Garmin G5 certified
Join Date: Sep 2015
Location: London
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I thought on suction systems out some years ago, but when I was exactly into final consideration I had to fly a Diesel C172 and encountered an engine failure due to power gone. My feeling = never allow power to be vital for flying. I abandoned the idea of taking the suction system off the plane.
But I definitely do get what you're saying about "Leisure Suit Larry"! Although I too enjoyed flying the G1000, it isn't the same.
Originally Posted by Sam Rutherford
Aspen/G500 argument, you need to compare the installed price, not the purchase price.
Join Date: Mar 2014
Location: The World
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Do you have venturi driven suction? I am pretty sure that most of the planes I fly (that have suction at all that is...) have engine driven suction, so that probably wouldn't have helped. The batteries they make for these backup systems are starting to get really good too - I've definitely seen 4 hours quoted on a few of these, including the G5 - and that's when your main battery has depleted, so I would like to hope that this would be enough to get down safely and fix whatever needs fixing.
Entirely agree, but if you're also thinking of installing a nice GTN750 to replace your non waas G430 or old Kings GPS the install cost will be reduced too, you may as well invest in your plane properly... I do think that you'll likely lose little in terms of resale value [although you'd need the cash to burn in the first place of course ;-) ]. I didn't mind the Aspen too much, I just wasn't wowed by it, and thought it wasn't worth the money. I would much rather get 2x G5 and keep the remaining 5k for the AVGAS fund :-)
Join Date: Mar 2014
Location: The World
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As the 440 also is slide in replacement for the 430W (and only change of antenna for non-WAAS ... compare that to the money you have to throw for 430-650 conversions) it is a very strong competitor to Garmin. I do love the Avidyne FMS derived logics, much more modern compared to Garmin.
Have a look at it, it is worth it.
Anyone yet fit (or plan to fit) a G5 to a Annex 2 aircraft yet? I would like a certified G5 in my Bulldog to replace the original air driven DI. It seems to be a big step forward in capability and safety.
Just for information...
So far we learned that GAD29B can work with old Century II (1C385) with D.G. and A.H.
only in case you already have rare optional radio coupler.... 1C388
Please read carefully small text and numbers before you order 29B
So far we learned that GAD29B can work with old Century II (1C385) with D.G. and A.H.
only in case you already have rare optional radio coupler.... 1C388
Please read carefully small text and numbers before you order 29B
Join Date: Apr 2018
Location: Pacific Northwest
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I replaced the GNS430 and King transponder in my Cherokee about 18 months ago and couldn’t be happier. I’m fully ADS-B equipped (added the Avidyne Mode-S transponder) and the and all at a price much less than the Garmin stuff. I have a G5 unit that replaced my failed attitude indicator and it’s great. Only problem is that I want a second G5 to replace my heading indicator, but they don’t play as well with the IFD. I’m considering the new, cheaper Aspen but not sure yet. If you have any questions about the IFD, let me know and I’ll be happy to help out!
I've not seen one in the flesh, but it appears that text (perhaps more importantly the numbers within that text) is displayed significantly smaller than on steam gauges. I'd probably need a second long sight prescription in low light conditions.....................................
Must explain some circumstances around this upgrade.
This is RF172F Reims Rocket with 210 hp Continental engine, Hoffman constant speed prop, YOM 1970
The owner is old school pilot (with Class 1 medical, but over the ages for commercial PAX ops), bit older than airframe
still teaching student pilots / youngsters are able to see G5
Target of this modernization is IFR training.
Because of G5 STC, some steam gauges must be present, but they are spare units for primary G5, all in training environment
for IFR. Simply, no reason to keep the spare gauges in classic T layout around joke.
One of strict demands, is to be able to go home on partial panel. therefore we have one more electric
turn and bank on right. Some training of how to go home (old way) must be done on clock, ADF or mag compass,
therefore we have ADF and mechanical clock on prominent positions. Etc....
Electric installation cleared from old dead wires. All fuses replaced, most of switches too. New panel marks.
New fuse panel for digital avionics with separate master switch. New night-dome lights, white and night red installed.
And lot of small repairs on all electric and plastic components.
All works are done under EASA Part F minor modifications and STC. Transponder now is full ADS-B.
Major mod under ELA1 Part 21 of connecting with old Century 2 autopilot was not feasible at all,
therefore next winter is expected second stage with new digital autopilot and new actuators, plus
8" traffic advisory and maps display on empty position left from G5. Also Com2 and Nav 2 from Becker
must be replaced with one small case unit.
Autopilot coupling with GTN750 is major mod, so again Part 21 paperwork is necessary.
The only hope is that EASA is relaxing bit approach to DOA and ADOA rules for GA.
This is still kind of work in progress but now is time for flying....
This is RF172F Reims Rocket with 210 hp Continental engine, Hoffman constant speed prop, YOM 1970
The owner is old school pilot (with Class 1 medical, but over the ages for commercial PAX ops), bit older than airframe
still teaching student pilots / youngsters are able to see G5
Target of this modernization is IFR training.
Because of G5 STC, some steam gauges must be present, but they are spare units for primary G5, all in training environment
for IFR. Simply, no reason to keep the spare gauges in classic T layout around joke.
One of strict demands, is to be able to go home on partial panel. therefore we have one more electric
turn and bank on right. Some training of how to go home (old way) must be done on clock, ADF or mag compass,
therefore we have ADF and mechanical clock on prominent positions. Etc....
Electric installation cleared from old dead wires. All fuses replaced, most of switches too. New panel marks.
New fuse panel for digital avionics with separate master switch. New night-dome lights, white and night red installed.
And lot of small repairs on all electric and plastic components.
All works are done under EASA Part F minor modifications and STC. Transponder now is full ADS-B.
Major mod under ELA1 Part 21 of connecting with old Century 2 autopilot was not feasible at all,
therefore next winter is expected second stage with new digital autopilot and new actuators, plus
8" traffic advisory and maps display on empty position left from G5. Also Com2 and Nav 2 from Becker
must be replaced with one small case unit.
Autopilot coupling with GTN750 is major mod, so again Part 21 paperwork is necessary.
The only hope is that EASA is relaxing bit approach to DOA and ADOA rules for GA.
This is still kind of work in progress but now is time for flying....
