pilotryan wrote:...One thing to note is that the unit just will not run an autopilot. ....

The user's manual for the original (non-STC'd) G5 I boughtlast year has pages upon pages of how to connect and operate the unit to drive an autopilot. I can email you the user's manual if you'd like, maybe you can connect the STC'd version to do the same thing?

hotrod180 wrote:

pilotryan wrote:...One thing to note is that the unit just will not run an autopilot. ....

The user's manual for the original (non-STC'd) G5 I boughtlast year has pages upon pages of how to connect and operate the unit to drive an autopilot. I can email you the user's manual if you'd like, maybe you can connect the STC'd version to do the same thing?

I believe the "STC'ed" version of the G5 has those functions removed from the software. But even if the capability were there, the STC does not include any autopilot capabilities, and I don't believe you could get an IA to sign off the installation without following the STC's installation instructions.

I've heard a couple of rumors that there might be "good news" at OSH about G5s and autopilots, but given the FAA's stance on this, I'm not holding my breath.

"Real world" alternative – check out the TRIO and/or TrueTrack autopilots that have been recently STC'ed for several certified aircraft. Some pretty cool stuff there as well.

amacbean wrote:Yes, it's an electric version.

That's right, there is such a thing. Forget that sometimes.


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I'm sorry to hear of all the G5 glitches. I knew about them in the first runs, but I thought they'd solved them.

FWIW, my Sandia Quattro has been rock solid from the beginning. It took a couple of flights to get it there (pitch and roll indicators can only be adjusted by the technician), but after 1 1/2 years of flying with it, I'm completely satisfied. They have some interesting new software available, but it requires pulling it and sending it back to Sandia, which I'm reluctant to do. I might do it when it's pitot/static/transponder time again, because it will give instant vertical speed and some interesting alternatives for the altimeter adjustment.

It has an interesting response to significant turbulence or some loss of information, such as a plugged pitot. A window comes up which says "cross check", which means to check other instruments, as the Quattro's indications are slightly degraded. I have had that window come up several times in turbulence, and once the turbulence dies down, the instrument resets itself and the window goes away. However, I've never noticed any variance in the display, other than the window message.

Again, sorry to hear about the G5 problems--I know how frustrating it has to put out good money for something that doesn't do what it's supposed to do.

Cary

Im sitting on the Garmin press conference call listening to the new releases... The good news is they have finally gotten the G5 to drive legacy autopilots!

I have talked about issues in the past, but since the new software things have seemed to have settled down. I just put my order in for a second G5 to replace the DG. Looks like I can finally toss the vac system and keep my STEC 30. It will also do roll steering, so I think I will be able to pull out the ST-901...

They are also going to be offering a flush mount kit that will be on the STC which is cool... Of course you will need another box to communicate with the autopilots. This is the GAD 29B. Its confusing, but make sure if you place your order you request the GAD 29B rather then the current GAD 29.

Autopilots supported:


Century II/III
Century IV (AC), IV (DC)
Century 21/31/41
Century 2000
Cessna 400B
Cessna 300 IFCS/400 IFCS
Honeywell (Bendix King) KAP 100/150/200
Honeywell (Bendix King) KFC 150/200
Honeywell (Bendix King) KAP 140
Honeywell (Bendix King) KFC 225
S-TEC 20/30/40/50/55/60-1/60-2/65
S-TEC 60 PSS
S-TEC 55X

Bigrenna wrote:Im sitting on the Garmin press conference call listening to the new releases... The good news is they have finally gotten the G5 to drive legacy autopilots!

I have talked about issues in the past, but since the new software things have seemed to have settled down. I just put my order in for a second G5 to replace the DG. Looks like I can finally toss the vac system and keep my STEC 30. It will also do roll steering, so I think I will be able to pull out the ST-901...

They are also going to be offering a flush mount kit that will be on the STC which is cool... Of course you will need another box to communicate with the autopilots. This is the GAD 29B. Its confusing, but make sure if you place your order you request the GAD 29B rather then the current GAD 29.

Autopilots supported:


Century II/III
Century IV (AC), IV (DC)
Century 21/31/41
Century 2000
Cessna 400B
Cessna 300 IFCS/400 IFCS
Honeywell (Bendix King) KAP 100/150/200
Honeywell (Bendix King) KFC 150/200
Honeywell (Bendix King) KAP 140
Honeywell (Bendix King) KFC 225
S-TEC 20/30/40/50/55/60-1/60-2/65
S-TEC 60 PSS
S-TEC 55X

Two in one day, what a b-day surprise for me!! Its too bad we spent so much time working out a flush mount for our G5s.. Atleast it is a one off custom mount

Here is a link to the AOPA article that they just pumped out on it, Garmin's newest new announcement

Just ordered the G5 will be doing the install myself. My my old Lear attitude is dead. Looks like this will be a good option for us poor guys. Might buy another one after I get adsb out installed. I do not do ifr flying but it is very dark out here in west Texas and you need to be shure you are right side up.

Its too bad we spent so much time working out a flush mount for our G5s.. Atleast it is a one off custom mount

Really? The mounting bracket was super simple to make. One off custom? Please. There are lots of planes with flush mounted G5's.

