So far I've got about 15hrs on the G5 in the panel so I thought I'd share my initial thoughts... At first I have to admit I really really didn't like it, but after a couple of hours, it has grown on me.

The install was very straight forward and went very quick. The unit has an internal GPS, but I chose to tap the 430W so my course populates to the G5. The biggest gripe I have is the presentation. I had worked hard at designing a nice, clean panel and because the G5 sits proud, the installation feels more like an after thought. I have seen fellas flush mounting them, and if I was to start from scratch, I would probably do this... That said, the benefits of the data outweigh my subjective criticism. The other gripe I have (which is very small) is that the baro knob is so close to the alt knob which makes adjusting the altimeter a bit clumsy. All in all I am happy with the unit. We are installing the Sandia Quattro in the 185 restomod so I will get a good A/B feel as to which one I like better...

Now if only someone will come out with a certified DG like this I can finally toss that vac system!

LOVE MINE! When my panel went on a serious diet, all I was left with was an electric T&B. One inadvertent VFR into IMC and I realized that I needed something for attitude, but not another AI. The G5 does that and so much more. I agree that the look isn't as nice as a flush mount, but for a plug and play, I got over that quickly. Install literally took 30 min that included raising the tail to get the plane into flying configuration for initializing. I only am using its internal GPS and have had zero issues so far in 50+ hours.

I'm trying to decide between the Garmin G5, Sandia SAI 340 Quattro or the Dynon D100. Or waiting until after Oshkosh and seeing if there is anything new released under the new non-TSO rule. I lean toward the D100 because it supports magnetic direction and AOA. But I'll probably wait and see what is announced over the next 6 months.

Poking out of the panel bugs me too. (havent bought anything yet)
Do they sell a flush mount kit?

I didn't know the G5 would display course (CDI) from an external source like that. Is that the STC version or the EXP one?

Since it has built in GPS - and watching the video on the garmin site it says you can add an optional WAAS GPS antenna - could it then be a source for WAAS GPS, for something like an ADS-B that needs an external WAAS GPS source?

About the same 15 hours G5 in my 7GCBC. Everything else I fly for work has the same EFIS symbology, so easy transition. Initially I regretted having to keep the analog ASI/ALT, but find myself using them when in HSI mode. Maybe I should get another G5 and stack them ADI/HSI instead of switching one back and forth. Interfaced with the AERA for track and distance to waypoint, built in GPS does groundspeed. Everything set to knots. Find I use the altitude and heading bugs a lot. Professional.

Scaling the CDI scale in the AERA does not change the CDI scale in the G5, that is fixed at Enroute for my installation. Irritating discovery when I tried my first LNAV approach, but the scaling should work fine if interfaced with a real IFR GPS.

Did a night VFR trip that had the option of zigzag routing for terrain, or straight shot at altitude but in and out of some cloud. At altitude it was a relaxed trip with the G5.

corefile wrote:Since it has built in GPS - and watching the video on the garmin site it says you can add an optional WAAS GPS antenna - could it then be a source for WAAS GPS, for something like an ADS-B that needs an external WAAS GPS source?

Unfortunately no... That would be too easy!

I've had my Quattro for a year now, and I've been very happy with it. With it's square configuration, it looks a bit different from the other gauges, and the avionics guy had to cut the false panel to match, but it looks OK. It took a little tweaking at first, which meant returning to the avionics shop, because the pitch and bank were a little off, and they're not pilot-adjustable. The shop had adjusted them to show straight and level on their ramp, but there was a very slight tilt on bank and the pitch was quite a bit off in flight, actually showing a climb. That meant that if the Quattro showed level pitch, the airplane was actually pitched down a couple of degrees. So I took some pictures with my phone, and they adjusted things accordingly.

Here's how it looks:



Quattro has come out with a new software update, which I'll consider when it's time to do the pitot/static check next January. The unit has to be pulled and sent to the factory for the update, because they then recalibrate and recertify it, which of course means disconnecting it from the pitot and static lines. Sandia is doing the update for free, but the avionics people would then charge for the R&R and the pitot/static cert. The update includes several things that might be helpful:
1. An instantaneous vertical speed window (instead of the several second lag of a typical VSI);
2. An altitude bug, i.e., an adjustable window as a reminder to the pilot of the altitude to maintain; and
3. Most useful, a choice of the current default shut-down, which reverts the Kollsman window to 29.92; or a shut-down which retains the currently set altimeter setting; or a shut-down which retains the current altitude. That last would be nice for having the current altimeter setting upon take off from a strip where the altimeter setting is otherwise unknown.

All in all, I'm quite pleased with the Quattro. I like that its lighting is both automatic with a light sensor and manual, with the knob. Its presentation is easy to read, both night and day. And its altitude is right on, better than the stock altimeter, which is within legal tolerances but a bit off of the actual altitude. However, since they're slightly different, I set the stock altimeter's altitude to match the Quattro's, and then on approaches, I still watch the stock altimeter for the DH/DA or MDA, because its analog presentation is what I've flown all my life.

Cary