G3x VFR minimum equipment

[Mark33]

Originally Posted by PilotjohnS

I was going to use the GTN 650 as my nav source so I get VOR capability, but I could also add VOR using a second com/ nav radio. Not sure which way is better.

Also, I think the GTN 650 requires a panel mod because it is so long.

I think this boils down to personal preference but if you also need a transponder and ADS-B in/out, I believe the best way to go would be to go with the 375 navigator which also includes the transponder and then if you decided that you really needed a VOR radio, you could install a stand-alone nav/com. I think that more and more people are realizing that a nav radio is something that?s not as important to have as it once was.

[BobTurner]

Originally Posted by PilotjohnS

I was going to use the GTN 650 as my nav source so I get VOR capability, but I could also add VOR using a second com/ nav radio. Not sure which way is better.

Also, I think the GTN 650 requires a panel mod because it is so long.

Well, having everything in one well integrated box (650) is probably "better" in terms of ease of use, interfacing, cost. But if that one box happens to go belly up on a dark cloudy night then having a separate box is "better".

Yes, the GTN is long. You'll need to cut and reinforce a hole in the sub-panel. Not a big deal. I don't know if the new 175 series gps is shorter (or short enough to not penetrate the sub panel).

[PilotjohnS]

Good point having the VOR on a separate box. I was really set on a gtn650, but you are right, it would be better to have a second com/nav, and cheaper too. I wish there was a remote version.

[Walt]

Originally Posted by PilotjohnS

Good point having the VOR on a separate box. I was really set on a gtn650, but you are right, it would be better to have a second com/nav, and cheaper too. I wish there was a remote version.

I considered a separate VOR/ILS/Com (GNC255) with a 625 but in the end chose to go with the 650, less panel space and the seamless integration of the 650 with the G3X when transitioning from GPS to ILS is hard to beat.

[PilotjohnS]

So where this is all leading to:
1) Do I put in the nutplates for all these boxes while I build the forward structure? How about Velcro? :-)
2) Do I create the harness for all these boxes while I build the forward fuse harness?

I think I will buy the System LRU kit so I can install the engine monitor and have that hooked up while I do the firewall forward, and install the magnetometer in the aft fuselage before the skin goes on.

Thanks for all the words of wisdom. I think I will take Walt's excellent input and expand the sub structure for the GTN650 just in case I decide to put one in.

This thread is worth the price of admission alone.

[avrojockey]

Originally Posted by PilotjohnS

So i will need class C and D capability if not during phase 1, then shortly after.
And I would like to not have to redo the panel when I add IFR capability.
So one GDU 460, gtr20 remote radio, gmu11 magnetometer, gea24 engine interface. GTx375 for transponder and navigator.

Will this be enough?

This is essentially what I have but I have a second GDU with a backup GSU25. The 375 has a build-in AHRS so your configuration will get you on the ground in IFR if there's a LRU failure (using Garmin Pilot or ForeFlight), but you may like the seamless failure modes of a redundant the G3X GDU and AHRS.

[Pave Tim]

Is the only way to get the FD function through use of a dedicated controller? I am looking at an install that does NOT include an autopilot but would like to have the FD functions. I use autopilot in my flying job....I like hand flying but guidance would be nice.

[g3xpert]

Originally Posted by Pave Tim

Is the only way to get the FD function through use of a dedicated controller? I am looking at an install that does NOT include an autopilot but would like to have the FD functions. I use autopilot in my flying job....I like hand flying but guidance would be nice.

Hello Tim,

A dedicated autopilot control panel like the GMC 507 is not required to use the autopilot or independent flight director since the flight director and autopilot may be controlled via the GDU 4XX touchscreen.

The flight director capability is, however, only available when the autopilot servos are installed and the flight director is properly configured to fly the plane. The flight director provides guidance to to the servos when the autopilot is engaged and to the pilot when the autopilot is not engaged.

Thanks,
Steve