G5 in HSI mode gives ground track from the GPS, my preference since it bypasses all that whiz wheel winds aloft stuff and calculations to determine ground track the old school way. Installing a GMU11 dumbs the G5 back down so it gives aircraft heading, something the industry and regulator is still stuck on. Can I have it both ways? Install a G5 and GMU11 with the ability to switch the HSI direction between ground track and heading?

Going through the install manual to see if the G5 defaults to track in case of GMU11 failure, or whether it ihas to be part of the config. Someone already have the answer?

For a DG install, the GMU11 is required. The HSI requires the addition of the GAD29 and an input from a GPS. It should be noted that even for just the DG install, a GPS antenna is required for a certified install. This is straight from the avionics shop and Garmin, even though the manual states it as optional in many places. Not sure why its needed in addition to the magnetometer, but it is. I'm installing one in a Supercub right now, just mounted the GMU11 before we cover the wings.
So to answer your question, you can flip it in the configuration settings, but that would be a pain. It may show both, the magnetic in white and GPS in magenta, but maybe Greg or someone else who has used them can answer for sure...

P.S. sorry I haven't replied to your PM yet, I'll get on that.

David

I installed an original, "experimental" G5 in my C180 about a year and a half ago.
Minor alteration as per FAA policy statement PS-ACE-23-08.
No magnetometer, and I decided not to connect it to the pitot static system,
so all data is GPS-derived.
Works great.
Dunno if it'd be IFR legal, but since I'm a VFR pilot I don't care.
My understanding is that I can make the "HSI page" behave like an HSI (instead of a DG)
by connecting a single wire from a (Garmin) nav source to the G5.
I have the connection info written down somewhere,
but since I decided not to do it I don't remember which wire goes where.
(It's probably in the 150-or-so page users manual)

GPS (RS232) input to the G5 is pin 4, pin 6 is signal ground. GMU11 inputs through the CAN BUS, pin 1 and 2. If I were to put a switch in the pin 1 wire, how would the G5 react to the GMU11 being switched off?

Like you I’m VFR only, so not concerned with dumbing down my installation for the sake of outdated IFR legalities. But for training it could be helpful to have common systems with the rest of GA.

I'm pretty sure you'd still have to change the input in the configuration page. Not sure the G5 would automatically recognize the change. From how I read the setup pages, you have to configure it to one or the other. I'm very interested to see how it all works. This install is the first time in seeing one in person.
Putting a switch in is a good idea, but technically takes it outside of the STC. Not sure if that matters to you or your installer.

For those who choose, for whatever reason, not to hook the G5 to the pitot static system and instead have it wired to a GPS, just keep in mind that you're seeing GPS speed instead of airspeed--which can be a big difference. Same with the altimeter--big difference between GPS altitude and altimeter altitude. Of course, if you don't have the speed tape or altimeter tied to anything, I guess that doesn't matter.

I have my Quattro (similar to a G5) fully hooked up, and I enjoy having knots on it and my round airspeed indicator in mph--useful to have both in various circumstances. I get GPS speed directly on both my 430W and my old 96C (and I guess on my iPad, too, but I rarely use that feature on it). It's helpful to compare the speeds to determine windspeed and direction. The altimeter in the Quattro is right on, too, while the round altimeter is within legal tolerances but still quite a bit off (I think 60'--just had the pitot/static/altimeter check done a couple of weeks ago, but don't recall the exact variance).

Cary

"...you can flip it in the configuration settings, but that would be a pain. It may show both, the magnetic in white and GPS in magenta..."

This is how it would work, but it would be a real PITA! And as mentioned before, the GMU is required for a certified installation.

We're having a helluva time finding a good spot for the GMU 11 right now in my plane. The LED's (and I have a boatload of them) cause a lot of interference. We've tried the wings, tail and about the only spot we can find is up above the headliner between the shoulder harnesses. May be problematic!

Jim

FWIW... in a certified installation, you must connect to the pitot/static. Also, RE: LED interference, one should really connect with shielded wire. AeroLED now recommends not grounding ANY light outboard. I install all NSPs using 20/3. One for the nav, one for the strobe, and one for sync. We use the shield as the ground. Same for the Quasar tips, only 14/3. This has eliminated all noise. As far as interference with the magnetometer, the install requires you to run an interference test. The shielded wire has helped and I have had no issues, although every install I have done has been on wings w/ WingX. I mount the mag on the last but rib, which puts the lights at least 18" away. So far so good...