garmin g5 experimental vs certified

• General Mooney Talk

• Remember me Not recommended on shared computers

Forgot your password?

Certified vs experimental avionics

By helitim September 24, 2017 in General Mooney Talk

• Reply to this topic
• Start new topic

Recommended Posts

Some of you are probably much more aware of the difference between certified vs exp avionics.  I have only a limited knowledge of such and was pleasantly surprised at the capabilities of experimental products for the price.  An experimental plane I am considering buying has a Garmin G3X touch system.  Researching the components, I am very impressed at the capabilities and the much lower costs associated with them.  I am very impressed with the G3X system based on online research.  My Mooney has the GTN 750 with other Garmin items and it does not seem to be near as capable as the 3X.  Anyone here have firsthand experience?  Are they as good as I am lead to believe?

(This topic should have been listed in the avionics forum instead of here. My bad)

Link to comment

Share on other sites.

G3x is the ultimate.  If all goes well there may be one in my mooney rocket by a year from now.

My take is that that certified avionics are essentially the same hardware components with certification and the price jacked up accordingly.   The experimental avionics are a godsend for the legacy fleet. 

7 minutes ago, bradp said: My take is that that certified avionics are essentially the same hardware components with certification and the price jacked up accordingly.   The experimental avionics are a godsend for the legacy fleet. 

Am I missing something here? I thought that you couldn't put experimental avionics in our planes, how are they a godsend?

Just now, Skates97 said: Am I missing something here? I thought that you couldn't put experimental avionics in our planes, how are they a godsend?

The general consensus is Garmin will certify the g3x like they did on the g5. 

I've never understood how an electronic box knows the difference between Experimental & Certified,  at least with the re-write of part 23 us certified guys are getting better options and pricing

One option Garmin pointed out in a tutorial video was installing the G3X and letting a GTN6xx/7xx be the certified data source for navigation and approaches.  While this may not be cost effective for the average aircraft owner, there may be a time in the future where this is feasible to certified aircraft and some owners now with deeper pockets.

Although certified and non certified may perform similarly the certified units have to go through extensive testing. Such as working at a wide temperature range, vibration, altitude, power glitches and others. Each air transport equipment is subject to environmental testing before is shipped. This eliminates infant mortality on the field. Unlike a tablet that operates on Windows the certified units operate on a dedicated operating system that is faster and less prone to corruption. If you are considering a non certified unit buy it from a manufacturer of certified units such as Garmin. The same engineers work on both.

Just a waiting game for us cheap basterds. Every so often I hear the siren call of the EAA fleet. I go and browse the homebuilt sites, take a look at the quickbuild kits (getting too old for a multiyear project), and then I conclude that to get the equivalent of my E in safety and performance I'd wind up not flying for too long and have north of $100K when all the smoke cleared.

markejackson02

Way back in the day I was installing one of the first 406 Mhz ELT's.  I got to follow along through the certification testing.  It took a couple years of expensive testing using private labs, government labs, and outside consultants.  If you are only producing a few thousand units, it could easily add several thousand dollars to the price of a unit.

I'm sure the G3 units are built just like the 696 units but not having to certify them probably cuts the cost in half.

1 hour ago, HRM said: Every so often I hear the siren call of the EAA fleet. I go and browse the homebuilt sites, take a look at the quickbuild kits (getting too old for a multiyear project), and then I conclude that to get the equivalent of my E in safety and performance I'd wind up not flying for too long and have north of $100K when all the smoke cleared.

If I go that way, it will be a fun (second) plane. I've got my eye on a company in St. Loius that makes WWI reproduction kits, with a 2-week-to-taxi program . . . The wife insists on a 2 place, which drive kit cost up to 15 AMU . . . But I don't know how often she would fly in an open cockpit.

1 hour ago, HRM said: Certification is a beyotch, but the FAA is loosening a bit especially when all the experiments have already been done in the experimentals 

I can build an "Experimental" get an airworthy certificate, load it up with experimental avionics, an auto pilot, ADS-B in/out and fly IFR anywhere my Mooney can fly for 60% the cost....why would the FAA allow it one way but not the other, when most everything would add to safety

Does anyone know as a fact and not just assumption:

Does a Garmin experimental G5 come off the same assembly line using exactly the same components as a Garmin certified (twice the price) G5?

If it's so, why does the FAA care about which has a piece of paper stuck in the box or not?  Identical is identical.

11 minutes ago, Cyril Gibb said: Does a Garmin experimental G5 come off the same assembly line using exactly the same components as a Garmin certified (twice the price) G5?  

I don't know and that is a damn good question. I am guessing that the cert G5 is identical to the experimental, except for two things:

     2) Tighter warranty and s/n tracking. Also, a bit more for the lawsuit war chest.

I frankly cannot imagine that it is just a sticker or paper.

The problem with the experiments is, as I understand it, if you want your aircraft for IFR you have to put in IFR certificated boxes.  If you're just going to fly VFR why do you need a bunch of fancy electronics?  Most of those things have a great view out the canopy.  

15 minutes ago, steingar said: The problem with the experiments is, as I understand it, if you want your aircraft for IFR you have to put in IFR certificated boxes.  If you're just going to fly VFR why do you need a bunch of fancy electronics?  Most of those things have a great view out the canopy.  

The aircraft has to pass the IFR cert, Dynon SkyView (Experimental) legal for IFR in Exp aircraft. It's paper work and firmware. I think it's the G5 that is certified as "Primary" but not certified as "Backup",  the technology is moving faster than the FAA can handle

next question:

I'n not picking on the G5, but just using it as an example... Why is the G5 STC approved for various airframes? What difference is it between a C150 and an M20 from a G5 perspective?  Wouldn't it be more logical to have the certification STC be based on other connected avionics?

Well I've only heard this but supposedly the PMA wheel bearings we use and pay more for come off the same assembly line.  The bearings that pass the tighter tolerance requirement go in the PMA box. 

It might just the same for electronics.  I know if I were Garmin I would not have 2 lines running to produce the same device.  

Also aren't there some software features are not turned on for the G5 versus the G5X?

• N201MKTurbo

I believe the PMA process has very little to do with the actual act of manufacturing a part and more to do with the quality system involved. The PMA parts need material tracking from birth to delivery. This is mostly to make sure the parts are not counterfeit. You should literally be able to find out where the iron ore was mined that was used in your wheel bearings. That paper trail costs money. I have been doing a lot of work lately with government contractors for space stuff. All the parts we use have to be certified. A certified washer costs 10 times as much as a commercial washer and If I put them both on a table you wouldn't be able to tell them apart. They could have possibly came from the same production line. What you are paying for is the quality system that can guarantee the materials and how the part was made.

I doubt that Garmin has two quality systems or two production lines for the G5. What I do think is that they had to spend a lot of money to get the G5 certified and they are amortizing those costs over the certified sales. I'm happy they did it. It may be twice as much as the experimental version but it is cheaper by a long shot then what was available just a year ago. 

mike_elliott

4 hours ago, RLCarter said: the technology is moving faster than the FAA can handle

29 minutes ago, mike_elliott said: so is continental drift

What about the Lycoming drift?

12 minutes ago, aviatoreb said: What about the Lycoming drift?  

limited to small end rod bushings currently, other parts to be identified soon, Im sure.

45 minutes ago, mike_elliott said: limited to small end rod bushings currently, other parts to be identified soon, Im sure.

So the super continent Pangea could have been held together with a few small end rod bushings of modern design?

http://geology.com/pangea.htm

1 hour ago, aviatoreb said: So the super continent Pangea could have been held together with a few small end rod bushings of modern design? http://geology.com/pangea.htm

If the FAA was in charge of continental separation, we would be able to fly to Europe today without survival suits.

12 minutes ago, N201MKTurbo said: If the FAA was in charge of continental separation, we would be able to fly to Europe today without survival suits.

