flyingcheesehead

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About flyingcheesehead

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  1. Things are definitely a bit weird with the G3X interfacing right now. The GDL 69 works with the GTN I think, but not the G3X, while the GDL 5XR units work with the G3X but not the GTNs. And five years ago most of us were looking at turn coordinators and altimeters/VSIs when our spinny gyro AIs went out.
  2. As Steve said, they've always offered the "package deal". The reason their site is worded that way is that the AI version of the G5 does *not* come with a GMU11 by default, so in those instances the G5 shows ground track instead of magnetic heading IIRC. If you buy the G5 HSI version (which is more expensive because it does include the GMU11), the GMU11 is included. In either case, it's a great upgrade over the KI-525A.
  3. Right, because the G5 has been running the autopilot the entire time. The GFC500's brains live in the G5/G3X, in the TXi installations the TXi is merely feeding commands to the G5 to make it work. So, in your TXi/G5 installation, if the G5 fails, you lose the autopilot. Period. With a G3X/G5 installation, the G3X is capable of running the autopilot without the G5, and vice versa. At least, that's my understanding of it based on a discussion with a Garmin autopilot engineer and many of Garmin's materials.
  4. I do expect the whole package to be about $5K or less. Aerovonics looks interesting, but I have doubts as to whether they can certify both the instrument and the autopilot interface, remain at their stated price point, and remain in business. If they pull that off, awesome! I wouldn't be surprised if Garmin bets against them by pricing the new solution closer to King's stated target price if not above. Something that can keep my KFC150 going for the moment and then later drive a GFC 500 and serve as a backup to the G3X Touch, complete with miscompare monitoring, that's priced reasonably, is something I will plunk my money down for immediately. Of course, I'll still be crossing my fingers that my KI-256 lasts until Q2 next year which is the soonest I'll be able to get into the shop for an upgrade! You mean the GMU11 magnetometer? Pretty sure that's included with the G5 HSI, which is why it costs more than the G5 AI.
  5. G500/600/TXi are only single AHRS, with the exception of the dual-7" TXi display with battery backup, so the second AHRS doesn't exist to do it in the first place - It's not just missing a switch. The G1000 does have the ability to run the GFC 700 autopilot off of either PFD/AHRS in the dual setups. There's a button on the GMC 710 controller, above the AP and YD switches, labeled "XFER" which is used to select which side you're using. But, in a Mooney we only have a single PFD/AHRS. To me, this is what's so compelling about the G3X Touch/G5/GFC 500 combo in particular. The G3X and G5 have miscompare monitoring against each other, and either one of them can run the autopilot in the event the other one fails.
  6. James, I'd like to order a set, but I'm not sure what fuel caps I have on my 1997 Mooney Ovation. Can you help me out? Thanks, Kent
  7. I was thinking that a setup that will continuously self-adjust the course needle on an eHSI, coupled with a WAAS GPS, should be allowed to fly the approach even though it's technically not. Why? Because it would be a helluva lot easier to fly with that setup than it would be with a DME setup even though that's the legal way to do it. However, I bet your 430 doesn't do the needle on an arc *inside the FAF*. Garmin is generally pretty good about keeping you legal - For example, on my GTN when loading an ILS approach it gives the warning about GPS being for monitoring only, and automatically switches the CDI to VLOC at the FAF.
  8. I was over there yesterday and asked about it, and they have gotten it resolved now. It also looks like they're selling a fair number of 3100s for planes that have an existing S-TEC, especially the twins because Garmin's price advantage evaporates when you have to buy the GFC 600 instead of the 500.
  9. You nailed it. On the approach that I posted, the DME is used for lateral guidance inside the FAF and thus you cannot use your GPS to substitute for DME. IMO, they should change this for equipment that allows you to have a lateral guidance needle inside the FAF. I don't know that this would help us any, but some of the curved RNP approaches that can be flown with modern avionics that goes into some of the larger equipment should be able to do that approach if the avionics can provide a needle on an eHSI or something. But, the FAA isn't known for keeping up with the pace of technology.
  10. Not entirely true... Practically speaking, good enough for most of us, but GPS cannot be used in lieu of DME on an arc inside the FAF, such as on this approach: Now, that's not a great loss there, since there's an RNAV(GPS) with lower minimums, but there's at least one other approach like this... I just can't remember where.
  11. That's because, if you get the package-deal 10"+7" G3X Touch, they share a single AHRS. That means that the reversion is only good in the event of a display failure. In the event of an AHRS failure, both screens will go dead. The G5 has its own built-in AHRS, and the G5 and G3X Touch can do miscompare monitoring against each other as well. Finally, if you're doing the GFC 500 autopilot, both the G3X and the G5 can drive it, so failure of either one still leaves you with an operable autopilot. TANSTAAFL. Even if they do delete the G5 backup requirement, it'll mean you need a second AHRS for the second display. That costs $1500 for the experimental version, so it'll probably be roughly $2500-$3000 for the certified version... And that's if it's a valid backup to have the second independent G3X and would actually work correctly that way. Garmin indicated at one point that it wasn't/didn't. Better speak with your friendly Garmin dealer or rep.
  12. There's more to it than that. With a tailwind, you'll likely get more glide distance if you use minimum sink instead of best glide. Minimum sink is going to give you an L/d ratio very close to that of Vg, but you will be exposed to the tailwind for a longer length of time and thus be able to extend the glide a little. It's unfortunate that most manufacturers never published a minimum sink speed for our birds, but that's something that's worth doing some of your own testing on. It'll be slower than Vg, and from what I've heard it's generally where you end up if you trim fully aft with power off. In a headwind, of course, increasing speed will reduce your glide angle relative to the wind, but can increase it relative to the ground. It'll never be as good of an angle as Vg with no wind, though.
  13. I've been hearing rumors to the contrary, and I'm expecting Garmin to address this by Oshkosh. 2 weeks to go! Yeah, it'd be something like a CANBus-enabled GAD-###. There are a LOT of people wanting this, since Century owners have no solution and King owners such as myself have nothing but endless promises of a future solution. I mean, I do want the GFC 500 autopilot eventually, but my KI-256 is doing its comically slow movie death dance and the only three options available today are an expensive overhaul of the KI-256 (ugh), an Aspen + EA100 (ugh), or a G500 TXi + GAD-43e ($$$$$).
  14. I think this is simply planned expiration of a limited-time exclusivity agreement, similar to how you could originally only get an iPhone on AT&T. And, FWIW, this is not a new thing. The Stratus 3, which came out at Oshkosh last year, already worked with multiple EFBs, and ForeFlight has had support for more devices for even longer than that.