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  #181  
Old 01-01-2017, 03:56 PM
HarryL HarryL is offline
 
Join Date: Jun 2015
Location: Woking UK
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Quote:
Originally Posted by gFlyer View Post
Thanks for your answers. Understand now the G5 STC version has less functionality as the experimental.

But what I do not understand is how uncertified engine monitors like J.P. instruments can be built in a certified aircraft without any STC?
From EASA someone has told me that it is possible in a addition to a single cylinder EGT/CHT gauge to have a engine monitor system installed in the aircraft without an STC.

So where is the difference, keeping the six pack and adding a non STC G5 in a certified aircraft just for backup reasons?
The JPI EDM900/930 engine monitors have an EASA STC for certified aircraft - it's a validation of the FAA AML STC. Single non-mandatory instruments can be installed under CS-STAN. For the G5, I understand from Garmin that they are in the process of trying to get the FAA AML STC accepted by EASA but this is less straightforward than a standard STC as the G5 does have any TSO approval.
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  #182  
Old 01-13-2017, 08:19 AM
Flyfish Flyfish is offline
 
Join Date: Oct 2014
Location: Arcata, Ca
Posts: 58
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User Ezetom asked this in a separate thread. I have the same question so I thought I'd ask it here. It's a question of getting KX 155 display on the G5. He (and I now) ask:


"Does anyone know if there is an analogue to digital converter made to be able to connect the nav outputs of an older radio to display on a garmin G5?

Cheers!

Tom"
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  #183  
Old 01-16-2017, 03:14 PM
rotorhead11 rotorhead11 is offline
 
Join Date: Jan 2017
Location: El Paso, TX
Posts: 1
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I have the same question. We're looking to swap out an old six pack with the G5, but I don't know if the G5 HSI mode will work with the KX 155. Does anyone know if this will be compatible?

Thanks!
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  #184  
Old 01-22-2017, 07:46 PM
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Jesse Jesse is offline
 
Join Date: May 2005
Location: X35 - Ocala, FL
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I can't speak for Garmin, but very few of the new EFIS systems will talk to or listen to the KX155. I think the Aspen box has a converter, but no other units that are common in the RV community that I am awareness of. The best option there is a standard analog NAV display.
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  #185  
Old 01-26-2017, 12:13 PM
krashmaster81 krashmaster81 is offline
 
Join Date: Nov 2015
Location: Oro Valley, AZ
Posts: 14
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g3xpert,

Has there been any talk of making an Engine Monitoring unit based on the G5, to interface with a GEA24 or similar?

-Matt
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  #186  
Old 02-27-2017, 06:55 AM
KatanaPilot KatanaPilot is offline
 
Join Date: Feb 2015
Location: Locust Grove, GA
Posts: 621
Default Another question

Saw this post about a CanBus short taking out the PFD/MFD. I wondered if the same would happen to a CanBus connected G5.

If the RS-232 connections are used, does this eliminate or mitigate this failure scenario?

I'm using a G5 in our new G3X touch panel and a neighbor is adding a G5 in place of a D-10 on his legacy G3X panel - so we both wondered what would happen to our displays and G5 in the event of a CanBus failure.

Sorry if this has been asked before.
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Last edited by KatanaPilot : 02-27-2017 at 06:55 AM. Reason: added text
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  #187  
Old 02-27-2017, 07:27 AM
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Brantel Brantel is offline
 
Join Date: Mar 2006
Location: Newport, TN
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Quote:
Originally Posted by KatanaPilot View Post
Saw this post about a CanBus short taking out the PFD/MFD. I wondered if the same would happen to a CanBus connected G5.

If the RS-232 connections are used, does this eliminate or mitigate this failure scenario?

I'm using a G5 in our new G3X touch panel and a neighbor is adding a G5 in place of a D-10 on his legacy G3X panel - so we both wondered what would happen to our displays and G5 in the event of a CanBus failure.

Sorry if this has been asked before.
There are backup RS232 links for the G3X system to keep critical systems talking in the event of a failure on the CAN Bus. This works well. I have tested it.

The G5 can operate as a completely independent backup if the primary system fails. If the CAN Bus is lost, the G5 keeps working you just don't have communication to the G3X system. You will lose the stuff that the G3X shares with the G5, HDG for instance will be replaced with TRK. You will also lose the ability for the G5 to share it's ADAHRS data with the G3X system if the G3X units fail.

Keep in mind that the G5 was designed as a stand alone backup. It does not need connection to any other data source to operate as an effective Air Data/Attitude backup.
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Last edited by Brantel : 02-27-2017 at 07:30 AM.
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  #188  
Old 03-15-2017, 06:52 PM
F1R F1R is offline
 
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Location: ____
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Default Question for the TEAM

In the G5 manual it clearly states the G5 is suitable for EITHER 14V DC OR 28V DC. Does this mean as it is written 14V OR 28V

Or is somewhere in between acceptable like the Dynon & MGL where 10V-30V range is acceptable ?

I'm not trying to light a hot seat , just trying to understand how critical the voltage tolerance and what the acceptable range for the G5 is.

Thanks in Advance
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  #189  
Old 03-16-2017, 05:07 AM
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g3xpert g3xpert is offline
 
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Location: Olathe, KS
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Quote:
Originally Posted by F1R View Post
In the G5 manual it clearly states the G5 is suitable for EITHER 14V DC OR 28V DC. Does this mean as it is written 14V OR 28V

Or is somewhere in between acceptable like the Dynon & MGL where 10V-30V range is acceptable ?

I'm not trying to light a hot seat , just trying to understand how critical the voltage tolerance and what the acceptable range for the G5 is.

Thanks in Advance
Hello F1R,

Yes, the G5 manual specifies that the G5 may be installed in aircraft with either 14V or 28V systems.

The G5 passed the DO-160G Section 16 power input testing for Category B (14V/28V) equipment which requires that the unit be capable of operating over the voltage range of 10V to 32V.

Thanks,
Steve
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  #190  
Old 03-27-2017, 04:45 AM
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g3xpert g3xpert is offline
 
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Quote:
Originally Posted by control View Post
This Saturday I finally got up in the air with my now G5 equipped Cozy3.

The wind gusty at around 19 knots but I still managed to perform my planned GPS triangulation flight to verify the airspeed part of the instrument. There is a 4 knots mismatch between the old instrument and the G5. After reviewing the G5 logs and using a spreadsheet I found here on the forum I feel confident in saying that my G5 airspeed indication is within one knot when running at 145kt indicated @ 2000feet, ISA -9 (QNH 1021).

One question regarding the logs, I found and tried an old 2012 G3X to .kml converter but using it for the G5 logs produces a file with almost no content. Is there a .kml(google earth) converter for the G5 logs?

Now I just need to convince the other owners to invest in a 660 and AP servos and controls
Hello Control,

Good to hear you have your G5 operating in your Cozy and found it accurate.

The GSA 28 servos and GMC 307 control panel coupled to an Aera 660 navigator will make a great autopilot.

We are not aware of a parsing program for the G5 data log files, but as you know, they are text .csv (comma separated value) format, and may be viewed/graphed in popular spreadsheet programs.

Thanks,
Steve
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