We wouldn't even need an airplane since the gap would be rather small:

Join the conversation

You can post now and register later. If you have an account, sign in now to post with your account.

×   Pasted as rich text.    Paste as plain text instead

  Only 75 emoji are allowed.

×   Your link has been automatically embedded.    Display as a link instead

×   Your previous content has been restored.    Clear editor

×   You cannot paste images directly. Upload or insert images from URL.

• Insert image from URL
• Submit Reply

Members Online

• Sixstring2k
• woodwood304
• 00-Negative
• mooneyflyer
• redbaron1982
• graham28105
• Jakes Simmons
• Existing user? Sign In
• Online Users
• All Activity
• My Activity Streams
• Unread Content
• Content I Started
• Leaderboard
• Create New...

Important Information

We have placed cookies on your device to help make this website better. You can adjust your cookie settings , otherwise we'll assume you're okay to continue.

Activate warranty

• loremous saliduar

Garmin Blog

Recent articles, garmin vivoactive 4 vs vivoactive 3 march 22, 2020, backcountry skiers rescued after surviving night in snow cave january 31, 2020, measuring the immeasurable: podcast episode 5 january 30, 2020, featured products, custom block.

Custom CMS block displayed at the left sidebar on the Catalog Page. Put your own content here: text, html, images, media... whatever you like.

There are many similar sample content placeholders across the store. All editable from admin panel.

G5: Experimental vs. Certificated

The announcement of our G5  electronic flight instrument for certificated aircraft at EAA AirVenture Oshkosh this year made quite a splash. The thought of a simple, reliable and cost-effective electronic attitude indicator or turn and bank coordinator generated waves of excitement in the general aviation community. But with such a momentous announcement, came a lot of questions. On the surface, the G5  for experimental aircraft and the G5 for certificated aircraft look identical, but it requires a deeper look to understand the key differences.

In basic terms, capability is the differentiator. The G5 for experimental and light sport aircraft is loaded with capabilities. It can be used as a standalone primary or backup flight display and can toggle between two screens – one displaying attitude, airspeed, altitude, barometric pressure, turn coordination (plus ground speed and ground track if GPS equipped), the second displaying a horizontal situation indicator. The G5 for experimental can also integrate with other EFIS’ such as the G3X and G3X Touch flight displays, and has optional autopilot capability.

Where the G5 for experimental benefits from a broad range of capabilities, the G5 for certified was designed for two specific purposes – either as an attitude indicator or turn and bank coordinator (one G5 cannot replace both the attitude indicator and the turn coordinator in a traditional six-pack). In order to satisfy the FAA certification requirements, new software needed to be created for the G5 that does not include the HSI/Attitude display toggle capability that the experimental version boasts. Instead, since this unit was intended to replace the vacuum driven attitude indicators and turn coordinators, the software needed to be designed for those specific purposes.

The good news in all of this is we finally have a simple, reliable, cost-effective way to replace old, unreliable vacuum driven instruments in many small general aviation aircraft. In fact, the G5 for certified is currently approved for installation in 562 certificated aircraft models as an IFR replacement for the attitude indicator or turn coordinator. The other piece of good news is that we also have a simple, reliable, cost-effective all-glass primary or backup flight instrument for the experimental market.

The G5 for certified includes a four hour back-up battery with status indicator, whereas for G5 experimental, the battery is optional. For more information about the G5 for experimental aircraft vs. the G5 for certificated  aircraft, visit our website or contact us at [email protected].

The post G5: Experimental vs. Certificated appeared first on Garmin Blog .

LookBook Gallery

Sample block quote.

Praesent vestibulum congue tellus at fringilla. Curabitur vitae semper sem, eu convallis est. Cras felis nunc commodo loremous convallis vitae interdum non nisl. Maecenas ac est sit amet augue pharetra convallis nec danos.

Sample Paragraph Text

Praesent vestibulum congue tellus at fringilla. Curabitur vitae semper sem, eu convallis est. Cras felis nunc commodo eu convallis vitae interdum non nisl. Maecenas ac est sit amet augue pharetra convallis nec danos dui.

Cras suscipit quam et turpis eleifend vitae malesuada magna congue. Damus id ullamcorper neque. Sed vitae mi a mi pretium aliquet ac sed elitos. Pellentesque nulla eros accumsan quis justo at tincidunt lobortis denimes loremous. Suspendisse vestibulum lectus in lectus volutpat, ut dapibus purus pulvinar. Vestibulum sit amet auctor ipsum.

Leave a comment

Customer Login:

Shopping cart:.

Your cart is currently empty.

Shopping Cart

• Flight Reports
• Builder Spotlight
• Designer’s Notebook
• Customer Service
• Reset Password
• Guidelines for Writers
• Advertise with Kitplanes
• Industry News
• Kneeboard Notes
• Homebuilder’s Portal

Completions

• Build Series
• Aircraft Buyer’s Guide
• Buying a Used Homebuilt
• Unairworthy!
• Sign in / Join
• Free Newsletter
• Give a Gift

Experimental Vs. Certified

As I go through our back issues for our Archive page and relive the world of homebuilding in the 1980s (and, by extension, even before that), it strikes me how far we’ve come. Once considered true outliers, somewhat crazy craftsmen/renegades building flimsy contraptions in their basements from nothing more than discarded two-by-fours and swing set parts—not true, of course—homebuilders are now tantalizingly mainstream. On any airport of a certain size, there will be an airplane being begun or readied for first flight—and anywhere in between. On mine, there are many.

In those early days, homebuilders took what they could get. Used engines, often from wrecked Cessna 150s or Cherokees, rebuilt for our needs. Avionics found at the local fly market ready for a second lease on life after the Bonanza owner upgraded. In those days, there was no dedicated product or heavily strategized marketing plan for Experimentals. We roamed the boneyards and airshows looking for deals, also spinning by the local airport bulletin board hopeful to find a 3×5 card thumbtacked there on the cork, promising some dream component.

Now, However

It’s a whole different thing today. I was lucky enough to watch this emerge through the 1990s: a strong, Experimental-first product set that fully leveraged the freedoms we have as designers and builders. This is how we got custom engines from the big manufacturers. This is how companies like TruTrak Flight Systems, now part of Honeywell and BendixKing, got started. This is why, for years, pilots of certified aircraft peered through the canopies of parked RVs and Lancairs and pined for the advanced, lightweight, low-cost avionics they saw. We all sort of know this without thinking too hard about it.

The reason I bring it up here? Over the last few weeks, I’ve been in the process of testing new products in my GlaStar . (Once begun, this process never stops. Paul Dye warned me, and yet I failed to heed!)

Part of this latest round has involved fitting Garmin’s new GI 275 round instruments. I’ll give you a full review once I’ve finished this work and have enough flying time to form a full opinion, but let’s say the installation process—equal parts wire cutting and book learning, it should be said—has been more than a little interesting. What’s more, this endeavor has answered my initial question about why the new Garmin boxes are expensive relative to the existing product for Experimentals.

This answer came as the differences were laid bare in one image. In the process of wiring and plumbing the panel, I had two GI 275s mounted next to a pair of G5s and saw, from the back, just how radically different these instruments are in terms of approach. The G5 is light, compact, mostly plastic. It’s inexpensive for what it does and has been, in my experience, thoroughly reliable. It’s not very deep and can be readied for use with little more than connections to power, ground and the pitot-static system. Even the GPS antenna is built in. The G5 reflects Garmin’s apparent belief that it could go in any aircraft, from simple lightweights to high-end stuff as a backup to larger glass. I hasten to call the G5 toy-like, but it was clearly designed with cost, complexity and low weight in mind.

