The Garmin G5 is now stc'd for many aircraft, this looks like a very nice backup unit.

Glad they got the STC, hopefully other EFIS mfrs will do the same.
FWIW I paid $1249 for my original G5 & mounting kit, I didn't get the $150 backup battery.
The cost of the new STC'd G5 is $2149 including mounting kit and backup battery.
So an extra $750 for the STC'd version.


Here's the AOPA news release:
https://www.aopa.org/news-and-media/all ... 726special

Here's the pricing from Chief:
http://www.chiefaircraft.com/avionics/g ... -efis.html

Awesome!!! Yep! Totally a game changer

Can a manufacturer of a piece of equipment decline having their product covered under an STC? Just wondering if maybe Garmin's STC here was in part a defensive move to preempt being included in the EAA STC, which would have allowed folks to buy the cheaper experimental version and just pay $100 to EAA.

Either way, all this stuff is great news. I for one am definitely not putting another vacuum gyro in my panel.

This earlier thead by iPat also discusses the G5 and new STC. Limitations are also reviewed.

https://www.backcountrypilot.org/community/forum/latest/norsee-non-tso-d-garmin-g5-g3touch-etc-19537

Just mentioning this for folks who might be seeking more information

Oregon180 wrote:Can a manufacturer of a piece of equipment decline having their product covered under an STC? Just wondering if maybe Garmin's STC here was in part a defensive move to preempt being included in the EAA STC, which would have allowed folks to buy the cheaper experimental version and just pay $100 to EAA.

Either way, all this stuff is great news. I for one am definitely not putting another vacuum gyro in my panel.

For night ops you will still need a vacuum gyro though. As far as I can tell none of these little glasses can replace the direction gyro. For night ops you require a stabilized direction instrument. This is why I wish these were covered by these little glass units. At $2500 with a gps antenna so you have direction it would be great. But I hate to replace one and not the other. I'd just rather yank the whole vac system out...

A1Skinner wrote:

Oregon180 wrote:Can a manufacturer of a piece of equipment decline having their product covered under an STC? Just wondering if maybe Garmin's STC here was in part a defensive move to preempt being included in the EAA STC, which would have allowed folks to buy the cheaper experimental version and just pay $100 to EAA.

Either way, all this stuff is great news. I for one am definitely not putting another vacuum gyro in my panel.

For night ops you will still need a vacuum gyro though. As far as I can tell none of these little glasses can replace the direction gyro. For night ops you require a stabilized direction instrument. This is why I wish these were covered by these little glass units. At $2500 with a gps antenna so you have direction it would be great. But I hate to replace one and not the other. I'd just rather yank the whole vac system out...

EDIT: No mention of stabilized direction instrument in the FAA for part 91Night VFR flying, unless its in some MEL for your TC.

http://rgl.faa.gov/Regulatory_and_Guida ... kup/91.205

CamTom12 wrote:

A1Skinner wrote:

Oregon180 wrote:Can a manufacturer of a piece of equipment decline having their product covered under an STC? Just wondering if maybe Garmin's STC here was in part a defensive move to preempt being included in the EAA STC, which would have allowed folks to buy the cheaper experimental version and just pay $100 to EAA.

Either way, all this stuff is great news. I for one am definitely not putting another vacuum gyro in my panel.

For night ops you will still need a vacuum gyro though. As far as I can tell none of these little glasses can replace the direction gyro. For night ops you require a stabilized direction instrument. This is why I wish these were covered by these little glass units. At $2500 with a gps antenna so you have direction it would be great. But I hate to replace one and not the other. I'd just rather yank the whole vac system out...

EDIT: No mention of stabilized direction instrument in the FAA for part 91Night VFR flying, unless its in some MEL for your TC.

http://rgl.faa.gov/Regulatory_and_Guida ... kup/91.205

You guys get all the easy regs. In Canada we are required. See image below...

Not exactly what all counts as a stabilized magnetic direction indicator, but don't think a compass does.

Oregon180 wrote: Can a manufacturer of a piece of equipment decline having their product covered under an STC? Just wondering if maybe Garmin's STC here was in part a defensive move to preempt being included in the EAA STC, which would have allowed folks to buy the cheaper experimental version and just pay $100 to EAA. ...

I guess the EAA STC you're referring to is the one for the Dynon D10A.
As I understand it, that STC was jointly developed by EAA & Dynon.
So no, I don't think they can or will be including the Garmin G5 on it.
I would have hoped that Garmin might have gone the same route with the low costs STC. As I pointed out earlier, the STC'd version will cost you $750 more than the original. I would assume that includes the STC itself. $750 isn't too bad, but $100 would be a lot better!

