Rick Junkin

The part you have circled is the throttle position microswitch for the gear warning. Here are the appropriate pages from the IPC. The bracket is #8, the microswitch assembly is #13. My guess is that either the bracket/switch is loose and moving around, or there's possibly interference with the throttle cable from something else that's moving and causing the throttle cable to flex. From your description it sounds like the switch, bracket, or throttle cable position need to be adjusted so that the switch is actuated 1/4" from the throttle idle position. Once you are able to get that right it may remove any other issue that's causing the switch to actuate. My gear warning stopped working because the roller on the microswitch arm had developed a flat spot and didn't have enough throw to actuate the switch. That's something else to look at that could be causing variability in your system.

In answer to your primary question, my technique is to deploy speed brakes at minimum power for conditions and slow to Va, then retract brakes and adjust power to hold the desired airspeed. Once you get your gear warning switch properly adjusted you will be able to get down to 18” or less without triggering the gear warning. Now I have a question . 135KIAS at 20”/2200 in level flight sounds fast. That’s my power setting for pattern entry and I get about 115-120KIAS in level flight, LOP. Have you had your airspeed calibrated recently? Or cross-checked it with calculation against GPS ground speed? I’m not saying it’s wrong but if correct then your airplane is way slipperier than mine!

Here’s a picture of the bracket. The microswitch is mounted to the back of the bracket, and you can see the wheel of the microswitch that rides on the throttle cable in the red circle. There is a second microswitch in the same area that turns on the boost pump at full throttle. Don’t confuse the two. The boost pump switch does NOT ride on the throttle cable. The bracket is located on the bottom right side of the rear of the engine beneath the oil cooler and air ducting.

Fortunately no! I studied the configuration documentation before jumping in to the systems so I’d know what to stay away from. My background makes me inclined to “tinker”, which is NOT a good thing in this case.

This is correct. The gear warning horn should be either on or off and not changing unless you change the throttle position. It sounds like the bracket that the throttle position micro switch is mounted to is loose and floating around a bit, or something is interfering with it when you make other adjustments.

Yup, mine are both connected as well. I was getting an echo on the 500 foot callout, which I then disabled on the GTN. I didn’t realize that isn’t in compliance with the STC so I just learned something from you, again .

@Glen Davis I have a G3X and 650Xi and get all of the audio alerts you mentioned. You definitely do NOT need to spend $$$ on TAWS to get the basic alerts. Most alerts are redundant on the G3X/650Xi so I have everything activated on the G3X and the redundant alerts turned off on the 650Xi. This is probably backwards but the way I chose to do it. It requires access to the configuration menus on both boxes, which is easy to access (hold the MENU/HOME buttons in and power up the boxes until the config mode displays). I don’t recommend doing this, especially on your GTN750, if you haven’t seen it before and don’t have the install documentation to guide you. It doesn’t take much to push a wrong selection and mess up some important systems interface settings. I’d ask your installation shop why they didn’t activate the alerts. If they push back show them the G3X Pilot Guide sections that describe the alerts you are supposed to get. There are enough of us here who have worked through this that can help you get to where you want to be.

@Max ClarkI have a complete G3X checklist built for my Bravo. I'll try to upload it to the file area of the site. Happy to email it to you. It could simplify your organizing task. I specifically tailored and condensed my checklists for each phase of flight to fit on one page on the G3X, which limits you to something like 11 lines per page. The emergency procedures I input as written, to include notes, cautions and warnings. EDIT: I was able to upload it. Here's the direct link

@Max Clark Sure, no problem. This year I transitioned to tracking all the data electronically so I'll include the spreadsheet I use for that too. The source spreadsheet documents are in Apple Numbers format and when I converted them to Excel for upload here it moved some stuff around, and the electronic tracking spreadsheet lost conditional formatting features. Let me know if you want the Numbers files and I'll get them to you. Cheers, Rick N1088F Paper Flight and Squawk Log large format excel.xlsxN1088F Paper Flight and Squawk Log 5.5x8.5 excel.xlsx1 - N1088F Inspections, Flight & Squawk Log copy excel.xlsx

At 3:30 in this Hartzell video they show the radial and axial clearance limit tables from the overhaul manual. That should get you in the ballpark if not spot on. Cheers, Rick EDIT: Screen shot of the tables

My thought is it could contain the more useful specific G3X information and it would eliminate the need to sort through extraneous mentions that come up when you search for G3X or some combination with G3X using the search function.

Are there enough of us with the G3X installed (or about to be installed) to warrant a separate G3X Touch forum to compile and build a consolidated knowledge base? There's lots of good practical information here about installation, operation and issues/troubleshooting but it can be hard to find, especially if you're looking for something specific. Anyone else interested? Poll to follow. EDIT: ok, so the system put the poll first

Does anyone have insight on what Garmin is up to this year? I ask because there hasn't been a new software release for the G3X Touch in 5-6 months for either the STC or experimental s/w. I've had mine since September 2023 and had done 3-4 updates, one about every other month or so, through September 2024. And now nothing. This was during the period of addressing the GFC500 servo issues but they were also migrating other capabilities from the experimental s/w. I'm hoping to see more of that, most notably the EIS normalize mode and programmable dynamic engine instrument indications (that one's a stretch, I know). I'm wondering if there is any activity on the G3X software development team. Or is there something else in the mill that is getting the development effort focus? I'm not looking for speculation. I'd like to hear from someone who can share any available non-IP first hand info on what Garmin has in store for us.

Sorry for the thread creep. Where’s the ATL VFR corridor? I’m only familiar with the flyways.

It may be easier to get a Tango route established as a preferred IFR routing for transit, and then request to follow that same track VFR. The Atlanta Bravo has a Tango route (T319) that also essentially provides a pathway for VFR traffic to transit the Bravo at midfield perpendicular to the runways. I haven't done it a lot, maybe 6 times, but I've never been denied VFR transit of the Bravo tracking along T319. I've always been above 6,000' so that may be a factor.