Now look at the GI 275. It’s a tank. With a die-cast aluminum case, hearty bezel and thick knobs with we-mean-business detents, the 275 feels ready to go into a King Air, which, well, it is. The battery module—optional for the non-essential flight displays but required for the primary attitude version—snaps into a slot with a satisfying thunk, is bolstered by rubber stoppers and fits under a tight-fitting, metal cover. I once had a Beech Bonanza with older Collins radios and looking over the GI 275 reminded me of how overbuilt certified avionics can be. At 3 pounds, the GI 275 with internal ADAHRS is three times the weight of a G5. It’s also longer, though not as deep as the cranky old vacuum DG that I’m finally kicking to the curb.

More telling than the length of the install manual, nearly 500 pages, are the ways the GI 275 talks to the rest of the airplane. In the G5, reflecting the much more open architecture found in homebuilts, a CAN bus system (two wires) communicates with external modules, including outside-air temp, a remote magnetometer, an ARINC 429 convertor (necessary with an IFR GPS), a remote autopilot control panel and the servos themselves. The understanding is that modern Experimentals aren’t going to have much if any legacy equipment. (I suppose there could be a homebuilt running around with a repurposed Cessna 300-series autopilot, but I haven’t seen it.)

Part of the 275’s complexity is that Garmin has accommodated all manner of existing infrastructure, including newer and ancient autopilots, various navigators and other pieces of vintage equipment likely to be in an older certified airplane. The 275’s architecture also eschews most remote modules—the OAT probe connects directly into the unit, for example, and each 275 model has both ARINC 429 ports and Ethernet (also called HSDB, or high-speed data bus). In practice, one GI 275 can connect directly to a modern navigator with just four wires to share nav and EFIS/air-data back and forth, seamlessly. It can take that info and output analog signals to autopilots and accept analog signals from older navigators. It is, from both design and execution standpoints, an amazing device.

Imagine that the Experimental sub-market for cool, innovative products never materialized. Then imagine ogling an instrument like the 275 and wondering how it might fit into our machines. Imagine teaching yourself how to manage a pair of 78-pin high-density connectors when your day job isn’t as an avionics installer. Imagine your dismay upon discovering that you’re using only a fraction of the instrument’s capabilities, but paying for them all. You don’t have to, and that’s my point. Sometimes you have to look back to appreciate how good we have it. The profusion of Experimental-only (or Experimental-first) products is, when you think about it, fairly out of proportion to the number of aircraft out there. (See Ron Wanttaja’s piece on Page 44 for more on homebuilt registration numbers.) We are all the beneficiaries of relatively low-cost, high-capability pieces for our aircraft—engines, accessories, avionics, all of it. As much as I love to renew my understanding of homebuilt innovation in its early days, I’m in absolutely no rush to go back.

RELATED ARTICLES MORE FROM AUTHOR

Kitfox Celebrates Forty, Too

The Turf War Around MOSAIC

Commentary: An RV Owner’s Reaction to Van’s Bankruptcy Filing

A Fine Specimen

Challenge Yourself

What’s Ahead?

Fueled Again

Time Machine

Metallic Puce and Other Considerations

I enjoyed your article and love the photo of your pitot/static plumbing and what a believe is mostly Parker Legris LF3000 series fittings. I was wondering about the termination of the tubes at the round instrument with what look like running-T’s. Is there a plug, or is there something missing – like more tubing that just isn’t in place?

Richard Howell Sequim, WA

Hi, Richard. Correct. Those two connections at the analog ASI are where the pitot and static lines come in to the panel. The panel hinges on the lower support rail, so these have to be disconnected to gain access.

LEAVE A REPLY Cancel reply

Save my name, email, and website in this browser for the next time I comment.

This site uses Akismet to reduce spam. Learn how your comment data is processed .

In Case You Missed It

The Resurrection of Lady Vi

Record Breaker

• Privacy Policy
• Terms of Use

• Search forums

Follow along with the video below to see how to install our site as a web app on your home screen.

Note: This feature may not be available in some browsers.

• Controlled Airspace
• Avionics and Upgrades

Garmin G5 AI - pros/cons & experiences

• Thread starter Larry Korona
• Start date Apr 28, 2019

Larry Korona

Pre-takeoff checklist.

• Apr 28, 2019

considering installing a G5 in my C172 as the primary AI to replace my gyro AI that just went belly up. Looking for comments from folks who have installed a G5, pros and cons. I’ve got a 430W, but no AP.  

Jesse Saint

Line up and wait.

You will love the G5. When your DG goes tango uniform you can add a second and remove your vacuum system.  

MooneyDriver78

Con: costs more $ then buying a rebuilt replacement, will take longer too, avionics guys can be booked for months these days. Tom  

It will take longer to pull your AI than to install a single G5. Dual G5’s are harder, but single is simple.  

Touchdown! Greaser!

• Apr 29, 2019

MooneyDriver78 said: Con: costs more $ then buying a rebuilt replacement, will take longer too, avionics guys can be booked for months these days. Tom Click to expand...

We just installed two. Excellent system. Very satisfied.  

Super Administrator

The G5 is excellent! Very enjoyable to use, especially at night.  

Radar Contact

Pattern altitude.

I got my G5 AI shortly after they came out. My only regret was the G5 HSI wasn't available at the time and I ended up putting $1K fixing my old one for it to break again. I have both now and love them. Zero issues with lots of flying with them.  

hindsight2020

Final approach.

Our AI started to fail ever so slightly due to a crack in the case. We decided to replace it with the G5 and have been VERY happy with it.  

I started with a G5 AI when my attitude indicator was showing its age and getting "lazy." Absolutely loved it. Very easy install, used an external antenna (didn't have a Garmin GPS at the time). Then about a year later, as part of a larger avionics upgrade, added the HSI. The combo is really fantastic.  

Velocity173

I replaced the AI in my Arrow with a G5 then the DG failed electrically (autopilot signal) so I replaced it too. Had the entire vacuum removed which saved weight plus the every-500 hour replacement of the vacuum pump. Don't forget to have a GMU 11 magnetometer installed with the G5 HSI to provide magnetic heading. My GNS 530W drives the HSI but it will interface with other GPS and nav boxes too.  

We had dual G5's installed in our club plane recently. Not having to rely on a vacuum system is a big plus. What I don't like about it is the glideslope indicator. It is literally a dot, and far too small. Even the slip/skid ball is larger than the glideslope. I am sure it will be fine once you get used to it, but I think the old GS/CDI that occupied a whole instrument slot was much more visible.  

Just a thought... If you're considering new G5 install and can wait, I'd hold out until OSH this summer. There are likely more options coming available and price breaks. A rumor is floating around of a new dual unit G5 on the horizon. Schedule a G5 install for this Summer to have a slot with your shop, but see if market options change at OSH. -David  

Thanks for everyone’s reply! It’s rare to see such an overwhelming singular opinion! Now it’s just a matter of timing when local avionics shops have an opening in their schedule. As my AI is totally dead, I can’t wait too long for a replacement. Yea, and the other minor thing is the $$, looks like I’m going to have to dig into my fund I set up for the new paint job that my plane needs.  

• Apr 30, 2019

Put dual G5’s in my 182. Never one regret. I am completely satisfied.  

I've physical installed three, working on two more right now in my primary airplane.  

Radar Contact said: I got my G5 AI shortly after they came out. My only regret was the G5 HSI wasn't available at the time and I ended up putting $1K fixing my old one for it to break again. I have both now and love them. Zero issues with lots of flying with them. Click to expand...

Velocity173 said: Mine is the exp version but it’s been flawless so far. No problems getting a GPS signal without an external antenna. View attachment 73779 Click to expand...

NordicDave said: Just a thought... If you're considering new G5 install and can wait, I'd hold out until OSH this summer. There are likely more options coming available and price breaks. A rumor is floating around of a new dual unit G5 on the horizon. Schedule a G5 install for this Summer to have a slot with your shop, but see if market options change at OSH. -David Click to expand...

Grum.Man said: Is that an stec 50 ap? Did you have any problems interfacing the two? Click to expand...

