Garmin? Team X introduces the G5 electronic flight instrument

[Jesse]

While I agree that the controllers are expecting a heading and are correcting for wind to get their desired track, but they also round to the nearest 5 or 10 degrees anyway, and often will give you a "ten degrees right" if the wind is stronger or weaker than they "calculated". Again, I understand what they are expecting, but I don't see the ground track number as a big issue.

[krw5927]

Originally Posted by ZemsRV4

You would need to have another instrument or use the dreaded whiskey compass.

What on earth is there to dread about a whiskey compass?

[ZemsRV4]

Ha Kurt, you got me! When all else fails, a good shot of whiskey might come in handy!

[BHunt]

Originally Posted by ZemsRV4

The one dissapointment:
- No ability to connect a magnatometer to get magnetic heading without using in conjunction with a G3. One part of a true 6-pack replacement that is missing. If you are flying into a class B/C airspace and the controller vectors you, it is magnetic heading not track. You would need to have another instrument or use the dreaded whiskey compass. I would have like to get a second G5 and use as an HSI, tied with a GPS navigator to enable basic instrument capability. Although I have no intention of flying IFR, it would be nice to have the capability for that rare occasion where I might need it. This is one capability, I would like to see them add to it (hope the Garmin guys are listening!).

Seriously? They couldn't have had an ability to have magnetic heading without THEIR EFIS? That's lame. Nobody WANTS to use a whiskey compass for magnetic heading nor should pilots think "well, I'll fly GPS track and the controller can fix it." This just seems like a convenient way to "limit complexity" by requiring their other system for mag hdg.

[EPG Aero]

Pics at: https://www.flickr.com/photos/148189...57674442811302

All 4 items work fabulously together.

EPG Aero

[tturner]

Question for the Garmin team.

I have a G5 that is driven by a 430W using the #2 serial port. Both units are set to MAPMX format. The lateral deviation indicator works fine but it never displays the vertical indicator. The software version in the 430W is about 5 years old. Could that be the problem?

[g3xpert]

Originally Posted by tturner

I have a G5 that is driven by a 430W using the #2 serial port. Both units are set to MAPMX format. The lateral deviation indicator works fine but it never displays the vertical indicator. The software version in the 430W is about 5 years old. Could that be the problem?

Hello Tommy,

The MapMX RS-232 output from your GNS 430W provides sufficient information for VFR navigation only, and does not contain vertical deviation information. For full lateral/vertical navigation display with IFR CDI scaling and annunciations, you would need to install the GAD 29 ARINC 429 adapter unit, as is shown in Figure 1-36 of the current G5 Manual (rev C).

If you do already have the GAD 29 installed and configured correctly, the most common reason to not see vertical deviation information during an LPV or LNAV+V approach is that the ARINC 429 label for vertical deviation is not enabled on the GNS 430W. To check this, make sure the "VNAV" setting on the GNS 430W ARINC 429 output configuration page is set to "Enable Labels".

- Matt

[tturner]

Matt

Thanks for the quick reply. I do not have the GAD 29 so that explains the issue.

[TR182]

+1 for interest in a magnetometer solution for the standalone G5.

I would also like it to "pass through" GPS guidance information it receives via CAN to its NEMA configured RS-232 output. I just installed a GPS-400W ARINC-429 to GAD-29 , CAN to the G5 which has NEMA-4800 output on RS-232 to a third party autopilot. The autopilot is receiving only GPS track information from the G5, not the guidance messages.

I used to use the GPSMAP-496 to drive the autopilot (and still use it to push COM frequencies to the GTR-200). Now that I have the 400W as the primary NAV source I would like to use it to drive the autopilot. The 400W coming from the certified airplane world doesn't want to talk with NEMA based devices but the G5 does and it has the course data from the 400W via the GAD-29.



This is a great setup for the occasional IFR approach.

[jeffk]

In the hopes there is a magnetometer in development (that is CAN bus capable?), I'd like to request an OAT option as well please. Coming from a GRT Mini AP, I really miss knowing locally where the icing level is, density altitude, true airspeed and as well as wind vector. I agree with previous posts that the screen is not expansive, so perhaps the additional fields could be made optional to reduce clutter. Another approach would be hide the additional fields and only display them at relevant thresholds (e.g. OAT is x degrees above freezing or crosswinds above x knots and y degrees).

I understand the primary purpose of the G5 is a back up instrument. However, it's also been described as a building block for those who wish to have a G3X system. In that context, having a standalone magnetometer (ideally with an OAT input) would make the HSI page behave as expected (for those who have two G5's installed) rather than being limited to depicting track only. For dual G5 installations, some repeated data fields could be used to display additional information provided by an OAT sensor (e.g. two ground speed displays are not required and the one on the PFD could be replaced with true airspeed).

Is it possible to display a G-meter on the G5? I'm assuming the ADAHRS is performing the calculation. I've gone with a Flight Data GT-50 (great instrument) for G, OAT and timing information. It's sub $200 including the OAT probe.

Thanks for bringing the G5 to market. Support, quick startup and AI accuracy during and after alignment are top notch.

Jeff