I'm kinda curious why the directional indicator aspect of the G5 isn't approved to replace the directional gyro. I'm gonna guess that it's because the directional display depends on a GPS signal-- if the GPS signal was lost for some reason, your directional info goes away. Whereas the artificial horizon and turn coordinator features utilize the internal sensors only.

didn't realize textron was cessna didn't look on down page

my bad

doc_dyer wrote::evil:
well AML is out for the G5

Cessna FR172K
F172D, E, F, G, H, K,L,N,P FP172D
F177RG
F182P,Q, FR182
F337E,FT337E,F337F,F337G,FT337GP,F337H,FT337HP

NO Cessna 180 or 170

Sweet... Not.

On page 7 of 8 of the AML for the Garmin G5 you will see all the 180 / 185's listed

Here's the G5 STC including the AML:

http://download.aopa.org/advocacy/G5_STC.pdf

Careful. Understand the limitations of the G5 STC'd unit for certified aircraft. First and foremost the certified unit is a "one shot" installation and has to have a permission letter issued by Garmin for a specific G5 linked to a specific aircraft serial number one time -- and that's it. So they will become a boat anchor on the used market, just like S-Tec autopilots. There is no reason for this but for Garmin's desire to sell more units and control the market. AOPA might have overlooked this which is tantamount to a dereliction of duty when looking out for their membership. All the STC'd G5 units are identical in every way including software. However, if you have multiple certified airplanes, like in a flight school, with G5s you cannot swap out a G5 between them, unlike legacy instruments (and the Sandia Quattro). Even if the airplanes are the same make, model, year and everything is completely identical. No dice. Either send the a broken unit to Garmin to be fixed if able or buy a new one. Period. No getting a used one on Barnstormers, eBay, Trade-A-Plane or borrowing a unit from a hangar neighbor. Granted the pitot/static system has to pass certification test by a repair station every time the static system has been disconnected and reconnected. So a G5 becomes a boat anchor with zero residual value.

Also consider what has been stripped from the STC'd unit compared the the Experimental version. More than just the autopilot functionality and no glideslope depcition, both of which the Experimental version allow. The experimental version can also output altitude encoding via RS-232 just like an Aspen etc. so that a separate altitude encoder is not necessary for an ADS-B or Transponder. The more expensive G5 STC'd model does not do this. The Experimental version can use the internal GPS antenna with an option for a cheap external antenna. The more expensive certified model cannot use it's disabled internal GPS antenna and requires an external TSO'd WAAS antenna unless you have one of Garmin's GTN or GNC WAAS GPS's for a WAAS source for the G5. Come to think of it why does an AI replacement like the G5 even require GPS? The G5's GPS position information is not made available to the pilot in the display. The Sandia Quattro doesn't need an expensive WAAS antenna or a GPS signal at all to provide for primary replacement of the AI, Altimeter, Airspeed, Slip and VSI.

I have an Experimental version G5 for my RV-3 (I will be using it's autopilot driving capabilities when coupled with the Garmin GMC 307). But I would hesitate spending more money for the stripped down, less useful, STC'd G5 model that still needs an expensive WAAS antenna. The trump card is that the STC'd G5 has been deemed disposable by the STC permission letter requirement. Less for more!

Did you think Garmin wasn't going to take you for a ride this time again? Silly boy.

Jim

that's sucks. Not surprised, guess they probably pushed for stc to prevent people getting field approvals on the non stc'd version. Im sure they wanted to close that door to continue to push people towards the g500.

Bdiazair wrote:that's sucks. Not surprised, guess they probably pushed for stc to prevent people getting field approvals on the non stc'd version. Im sure they wanted to close that door to continue to push people towards the g500.

Jokes on them, no field approval required.


Sent from my iPhone using Tapatalk

The STC permission letter will cover the aircraft serial number, NOT the specific serial number G5 unit. ie permission to install a G5 into one particular aircraft. There will be an avenue to obtain another permission letter if the unit is being transferred to another aircraft. A certified G5 is still a very low cost option no matter what way you look at it, and a cost effective upgrade. Yes, many features are disabled, however this was an FAA requirement for the STC, not Garmin being a scrooge...

And FYI, you can now obtain STC permission letters from Genesys Systems to install a used S-Tec Autopilot into another airframe

Garmin is not the only one issuing STC's for a specific aircraft as identified by tail number.
The 850's STC, my BAS pull handles shoulder harnesses & jump seat STC's, and my EAA mogas STC all were issued specifically to my tail number.

Yes. But Genesis requires a used autopilot and all components be returned to them for re-inspection before re-issuing the STC. And it just so happens that process costs exactly the same amount as buying a new one.

I hope you're right on the G5 unit serialization issue. I have seen no details and the Garmin web site has yet to make available the installation manual. Just the one-use statement from web sites like Spruce product page.

I would hesitate to buy any product like this before revision NEW documents have even been released.

Jim

Yes, it's a single use STC, but that means applicable to one aircraft it does not lock in a particular G5 serial number. Like most Garmin products, in case of a warranty claim or a fixed price repair when out of warranty, it'll be exchanged for a replacement unit of another serial number. The G5 is pretty neat and I think it's great value