Yea I was told the gap in technology didn't play well together which is why I have stuck to my old electric HSI  

asicer said: What would a dual unit G5 look like? I thought Garmin's certified EFIS stuff came from the experimental product line and I don't see anything like that there, other than the G3x touch. Click to expand...

I have to say, if Garmin were to keep putting out new stuff then how likely the stuff you bought will be unsupported much sooner than the older hardware? For example, the GDL-88, who is still buying those? They already released solutions for just about everything, what the heck could they possibly do next?  

I wonder how a bundled 2-unit G5 would affect redundancy? I sort of like the fact that the two are completely independent.  

It's usually a good practice to postpone avionics purchases this close to OSH. -David  

Timely subject. My AI started flaking out recently and I just authorized my A&P/AI to replace it with a G5. Will probably do the HSI at or around the annual, but it is working now and we are going on a "real" cross country in a few weeks (Daytona Beach to Seattle Washington).  

Larry Korona said: Now it’s just a matter of timing when local avionics shops have an opening in their schedule. Click to expand...

Also did dual g5s, removed vacuum, and also have a 430w. A few things took some getting used to... But starting to like it more after a few hours. Note that I also installed the gad29 and the gmu11 Magnetometer, so some of the below may not apply. The g5 is certified for attitude, but it's nice to see airspeed, altitude, a ball, vsi, speed rate of change, heading, groundspeed etc all in 1 place. Calculating standard rate of turn and pointers for bank to get you standard rate of turn is nice. Interpreting tape for altitude and speed is different... Still getting used to that and still prefer analog gauges although feel like I'm may change my tune after a bit more time. There is some learning curve with the 430, but having a heading bug from your flight plan is nice. I would do it again, but I think if I was going to do it now, I'd pay for the g3x instead of dual g5s. The big deal with the g3x is that it helps get more value from the 430, as it can act as an interface, even if only in a limited way.  

SloRoam said: Interpreting tape for altitude and speed is different... Still getting used to that and still prefer analog gauges although feel like I'm may change my tune after a bit more time. Click to expand...

• May 1, 2019

My G5 airspeed is about 3 knots less than my factory airspeed indicator. So the non certified functionality might not be up to standards. Tom  

MooneyDriver78 said: My G5 airspeed is about 3 knots less than my factory airspeed indicator. So the non certified functionality might not be up to standards. Tom Click to expand...

EugeneR said: Took me exactly two flights to switch completely to the tapes, and I like it much more... Click to expand...

EugeneR said: Or maybe your airspeed indicator is not as accurate. I wouldn’t be surprised. Click to expand...

EugeneR said: Took me exactly two flights to switch completely to the tapes, and I like it much more... Sent from my iPad using Tapatalk Click to expand...

MooneyDriver78 said: No, I checked it, it’s altitude is also off, by about 40’ high. Tom Click to expand...

flyingcheesehead

• May 2, 2019

MooneyDriver78 said: No, I checked it, it’s altitude is also off, by about 40’ high. Click to expand...

How did you check? I compared my old altimeter with the G5 vs GPS altitude on the ground at a field with weather reporting. It was my old altimeter that was actually off...  

dans2992 said: How did you check? I compared my old altimeter with the G5 vs GPS altitude on the ground at a field with weather reporting. It was my old altimeter that was actually off... Click to expand...

Please check the boxes for the options that you would like to add. Leave all boxes unchecked for unit only.

• 877-477-7823
• Back All Categories
• Back Airframe Parts
• Back Avionics
• Back Books & Videos
• Back Composite Materials
• Back Covering Supplies
• Back Electrical
• Back Engine Parts
• Back Hardware
• Back Instruments
• Back Kits & Plans
• Back Landing Gear
• Back Metals and Plastics
• Back Pilot Supplies
• Back Wood Products
• Back Shopping Tools
• Shop By Brand
• Back Parts Finder
• I'm looking for Part Name for a  Make   Model  
• Back Order by Part Number
• To add more PNs, please click here

• Photo may represent series and not specific product

Garmin G5 Electronic Flight Instrument - Experimental

Specifications

• Accessories

View in Catalog

• Electrical: 14 or 28 VDC aircraft power
• Unit size: 3.4"W x 3.6"H x 3.0"D (86.4 x 91.4 x 76.2 mm)
• Weight: 13.3 oz (377.0 g) unit
• Display size: 3.5" diagonal (88.9 mm diagonal)
• Display resolution: 320 x 240 pixels (QVGA), LED backlit color LCD
• Receiver: High-sensitivity GPS
• Maximum indicated airspeed: 300 kts
• Altitude range: -1,400 – +30,000 ft
• Vertical speed range: ± 20,000 ft/minute
• Pitch/roll range: ±360°
• Backup battery (optional): Rechargeable lithium-ion
• Battery life: Up to 4 hours
• CAD Panel Cutout (DXF)
• The latest revision of the installation manual may be obtained at fly.garmin.com .

• Frequently Purchased With
• Customers Also Viewed

work great, for the price of an artificial horizon I get a EFIS.

GARMIN G5 EFIS EXPERIMENTAL UNIT ONLY

G5s are great devices and simple to install.

Good service!

BE ADVSED !!! The Garmin G5 unit is exactly what I wanted and needed to to replace a failed standby HSI. It wasn’t clear that the standard mounting hardware was not included wit the G5 unit. It was not listed in the accessories section of the ad, which displays alternate mounting hardware. This resulted in project delay and additional freight charge. Be advised that you need to order the mounting hardware when ordering the G5.

As others have noted, the G5 needs an installation kit since it uses a nonstandard bracket to connect the device to the existing holes of a 3-1/4 cutout. Once installed and plumbed to the pitot static lines, it works great. I dont have a G3X system but do have a GTN650xi, and running a serial line from the 650 to the G5 gives it a full featured HSI display with nav data that can be toggled with the PFD display. So, a nice two-fer surprise when I was mostly interested in having a backup attitude display with its own solid state AHRS.

My uAvionix AV-30-E failed after one year and a half. The LCD panel fade out, pressure altitude skipping values, OAT stop working... Got the G5, quick and easy to install, better features and better price as well. Solid unit. Barometric Altitude adjustment is right there at your finger tips. You have to press nothing before adjusting BAlt, just turn the solid, smooth clicks knob. Awesome feature! Awesome unit. From now on just Garmin on my panel.

Great product as always very reliable. Great compatibility easy installation and operation with great features.

CAUTION! Excelent option for cheap, easy, and quick glass upgrade, BUT unit only comes with NOTHING! You MUST purchase an installation kit with it just to mount it and turn it on. THIS SHOULD BE MADE CLEARER UPFRONT! Other that that, love it.

just simply the best! cheap and reliably

GARMIN G5 EXPERIMENTAL W/ LPM KIT W/ 4FT WIRE PIGTAIL

Used the G5 since 2017. I now own three of them in a couple airplanes with no issues. My airplanes are far from hanger queens and stay out in the extreme Northern Canada weather. The only issue was on a friends airplane, his backup battery failed. Again we leave are planes in the -40 and colder weather. Reliable and easy to see. Highly Recommended

Very nice and powerful product in a small package

Works as expected except for data logging. The G3X system creates a new log file each time the system is booted and log files are all a manageable size. The G5 maintains only one log file with records being appended. The G5 CSV log file soon becomes too large to be imported into Excel. I hope Garmin will change data logging so a new log file is created for each boot, just as is done in G3X experimental system.

Promised delivery date was spot on and it arrived in excellent condition. My installation integrated the G5 with the existing G3x system which automatically configured most of the setup. I found the G5 display tracked very well with the G3, was bright with excellent contrast, and very readable in sunlit conditions.

Worth every penny... especially considering the huge price break for an experimental unit. Replaced my vacuum DG with this G5 (plus the magnetometer). Easy to install, not very susceptible to interference (even with the magnetometer mounted in my wingtip next to my strobe), and works great. Never set a DG again!

Very pleased with the G5 unit. Very impressive and wish I could afford to install a 2nd one.

