G5 install today

I took a better picture today while flying down to where I had the install done, had to bring my log book and POH back to get them updated. I showed him this picture, as you can see there is about a 9kt difference between the G5 and my analog airspeed. They are going to check it when I have it back in early August for the Garmin 345 install.
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GBSoren said:
I took a better picture today while flying down to where I had the install done, had to bring my log book and POH back to get them updated. I showed him this picture, as you can see there is about a 9kt difference between the G5 and my analog airspeed. They are going to check it when I have it back in early August for the Garmin 345 install.
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Where did you move you AI? thought that was driving you AP?
 
No, my auto pilot is driven by the turn coordinator, so the AI isn't needed for my auto pilot. I would have liked to either remove both (replaced by 2 G5's), and remove the vacuum system entirely OR keep the original AI as a back up. But because the G5 heading bug won't drive my auto pilot, and I had no panel space to keep the AI as a backup, I ended up just removing it. 2 G5's would have been a nice setup.....if only, if only.
 
GBSoren said:
I took a better picture today while flying down to where I had the install done, had to bring my log book and POH back to get them updated. I showed him this picture, as you can see there is about a 9kt difference between the G5 and my analog airspeed. They are going to check it when I have it back in early August for the Garmin 345 install.
View attachment 53977
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Is the G5 pictured an experimental or certified one? Looks like you have a CDI on the bottom above the inclinometer.
 
I got my plane back the other day and had an interesting pre-flight after the avionics shop got done. More on that in a different thread when I get around to it. Maintenance (of any kind) return to service flight is no joke.

I only flew it a short hop back to my home airport and the turbulence was brutal so I didn't get any good pictures. Just the blurry one below and one from the hangar. I'll get more the next time I can fly. The airspeed is dead on with the needle and the altitude is right on with the 20 ft mark. I think I'm going to love the addition.

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It's a certified. At least that's what I paid for.
 
Radar Contact said:
Is the G5 pictured an experimental or certified one? Looks like you have a CDI on the bottom above the inclinometer.
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I don't think there's a physical difference between the two versions. It's the paperwork and the software limits functionality....possibly? Reading the docs on the two, there's not much difference.
 
GBSoren said:
It's a certified. At least that's what I paid for.
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Do you see the CDI difference I'm talking about between ours? Does it work when you dial in a loc or a gps course? If so, I need to figure out how to activate mine.

It looks great in your panel.
 
With the G5 installed as an attitude indicator only there would be no GAD29 adapter installed, CDI features will not work without the adapter connected to compatible radio.
 
bnt83 said:
With the G5 installed as an attitude indicator only there would be no GAD29 adapter installed, CDI features will not work without the adapter connected to compatible radio.
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By compatible, do you mean WAAS? I have a 530/430 that I am WAAS'ing next year and that would make sense I guess.
 
Radar Contact said:
By compatible, do you mean WAAS? I have a 530/430 that I am WAAS'ing next year and that would make sense I guess.
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Nothing to do with waas. The G5 must have ARINC 429 CDI signals converted to CANBUS or (RS232 input for GNC225) signals depending on what Nav radio is being interfaced, to display any lateral or vertical deviation as a mechanical CDI would. The GAD29 adapter is about $400 so you would know if you paid for one.

GAD29 will only work with select garmin products = compatible

This is from experimental manual but physical wiring is very similar to STC version and how CDI data is routed. You have to buy the DG/HSI G5 to install the GAD29 and get CDI data on both the attitude G5 (if installed) and DG G5

http://static.garmin.com/pumac/190-02072-00_E.pdf
http://s10.photobucket.com/user/bnt83/media/IMG_0015_zpswxjaydnn.png.html][/URL]
 
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murphey said:
I don't think there's a physical difference between the two versions. It's the paperwork and the software limits functionality....possibly? Reading the docs on the two, there's not much difference.
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Software part numbers and paper as far as I know.
 
bnt83 said:
Nothing to do with waas. The G5 must have ARINC 429 CDI signals converted to CANBUS or (RS232 input for GNC225) signals depending on what Nav radio is being interfaced, to display any lateral or vertical deviation as a mechanical CDI would. The GAD29 adapter is about $400 so you would know if you paid for one.

GAD29 will only work with select garmin products = compatible

This is from experimental manual but physical wiring is very similar to STC version and how CDI data is routed.

http://static.garmin.com/pumac/190-02072-00_E.pdf
http://s10.photobucket.com/user/bnt83/media/IMG_0015_zpswxjaydnn.png.html][/URL]
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Thank you! I just got to the bottom of this (I think). Garmin only list the 530W/430W as compatible. So I will have to wait till I get the WAAS upgrade to add that function, which I probably will.
 
