level cruise flight. Instead, maybe try recognizing the static number and then looking to see which way this other numbers are moving. For example, you are trying to climb at 78 knots. The "7" stays relatively still in the airspeed window while the "8" changes more quickly as slight variations in your airspeed occur. By recognizing if the small number (the single knots) and spinning down or up, you will more easily recognize be able to "read" the G1000. This same principle goes for altitude and vertical speed as well.

As far as unusual attitude go, referencing the airspeed tape for pitch info on the G1000 is more difficult. Is there a back-up airspeed indicator you can initially reference instead and then use the PFD?

A word to the wise, while an AHRS in glass cockpits doesn't have gyros that can tumble during an upset event like its analog counterpart. I did, on many occasions, have the AHRS in the G1000 "give up" while doing unusual attitudes, really slow slow flight, spins, and 0 flap power-on stalls. It would replace the attitude indicator and horizon with a big red X. It didn't happen every time, but it did happen. I feel lstorm's use of the airspeed indicator to get an initial pitch indication is the safest and quickest way to initiate a recovery from unusual flight. After the recovery in initiated, the use of the other instruments (as long as they are in agreement with the intended recovery) can be used. Well, at least thats how I was taught and how I taught my students... but everyone teaches things differently

Anyway, I hope I help lstrom.

Cheers!