I have two of these installed, one in an RV-8, the other in a Lancair. They work perfectly, are easy to read and use. The attitude indication is more accurate than any of my other EFIS AHRS units. Firmware updates are easy via the SD card and they keep making them better and better. Highly recommended!

Replaced a Tru Trac Gemini in my RV-6 that tru trac does not support anymore since King bought them. This is so much better. The gemini would only display the VS in the pitch axis, so setting on the ground in my tail dragger it showed a level flight attitude. Also it did wierd things in the roll axis beyond 60 degrees The garmin is so much smoother and the display is much crisper and easier to read in sunlight. Great product easy to wire and set up for stand alone operation.

Lost my vacuum pump and decided to apply the $500 towards a G5 which relegated my AI, DG, pump, regulator and suction gauge to the surplus bin. A net change of -8 lbs. The G5 is wonderful, very simple to install and pairs nicely with the Aera 660. Initial set up was super easy. The Spruce harness is well constructed but not marked. You need a meter to determine the pin out. The HSI feature nicely displays the Aeras nav data and makes the Aeras marginal VNAV feature very usable. Ill be buying a second G5 as a dedicated HSI/backup PFD.

Replaced a vacuum-driven attitude indicator in my RV-6 with a G5. OMG what a lovely little instrument it is. Ive been using it for 6 months now. Very comprehensive feature set for such a small and relatively cheap package. The only thing its missing which I think it should have is a g-meter display (it has enough sensors its only software and screen real estate) So impressed with it, Im about to buy my second unit to replace the vacuum-driven DG, so I can run it as a HSI and completely eliminate the vacuum system and mechanical CDI from the aircraft. Two G5s driven by a GNS430W coupled to an autopilot is a remarkably cheap and featureful way to turn a steam-gauge sixpack E/AB aircraft into a pretty capable IFR platform.

Five stars to customer service agent Donna McElroy. Not so many for the ordering experience. After numerous delays I finally have the G5. No paper work in the box - at all. No warranty card, no how to install, use, etc. Six calls, three to customer service and three to avionics, twice being sent to the ozone, I met Donna McElroy who took the time, only about five minutes, to ferret out the problem which she said she had never encountered. Thank you Donna. So, I have the PDF manuals which I get to print with my own resources. $1,300 cant cover the manual? Garmin has an online warranty page but its been down the last few days. McElroy is the best resource Aircraft Spruce has. Give her a raise!

I bought the G5 mostly so I could have an attitude indicator without installing a vacuum system. It was easy to install and configure for my needs. I haven’t installed a gps antenna for it but I recommend one because I was losing signal in the turns. There wasn’t any documentation in the box however are there 2 manuals available online once you find them. Both are fairly large so I did not print either. I don’t keep my tablet at the shop or I would have downloaded the manuals and used it. Instead, I just walked to the office and looked at it on the desktop whenever I had a question. The harness I ordered with it appears to be top quality. The wires are labeled.

The G5 has Some problems with a slow 360 turn as a bank angle of 5 to 10 degrees. Half way the turn its starts te reallign and If you come out of the turn it show the turn bank angle. after some time it starts to reallighn If you keep on flying streat ahead. Than the Heading/Track and Groundspeed Numbers are much to small and are unreadable as magenta against a black background is poorly readable, same with the HSI page, track heading groundspeed and error bug are unreadable in an airplane in flight with sunlight. My opinioun up to know is that Garmin has Packed to many functions in the instrument and have not took ergonomisch in recreational or experimental in to account.

Please note, Aircraft Spruce's personnel are not certified aircraft mechanics and can only provide general support and ideas, which should not be relied upon or implemented in lieu of consulting an A&P or other qualified technician. Aircraft Spruce assumes no responsibility or liability for any issue or problem which may arise from any repair, modification or other work done from this knowledge base. Any product eligibility information provided here is based on general application guides and we recommend always referring to your specific aircraft parts manual, the parts manufacturer or consulting with a qualified mechanic.

Yes. The optional battery is part # 11-14314.

An internal GPS antenna is included so a remote GPS antenna is not necessary. However, the GA 35 GPS antenna can be installed if preferred.

No. The Garmin G5 does not AOA capabilities.

|The front panel dimensions are 3.42" X 3.6".

This version, part # 11-14312, is intended for use in experimental (homebuilt) aircraft only. For certified aircraft, please see part # 11-14579 or 11-14582.

It will drive a GSA 28 servo (Garmin G3X servo) via the can-bus input/output on the G5.

Yes, the G5 will function properly in a tail dragger.

No, the Garmin G5 does not read volts.

In the STC'd version and experimental there is a compass / heading strip on the top of the display. This is based on built-in AHRS and GPS info.

The G5 can utilize a GMU 11 magnetometer as a standalone solution for magnetic heading (without a G3XT). The unit will revert to GPS TRK only if Magnetic heading is lost (GMU failure).

8.8 oz (249.5 g), unit; 4.5 oz (127.6 g) battery (optional)

The G5 can be wired to either 14 or 28 volts DC. A 5 amp circuit breaker should be used in series with the power when wiring and installing.

No, it does not have a g-meter.

Yes. The G5 outputs altitude encoder data to a compatible transponder. Both Icarus and Shadin-format messages are output when using this setting. Please note that the transponder must be able to read RS-232 data.

Part # 11-14312 is the G5 instrument and User Manual only. Part # 11-14315 includes a 5 foot standard harness as well. If you order the unit only version, you will need to order the install kit separately. If you order the unit + harness version, the install kit is included. The backup battery must be ordered separately regardless of whether you order the harness or not.

In a 14v system, the G5 draws .25 amps maximum. In a 28v system, it draws .125 amps maximum.

No, it is from the magnetometer when installed with a G3X system.

The G5 does not have an airport database build inside. It can only display HSI info when connected to an approved GPS source.

Yes, when configuring the instrument, metric can be selected for barometric pressure which will display hPa.

The G5 has pitot static ports that would provide the airspeed, altitude, and attitude information in the case of a lost GPS signal.

Yes, the CAN-bus is for a G3X system. If you are using the G5, as a standalone unit, then you do not need a CAN-bus.

Yes. The HSI functions can be accessed from the PFD display.

Per Garmin: there has not been any helicopter vibration testing done on the G5 to work in helicopters.

Yes, you can.

The non-certified unit will interface with an autopilot system. If no magnetometer is present the ai will show trk instead of hdg. A track or heading bug will be displayed while in autopilot mode.

No, the Garmin G5 has no wireless capabilities.

No, it cannot.

No, it is not. The experimental Garmin G5 is only designed for the Garmin G3X autopilot system.

Yes, for the G5 you can select between these available units of measurement within the configuration page.

The G5 can receive GPS position information using the unit's internal antenna, however, the reception quality is dependent upon the installation. For best results, an external antenna is recommended, with the approved models being: Comant 2480-201, or the Garmin GA 26C, GA 35, GA 36, GA 56, or GA 57C. Any equivalent antenna that meets the specifications will work with the G5. Frequency Range: 1565 to 1585 MHz. Gain:16-25 db typical, 40 db max. Noise figure: Less than 4.00 dB. Nominal Output Impedance: 50 Ohm. Supply Voltage: 4.5 to 6.5 VDC. Supply Current: up to 60 mA

The G5 can be connected to a Garmin 496 for course information. To do this, you would need the power/data cable 11-02694 which breaks out the wires needed to connect to an external device and send the NMEA GPS data needed. In regards to autopilot, the Garmin 496 could provide this data but it would not be through the G5. It would need to be wired directly to your autopilot unit.

Yes, this unit can be setup as an HSI.

No, the G5 cannot display all legs of a flight plan with a colored active leg.

The G5 can be connected to a GNS 430W for gps data. The G5 manual does not refer or shows a pin out for an oat probe. PER THE G5 MANUAL, Under normal operating conditions, the G5 provides the following air data information: Indicated Airspeed (IAS), Barometric Altitude Vertical Speed.