Radar Contact said:
Thank you! I just got to the bottom of this (I think). Garmin only list the 530W/430W as compatible. So I will have to wait till I get the WAAS upgrade to add that function, which I probably will.
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I'm not seeing where WAAS is a must for the GNS series to use the GAD29, but verify with your dealer.
 
I read something else that perhaps someone can confirm. The certified version of the G5 doesn't have a heading bug yet the experimental version does. If true, why would that be? It makes no sense.
 
It has a heading bug. It doesn't do anything, but you can set it.
 
Timbeck2 said:
I read something else that perhaps someone can confirm. The certified version of the G5 doesn't have a heading bug yet the experimental version does. If true, why would that be? It makes no sense.
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It has a heading and altitude bug. The altitude bug flashes as you approach or if you deviate from selected altitude.
 
Thanks guys, probably yet another old question that was asked on the Aircraft Spruce site.
 
denverpilot said:
Heading bugs normally don't do anything but point at a heading. :)
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True, but what's the point if it doesn't drive an autopilot? Are you worried you'll forget which direction to go?
 
I just sent an email asking for clarification when installing the G5 HSI via STC. My questions were:

#1 Can I get an email, memo, etc, for no objection to install the G5 in place of a CDI.

#2 When replacing a DG with the G5 HSI any Nav radio interfaced with the G5 must have the existing CDI removed, did they intend to disable the lateral and vertical deviation signals from the analog outputs used by the CDI? If so that would disable many autopilot interfaces and ability to track that navigation radio.

Edit: Regaurding #2, I think that the CDI outputs (from GNS/GTN example) are still enabled to drive an analog autopilot.
 
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Salty said:
True, but what's the point if it doesn't drive an autopilot? Are you worried you'll forget which direction to go?
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The heading bug serves the same purpose as bugs on ASI and Altimeter tapes, it lets you see at a glance if you are where you want to be in terms of aircraft control. In other words you don't have to read numbers just recognize the position of the bugs.
 
Salty said:
True, but what's the point if it doesn't drive an autopilot? Are you worried you'll forget which direction to go?
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Clark1961 said:
The heading bug serves the same purpose as bugs on ASI and Altimeter tapes, it lets you see at a glance if you are where you want to be in terms of aircraft control. In other words you don't have to read numbers just recognize the position of the bugs.
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I think Salty was being sarcastic and forgot a smiley. ;)
 
OP, by reading some of your posts it appears that the aircraft was flown before the maintenance entry was made and before the W&B was updated. If so, you may want to refresh your knowledge of the applicable regs.
 
Some days I just wish I could blow a ton of money on avionics...430, G5s, GTX 345, autopilot. Woo hoo that would be exciting!
 
CC268 said:
Some days I just wish I could blow a ton of money on avionics...430, G5s, GTX 345, autopilot. Woo hoo that would be exciting!
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2 G5 $5000 (let's not quibble over details)
GTN 650 $11,000
GTX 345 $4500
Subtotal: $20,500

Installation for everything $ $10,000

Total: $30,500

Problem: My cherokee is only worth about $35,000.

If I had the money to install all the avionics, I'd sell the cherokee and get a Mooney with everything already installed. Could probably get a good deal on one for $60K.
 
murphey said:
2 G5 $5000 (let's not quibble over details)
GTN 650 $11,000
GTX 345 $4500
Subtotal: $20,500

Installation for everything $ $10,000

Total: $30,500

Problem: My cherokee is only worth about $35,000.

If I had the money to install all the avionics, I'd sell the cherokee and get a Mooney with everything already installed. Could probably get a good deal on one for $60K.
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yep in the same boat with my cherokee
 
murphey said:
2 G5 $5000 (let's not quibble over details)
GTN 650 $11,000
GTX 345 $4500
Subtotal: $20,500

Installation for everything $ $10,000

Total: $30,500

Problem: My cherokee is only worth about $35,000.

If I had the money to install all the avionics, I'd sell the cherokee and get a Mooney with everything already installed. Could probably get a good deal on one for $60K.
Click to expand...


Not even close, with that equip list.
 
It’s not easy to invest that kind of money in a small airplane, even if the airplane was inherited or given to you.


Fortunately I'm only 32 years old and have no plans to get a bigger faster airplane. Sure it would be nice to have one but I cringe every time I consider adding more expensive parts such as a $9k prop, $1k prop governor, etc. I’ll keep my dated working autopilot, $20k in radios and mogas burning 4 cylinder 150 horse and be happy. I’m darn lucky to be able to have it as it is.
 
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