My aircraft is currently equipped with a mechanical HSI, electric AI, a SL-30 and an S-TEC System-30.
I am looking to remove the mechanical HSI and AI install a dual G5 system with a GMU-11 and a GAD29B.
A couple of questions:
- Is the experimental G5 software capable of interfacing with the autopilot outputs on the GAD29B?
- The G5 appears to mimic a "GPSS" unit when outputting an analog heading error signal on the GAD29B autopilot interface. This would seem to enable the G5 to drive an analog autopilot (when in heading mode) with the heading bug on the G5. Correct?
-Does/can the G5 w/GAD29B also mimic a GPSS unit and drive the autopilot outputs on the GAD29B with "derived" digital SL-30 course error data received via the G5 serial interface? I assume received -429 data sent by a GTN/GNS GPS over the GAD29B -429 interface would be "translated" to a GPSS type heading error signal.. but how about plain old NMEA type data ?
What would happen if one installed THREE G5 units on a single CAN bus with one GMU-11 attached?
I am looking to remove the mechanical HSI and AI install a dual G5 system with a GMU-11 and a GAD29B.
A couple of questions:
- Is the experimental G5 software capable of interfacing with the autopilot outputs on the GAD29B?
- The G5 appears to mimic a "GPSS" unit when outputting an analog heading error signal on the GAD29B autopilot interface. This would seem to enable the G5 to drive an analog autopilot (when in heading mode) with the heading bug on the G5. Correct?
-Does/can the G5 w/GAD29B also mimic a GPSS unit and drive the autopilot outputs on the GAD29B with "derived" digital SL-30 course error data received via the G5 serial interface? I assume received -429 data sent by a GTN/GNS GPS over the GAD29B -429 interface would be "translated" to a GPSS type heading error signal.. but how about plain old NMEA type data ?
What would happen if one installed THREE G5 units on a single CAN bus with one GMU-11 attached?