No, these two devices cannot be connected.

Per the G5 manual, the G5 can show both the glide slope and localizer when using the GAD 29.

The certified G5 will come with complete with mounting bracket and connectors. The experimental G5 will require separate purchase. The certified version will only display it's primary function, while the experimental allows to switch between top and bottom. The certified version is locked on it's primary function. The experimental version is more versatile in the screens it allows you to access from a single unit. Of course, the experimental versions is also only for experimental aircraft.

No, there is no interface compatibility between the Garmin G5 and the 196 GPS.

Yes, the G5 will interface with both WAAS and non-WAAS GNS units.

No, there is only two unit IDs so a 3rd would need it's own connection to the pitot static system.

The GMU 11 can be used with two G5 units, so long as the G5's are tied together via the can-bus. The only case in which a G5 can't have a magnetometer without a G3X is if you're using a GMU 22, which requires an interface from the GSU 25.

Yes, please contact our Avionics sales department and our team can build a custom harness with desired lengths and terminations.

The internal GPS on the Garmin G5 is not WAAS and cannot be used as a WAAS GPS source.

It can but we do not see any value in doing this as the G5 cannot provide any AHRS info to the 696.

See part # 11-14313 for the G5 install kit.

They are the same physical unit but the software is different and thus there are a few differences between the units. The G5 experimental can do both attitude and dg/hsi screens where the certified unit can only display one screen per unit.

If you are running a stand alone system, then you will need the control head for the autopilot system. all of the units will be interconnected via the can-bus for control and display.

Yes, if you order Part# 11-14315, we will ship the unit with the prewired 4 foot harness.

No, the older King and Narco products will not work with the G5 as they need a arinc 429 input and output.

The VSI is based on the static port input on the back of the G5 and is displayed on the side of the altimeter tape.

Yes. The GMU 11 is needed for the full functionality of the G5 unit.

No. The G5 will not output altitude information to the KT76A

Per the manual, the maximum indicated airspeed is 300 kts.

Per the install manual: No, the Garmin G5 will not couple with the Garmin 296.

Part # 11-14315 includes a 5 foot standard harness. If you order the unit only version, you will need to order the install kit separately . If you order the unit + harness version, the kit is included. The back up battery will need to ordered separately. Yes, we do sell the GMU 11, see part # 11-15077 (experimental) or 11-15418 (certified).

Per the manufacturer, PART # 11-15015 will communicate with the S-TEC 50. Please review the supported autopilots section on our webpage.

Per the installation manual Rev. 21, This information is not specifically given, however for operating temperature range is -4*F to 140*F.

No, the G5 will not display course deviation from the GNS 430 for either GPS or NAV.

An Aera 660/795/796 can provide lateral and vertical (VNAV) guidance to a single or dual G5 installation (with or without autopilot servos) over RS-232.

No, for an 8130-3 form, you will need to order the certified version, part # 11-14579 and add the 8130-3 form in the shopping cart (additional fee will apply).

Per the G5 manual, no, they are not compatible.

Yes, the Aera 760 can connect to the G5.

The 696 will interface using RS 232 with a bare wire cable P/N 11-07783.

IN THE BOX: 1. G5 UNIT | 2. USER MANUAL

Yes, you can interface those items.

No, we do not have any data supporting it's classification as a PED.

The GMU11 will provide aircraft heading to the G5 using the built in ADAHRS. It is the source for magnetic heading reference.

Per the installation manual the GNS unit must be the WAAS version.

No. The GNC250XL is not listed under the approved GPS.

The GMU11 is an optional item that can be added.

Yes, the GNC300XL will communicate with the G5.

Yes, it has an internal GPS receiver, but it cannot be used as a WAAS source for a transponder. It is strictly an internal gps for the G5.

The magnetometer provides heading for the DG/HSI. Based on the manual Autotrim is added to provide trim commands to each servo

The install kit for the G5 is now only sold with the LPM (Lightning Protection Module). Please see Part# 11-18409.

No, it would only receive GPS data and could be used as a attitude indicator but not a CDI.

Please see part # 11-18409, it is the G5 connector kit with a lightning protection module.

The 4 ft harness part number is 11-16817.

Yes, this can work for the Sonex panel. You will need to complete the G5 attitude calibration and vibration setting to get the compass rose setting correct.

No, this is the experimental unit.

PER THE MANUAL: The GMU 11 magnetometer can be installed as an optional interface for a standalone G5 attitude display. This will allow the display of heading on the attitude display in place of track, but would not allow the removal of the existing DG.

• Accessories
• Maintenance
• Used Aircraft Guide
• Industry News
• Free Newsletter
• Digital Issues
• Reset Password
• Customer Service
• Free Enewsletter
• Pay My Bill

Garmin G5 EFIS: Standalone, Integrated

Garmins $1200 g5 efis was designed for lsa and experimentals, but an stc approval could bring stiff competition to dynons efis-d10a..

While evaluating Garmin’s new G5 electronic flight instrument, we couldn’t help but look beyond its target market of light sport and experimental aircraft. At first blush, the instrument is packaged perfectly for use as a primary attitude instrument in vintage steam gauge-equipped panels, fitting in the 3-inch attitude instrument cutout.

But Team X, Garmin’s engineering team that’s tasked with developing products for the LSA and experimental market, had other plans for the G5, designing it as an EFIS to back up—and integrate with—the PFD in its G3X Touch integrated avionics suite. Mention FAA certification to these guys and you’ll hear their laughter echo across the state of Kansas.

Team X might walk one of its uncertified G5s down the hall to its certification brethren, because within a week of its introduction, Dynon announced the STC approval for installation of its uncertified EFIS-D10A in certified aircraft. With a starting price of $1200, we think the G5—or something spun from its concept—could give Dynon a run for its certification dollars and buyers another good option for an affordable EFIS.

More Than an Attitude

While the G5 is first and foremost an attitude instrument, it displays far more data than pitch and roll. Think of it as a full-up EFIS with a built-in air data computer, WAAS GPS, external navigation interface, autopilot control head and a defense against electrical failures with a rechargeable lithium-ion battery. Garmin says the battery (which is optional) can power the G5 for up to four hours.

Aside from its redundant display, it also serves as an instrument source backup to the G3X Touch. During a G3X ADAHRS failure, the G5 supplies the appropriate air data, attitude and heading information to the G3X panel displays.

The instrument, with its 3.4 by 3.6 by 3.6 inch chassis (just 2.1 inches deep without the battery), is dwarfed by Garmin’s 10-inch G3X PFD, but the G5’s bright LCD display with LED backlighting makes up for its small stature. The 3.5-inch QVGA display (it has a 20- by 240-pixel resolution) is readable from wide viewing angles and our eyeballs would be comfortable looking at it as a primary source of data on a small instrument panel. There is a lot of data packed in a small area.

The G5 can replace all of the traditional six-pack flight instruments—a possible application for LSA and experimentals—or used for backup. There are minimal controls on the bottom of the bezel, including a rotary function knob, an on/off power button (which serves double duty as a display backlight control) and a microSD card slot for software updates.

The G5 has two main pages: the PFD page and the HSI page. When in the PFD mode, the entire left portion of the screen is occupied by an airspeed indicator/rolling number tape with color-coded speed range strips, plus a magenta-colored airspeed trend vector line. The end of the trend vector corresponds to the predicted airspeed in six seconds if the current rate of acceleration is maintained. Like most PFDs, the G5 can be configured to display V-speed markings on the tape. A data block at the bottom of the speed tape displays GPS groundspeed.

Attitude information is displayed over a virtual blue sky and brown ground with a white horizon line, which is also part of the pitch scale. Pitch markings are spaced at 2.5-degree intervals and a yellow symbolic aircraft corresponds to the current pitch attitude. There is also a dual-cue autopilot command bar presentation when the G5 is interfaced with Garmin’s autopilot. More on that in a minute.