I think you lost your hat BTW

akgreg wrote:
I think you lost your hat BTW

Oh, that's mine. Did I leave it in your hangar?


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You certainly are Kyle

akgreg wrote:I think you lost your hat BTW

I was wondering where that went. I no joke, had a hat like that.

The panel shop dealt with the G5 mounting kit, they were the ones who brought up the difficulties in making the two work without looking weird. The issue was with the chamfered/beveled edge on the bottom. Notice how they don't sit up and tight next to each-other,


Watch mine just be smashed together

akgreg wrote:

pilotryin wrote: Its too bad we spent so much time working out a flush mount for our G5s.. Atleast it is a one off custom mount

I think you lost your hat BTW

Found the hat...

I have G5 (experimental), the unit does not seem to ever function totally correct. I was just using the internal antenna but was getting random messages that GPS was not working. Since then I have installed the external G35 antenna but I still get random messages that the GPS is not working. The attitude never matches the aircraft in straight and level even though I followed the leveling instructions. It seems to be off by 5 degrees or so showing a turn to the left. I have been told that I need a GMU 11 and this will fix my problem, is everyone else running the G5 with a GMU 11. I think my G5 unit is defective, I am very frustrated at this point with the unit, POS as far as I am concerned.

Dual G5s in my 180. Only problem was the failure of both backup batteries. Replaced under warranty.

Mauleguy wrote:I have G5 (experimental), the unit does not seem to ever function totally correct. I was just using the internal antenna but was getting random messages that GPS was not working. Since then I have installed the external G35 antenna but I still get random messages that the GPS is not working. The attitude never matches the aircraft in straight and level even though I followed the leveling instructions. It seems to be off by 5 degrees or so showing a turn to the left. I have been told that I need a GMU 11 and this will fix my problem, is everyone else running the G5 with a GMU 11. I think my G5 unit is defective, I am very frustrated at this point with the unit, POS as far as I am concerned.

I think you have a dud Greg. Never had any issues like that in the M7 that I put one in. No GMU11 in that plane. One in a Super cub is working good as well, but it has the GMU11.

David

Mauleguy wrote:….I have been told that I need a GMU 11 and this will fix my problem, is everyone else running the G5 with a GMU 11. I think my G5 unit is defective, I am very frustrated at this point with the unit, POS as far as I am concerned.

I've been running a pre-STC (aka "experimental") G5 for close to 3 years now,
connected to a Garmin GA25 BNC antenna located on top of the glareshield.
Works just fine, generally, but occasionally displays a slightly-wing-low attitude in straight and level flight--
easily fixed by rebooting (turning the unit off and then back on).
No biggie for VFR flight, but I don't like to think that it would display this error in the soup.
I guess the odds of it misbehaving on the rare (never happened yet) occasion of me inadvertently entering IMC conditions is pretty low.
Then again, Murphy and his law is always lurking.

Mauleguy wrote:….. The attitude never matches the aircraft in straight and level even though I followed the leveling instructions. It seems to be off by 5 degrees or so showing a turn to the left. I have been told that I need a GMU 11 and this will fix my problem....

I wasn't sure what a GMU11 is, just googled it-- it's a remote magnetometer.
https://www.aircraftspruce.com/catalog/ ... -15077.php
While I'm no tech genius, I can see why the lack of one might effect your directional display,
if you weren't getting a good GPS lock-on,
but I don't know why it would effect your attitude display.
One of the things I like about my G5 is that it doesn't require a magnetometer--
it can't fail if you don't have it.
I don't see the problem with getting directional info strictly off the GPS satellites.

You’re not playing the aviation game hotrod180, someone has given you a magic box that can tell you ground track and ground speed, and you are using it that way. Bad.
The proper, legal way to aviate is to know which way the aircraft is pointed, plus or minus 10 degrees, and then on a map figure out your desired ground track to your destination. Look up the winds and extrapolate for your flight level, then calculate a correction vector to give you a corrected heading. Once airborne do a correction every 30 minutes to constantly refine and correct your heading with landmarks. Do some timing between landmarks and revise your ground speed and eta. But for all that you need to add the GMU11.
Or, you can look at your non-STC G5, but I tell you man, it’s like staring at the sun.

I talked to Garmin about the GMU11 when I was installing my G5 and they said it does nothing except give you a magnetic heading. Has no effect on attitude or any other G5 features. They did leave open the chance that it could be used for additional features in the future. I chose not to install it because I didn't see the point. To me GPS ground track is more valuable than magnetic heading (if ATC calls out a heading, that's essentially what they want). To me the GMU install adds a lot of complexity for very little benefit. I have a whiskey compass if the GPS fails.

I have the non-STC in my 120, I love it. I've had zero issues with mine (knock on wood). It's been rock solid reliable. When I first installed it I I would get the GPS "aligning" message every time I took off or maneuvered too fast, but after installing the $20 GA25 GPS antenna on the glareshield I've had zero issues.

lefoy84 wrote:Dual G5s in my 180. Only problem was the failure of both backup batteries. Replaced under warranty.

That's interesting. Mine is newly installed and both batteries seem to be dead as well. Time for a call.

Re: GMU11, mine has it. It's a couple wires and finding it a good home, didn't take us long at all to do. I can't speak to life without it but I don't think the install was anything remarkably expensive or difficult.