A slip/skid indicator is positioned at the bottom of the display, along with a magenta turn rate trend vector. The right side of the display houses the altimeter with a rolling number tape, and a selected altitude bug is in a dedicated box at the top of the altitude tape. A bug corresponding to this altitude is shown on the speed tape. We really like that the selected altitude is synchronized with other displays in a G3X suite over the CAN network—eliminating the need to enter the data twice or more times. The baro setting is also synchronized between displays, or it can be set with the bezel knob on the G5. Pressing and holding the knob syncs the selected altitude to the current altitude. The vertical speed indicator display is a non-moving tape with tick marks every 100 feet, with the current vertical speed displayed using a white arrow along the tape.

The G5 has visual altitude alerting, although we wish it had an audio output. Instead, when passing within 1000 feet of the selected altitude, the bugged altitude flashes for five seconds, and again when passing within 200 feet of the altitude. Blow through the altitude and the selected altitude text changes from white to yellow and then flashes to get your attention.

Navigation, Autopilot

A heading/ground track tape is displayed at the top of the PFD page and will indicate magnetic heading when a magnetometer is connected over the CAN network, which is synchronized with the G3X. A light blue heading bug is displayed on the heading tape and on the dedicated HSI page, which is a familiar rotating compass card in a heading-up orientation. To adjust the heading bug, select Heading or Track from the menu and use the control knob to make the change.

A bearing pointer can be displayed on the HSI as a raw nav data source (VOR/localizer) or GPS. Color coding indicates the navigation source in use: magenta (for GPS) or green (for VOR and LOC).

When connected with the G3X and G3X Touch system, the G5 serves as a fully redundant navigation indicator, with instrument approach guidance, although there is no synthetic vision. You might see it in the future.

The ILS VDI (glideslope) is depicted as a green diamond and appears to the left of the altimeter. It also displays GPS vertical course data (differentiated by a green diamond) and is analogous to the glideslope for all types of WAAS GPS approaches, including LNAV+V. The lateral CDI for GPS/ localizer data is positioned at the bottom of the attitude display.

Changing the displayed navigation source (GPS and VOR/localizer) is done directly from the external navigator. Compatible sources include Garmin’s GTN750/650, GNS530/430, GNC255 navcomm or SL30 navcomm. Additionally, when connected with a portable GPS that’s outputting NMEA RS-232 data (Garmin aera660/796/795), the G5 can display a VNAV profile. This is a magenta chevron overlaid on a VDI scale positioned to the left of the altimeter. That’s a smart utility.

When paired with Garmin’s GMC307 and GMC305 autopilot mode controllers and GSA28 servo actuators, the G5 displays autopilot mode annunciation and provides autopilot mode command from the bottom of the PFD display. These modes are displayed in what Garmin calls AFCS (automatic flight control system) status boxes. Mode annunciators include AP, for autopilot active, FD, for flight director active, ROL, for roll mode and ALT, for altitude hold. These are just a few of the annunciators that appear, and most all of the modes that are accessible on the external autopilot mode controller are available on the G5. This includes vertical speed mode, or VS.

In VS mode, the flight director maintains the aircraft’s current vertical speed to the nearest 100 FPM. The mode is also used for climbing and descending to a selected altitude, since the selected altitude capture mode is automatically armed when the vertical speed mode is selected. Yes, Garmin’s integrated autopilot is a seriously capable system and the G5 EFIS can play an integral role in its operation. It can be configured as a standalone autopilot controller or as a backup system for the G3X, but still requires a GMC307 or GMC305 panel control head.

Will It Cross Over?

In our estimation, should Garmin choose to play in the evolving market of uncertified avionics for Part 23 aircraft, its G5 EFIS could be perfect for getting its feet wet. At $1350 with the backup battery, it seems like a logical competitive product to Dynon’s STC-approved EFIS-D10A—a standalone EFIS that’s expected to be priced in the $2000 range.

A certified version of the G5 could be used as a backup for retrofit and OEM glass panels—a market that’s currently occupied by Sandia and L-3, but at higher price points. For now, the G5 is limited to LSA and experimentals and we think it deserves more. Contact Garmin.com .

RELATED ARTICLES MORE FROM AUTHOR

Panel Planner 101: Big-Screens RV-10

Altitude Encoders: More Than Just Mode C

Panel Planner 101: Dynon in a Cessna

Featured video.

SmartGPU: Aircraft Ground Power to the Next Level

• Online Account Activation
• Privacy Policy
• Terms of Use
• Aircraft For Sale

Get the Reddit app

This community is for discussion among pilots, students, instructors and aviation professionals.

Garmin G5 Questions

Hi everyone!

I have done some searching on previous threads about this topic and haven't really found anything super solid. I am trying to figure out the capability differences between the experimental and certificated versions of the G5. As a little backstory, I own a 2002 DA40 which is before DA40s came standard with a G1000. So I have a traditional 6 pack along with a GTN750/650 stack. The G5 was not STCd for any DA40 models, and as a Garmin rep told me it was simply because it was overlooked that there are a handful of non-G1000 DA40s around. I know this does not hold any weight, but it was good to at least get an explanation.

I am looking to do a Form 337 and install 1 or 2 G5s into the Diamond to replace my attitude indicator and my backup HSI. The Diamond does not have any vacuum system. When looking at the Garmin website, the experimental version of the G5 has many more features and capabilities than the certificated version, and at half the price. Does anyone know if the certificated version actually has any benefit or capability that the experimental version does not? I am also a little confused about what the GMU11 does and how everything integrates together. Any advice on any of these questions would be great. I know I will need to purchase the external battery ($150) and I think a GMU11 ($275) for each unit.

A better question to ask first might be whether anyone has any insight as to the implications of installing an experimental G5. Does anyone know if that would actually change anything as to the classification of the DA40. My thought was that since I am having to 337 it, the STC list is essentially not relevant and approval from the FSDO would effectively have the same outcome as the DA40 being on the STC list. Therefore, I am assuming it does not make a difference which model I choose, but I may be missing something here.

These questions all might be moot if the FSDO declines to even entertain the thought, however, my mechanic is fairly close with them and has apparently talked to a few and heard that they are not resistant to the idea at all. Still, lots of legwork to do.

I'll give gold to anyone who can at least get me started or point me in the right direction.

By continuing, you agree to our User Agreement and acknowledge that you understand the Privacy Policy .

Enter the 6-digit code from your authenticator app

You’ve set up two-factor authentication for this account.

Enter a 6-digit backup code

Create your username and password.

Reddit is anonymous, so your username is what you’ll go by here. Choose wisely—because once you get a name, you can’t change it.

Reset your password

Enter your email address or username and we’ll send you a link to reset your password

Check your inbox

An email with a link to reset your password was sent to the email address associated with your account

Choose a Reddit account to continue

Announcement: G5 Electronic Flight Instrument Introduced as DG/HSI for Certificated Aircraft

We’re excited to announce the introduction of the G5 electronic flight instrument as a replacement directional gyro or horizontal situation indicator in type-certificated fixed-wing general aviation aircraft. When paired with select VHF NAV/COMMs or GPS navigators, the G5 can be considered primary for displaying magnetic heading, VOR/LOC guidance and/or GPS course guidance, as well as distance and groundspeed. The installation of dual G5 electronic flight instruments can also eliminate the dependency on a failure-prone vacuum system in aircraft for attitude and heading information. Installation approval is accomplished via supplemental type certificate with a comprehensive approved model list containing 600+ individual aircraft models, which is representative of the Federal Aviation Administration’s commitment to encourage and authorize specific enhancements to aircraft to improve safety among the existing general aviation fleet.

Comprising of a bright, 3.5-inch sunlight readable liquid crystal display, the G5 electronic flight instrument is approved for installation in place of the aircraft’s existing DG/HSI via a Garmin-held STC for hundreds of certificated fixed-wing aircraft models. Utilizing the new cost-effective magnetometer, the G5 electronic flight instrument displays magnetic heading. A dedicated rotary knob allows pilots to easily select and adjust course and make heading bug selections. Suitable for installation in place of a standard 3-1/8-inch (79 millimeters) flight instrument, the G5 measures 3-inches (76 millimeters) in depth with the back-up battery so it can easily be integrated into a wide range of aircraft. The G5 electronic flight instrument is also approved for flight under VFR and IFR conditions, offering an economical upgrade for thousands of aircraft owners.

When paired with the GTN 650/750, GNS 430W/530W or non-WAAS GNS 430/530 navigators, the G5 is approved as a primary source to display vertical and lateral GPS/VOR/LOC course deviation when available, as well as groundspeed and distance to the next waypoint. In a G5 configuration that is paired with the GNC 255 or SL 30 NAV/COMM radio, the G5 is approved as a primary source to display lateral and vertical course deviation when available. Additionally, a single magnetometer is capable of supplying magnetic heading information to two G5 electronic flight instruments simultaneously.

The G5 electronic flight instrument offers a wide range of flexible panel configuration options, along with the reliability associated with a modern electronic flight instrument. Installation configurations vary as up to two G5 displays can be incorporated into a single aircraft panel in several approved combinations, including the attitude, DG/HSI or turn coordinator positions. In dual installations, a secondary G5 can revert to display attitude information in the unlikely event of a failure in the primary attitude indicator position. A pilot-selectable menu on the G5 DG/HSI enables the manual selection and interchange between the attitude indicator and DG/HSI display. Each G5 for certificated aircraft includes a four-hour back-up battery for use in the event of an aircraft electrical system failure. In dual G5 configurations, customers receive dual ADAHRS and dual back-up batteries, offering safety-enhancing redundancy.

The G5 DG/HSI electronic flight instrument for certificated fixed-wing aircraft can be purchased through the Garmin authorized dealer network starting at an expected street price of $2,449, which includes the install kit, magnetometer, back-up battery and the STC. When interfaced with a compatible GPS navigator, the G5 DG/HSI electronic flight instrument is available with the required adapter for an expected street price of $2,975. A combination of dual G5 electronic flight instruments for certificated aircraft is available starting at an expected street price of $4,598. Deliveries for new orders are expected to begin in May. The G5 is also supported by our award-winning aviation support team, which provides 24/7 worldwide technical and warranty support. For additional information, visit: www.garmin.com/aviation.

• Search forums

Follow along with the video below to see how to install our site as a web app on your home screen.

Note: This feature currently requires accessing the site using the built-in Safari browser.

• If You Are Having Trouble Logging In with Your Old Username and Password, Please use this Forgot Your Password link to get re-established.
• Hey! Be sure to login or register!
• Piper: PA-18 Super Cub (and L18C & L21)
• Thread starter RaisedByWolves
• Start date Jul 24, 2019

RaisedByWolves

• Jul 24, 2019

Had someone ask me a question. Can you put the exp version of the g5 in a certified pa-18? It’s not ifr, and didn’t come with one stock and isn’t required equipment. What do you guys think? Sent from my iPhone using Tapatalk  

Normally I'd be the first to say yes, lol. But since there is a blessed off version, I'm guessing that you might get some pushback from a fed, if the notice. Talk to your IA and see if he's cool with doing your annual if you install the exp version. Web  

behindpropellers

Registered user.

wireweinie said: Normally I'd be the first to say yes, lol. But since there is a blessed off version, I'm guessing that you might get some pushback from a fed, if the notice. Talk to your IA and see if he's cool with doing your annual if you install the exp version. Web Click to expand...

Take it out at annual. Put it back in after.  

SE Mass MA6

• Jul 25, 2019

I would say yes since the PA-18 is not going to be used for planned IFR. The G-5 would only be an extra going along for the ride adding to the empty weight.  

supercub1999

They've had $100. off Oshosh discounts in past www.grtavionics.com  

Attachments

I think its nice to not have to fiddle with phones or tablets, my grt mini is always in the panal and hardwired to the plane which means no charging. Jump in press direct to and go. Takes about 30 seconds to fire up and ready to fly. And when SHTF I have a solid screwed to the panel stand alone AHRS that doesn't require wifi, just push a couple buttons and I am set up with a gps derived (not faa approved but has always been spot on when I tested it) precision approach type guidance to my home grass strip or any airport in its database.  

If I initiate GP on my iPhone, which would already be on, the GP screen takes 3 seconds to open and populate. No fiddling required. My favorite mount is a Nato Mount and with an iPhone 8 or newer (those with glass backs) Nato makes a magnetic holder with wireless charging. My battery life doesn't warrant the wireless charging but if it did? Easy solution.  

Port Townsend, WA

RaisedByWolves said: Had someone ask me a question. Can you put the exp version of the g5 in a certified pa-18? It’s not ifr, and didn’t come with one stock and isn’t required equipment. What do you guys think? Click to expand...

Exactly the point I was trying to make; "I installed a pre-STC G5 in my C180 with this FAA policy as the basis of approval:" Pre STC. If you get push back it will be because there is an 'approved' version available now. If you're cool with the experimental version, then fly it and let us know what you think of it. Web  

On that GRT - how does it know "heading?" Does it have an inertial platform? A wind readout? Cost?  

• Jul 26, 2019

wireweinie said: Exactly the point I was trying to make; "I installed a pre-STC G5 in my C180 with this FAA policy as the basis of approval:" Pre STC. ... Click to expand...

bob turner said: On that GRT - how does it know "heading?" Does it have an inertial platform? A wind readout? Cost? Click to expand...

$1500 and it knows heading and wind. I am blown away. It says AHRS, so that must include an inertial platform. This would have been a million bucks a quarter century ago.  

Meanwhile,...

stewartb said: Sipping a Woodford rocks in the back of an airliner with my iPhone. Pretty cool tech to have in my pocket. Or my plane. View attachment 43844 Click to expand...

• Aug 11, 2019

The GRT Mini alone will display the aircraft's Track but no heading. It needs a compass input from a remote magnetometer for the mag heading ($260) and then it will display heading and provide current wind information. GRT talks about a $300 heads up display too that uses an automotive Heads up display called the Hudly to display some really advanced stuff if thats your thing.  

Northwest Arkansas

So, this ( link ) implies that the GRT- MINI GA can be used in certified aircraft as a backup. Since there is no primary AI, etc in the normal super cub, could you still do it under the terms they describe? sj  

As long as the instrumentation required by the type certificate is installed, anything else is just fun stuff. Mark it 'for reference only' if you need too. Legal as long as you're not claiming IFR capable or other craziness. Web  

Sweet... Sent from my Pixel using SuperCub.Org mobile app  

Four Corners Wyoming

SJ said: So, the GRT- MINI GA can be used in certified aircraft as a backup. Since there is no primary AI, etc in the normal super cub, could you still do it under the terms they describe? sj Click to expand...

Gesundheit Web  

You don't have to justify the install. 'They' have to justify that you can't. Web  

• Aug 12, 2019

Am I missing something or does the GRT not have a battery backup - nice feature of the G5.. sj  

Internal battery backup is listed as an option 'for all MINI models'. On the link that you posted, click on 'Options' Web  

http://www.tcwtech.com/ibbs_integrated_backup_battery_system_3ah_6ah_certified.html TCW makes good stuff.  

Knoxville, Tn.

skywagon8a said: I would say yes since the PA-18 is not going to be used for planned IFR. . Click to expand...

Similar threads

• CubDriver218
• Jun 19, 2019
• Cafe Supercub

• Mar 5, 2021

• Mar 29, 2022
• Experimental Cubs
• Apr 8, 2011
• Modifications

• Jan 27, 2011
• Hey Guest, Submit Your Photos for the 2025 Super Cub Calendar! Click Here!