FlyinAggie14

Its really only helpful for that first 5 minutes of programing the GPS. The touchscreen 750 makes it really quick to enter in a flight plan, lightyears ahead from the 430s. It says its a $1,495 upgrade from Garmin's website, and it really is just a SD card... You don't have to worry about connex if you you are going with the G3X Touch as the Bluetooth is built into the G3X and it communicates flight plans and such to the 750/650 navigator. It will also communicate all the adsb data to your Ipad for foreflight or Garmin pilot.

You just need a Xi navigator with the upgraded software, and a flight display (G3X, G5, G275, G500/600 ect) with the correct software updates. The updates mentioned above added G5s and G3Xs to the list of approved flight displays. The panel mounted button is an option but not required. Without it you can activate smart glide by holding the Direct to button for 2 seconds or the emergency touch button in the menu.

I went flying this morning and got an AHRS IGRF data out of date message on my G3X. Looks like the IGRF data for the G3X update for the new magnetic field model requires the 9.0 update per the note on the bottom of Garmin Support Page Note: For G3X Touch systems, the system will receive the 2020 IGRF file with a G3X Touch software update to software version 9.00 Got my appointment scheduled for Monday afternoon to update all my avionics, excited to add the smart glide features as I had not updated the 650xi yet!

I've run into this same issue with a GTN650xi and G3X on the way back home from Oshkosh. I was north 40nm of KIND enroute to I69 at cruising altitude of 9000. I manually input fixes with altitude constraints as I was approaching Cincinnati that would step me down and keep me below the CVG bravo airspace. As soon as I added constraints to the flight plan in the 650xi my info block with time till TOD worked and TOD showed on the map but I could tell that it had a steep decent selected due to placement of TOD. I went into my utilities page and under VNAV the VS target was greyed out as shown in your picture. I thought that was weird so I kept checking with the same issue until I got closer to the TOD. At some point the VS target became selectable and I could adjust it from a -1300fpm to -500fpm setting. After that it re-calculated and set everything up perfectly. Unfortunately I do not remember how this related to distance/time to original TOD or to the setting of my altitude bug on the G3X other than my decent started about a minute after adjusting the VS target. Two theories I'm going to test: 1. Is it tied to distance or time to calculated TOD at the default feet per minute configured? 2. Is it tied to the altitude preselect bug in the G3X. Maybe VNAV target and required fields do not work if the G3X altitude select bug is at current or higher altitude and the bug must be lowered to calculate?

I used to be based out of BFI with an M20F and have crossed the mountains a lot in different directions including trips to and from Oshkosh and Calgary during late July and August. I have never had a problem getting into the teens for cruse flight. I like to go non-stop over both the Cascades and Rocky Mountains in one stop to avoid landing and having to re-climb. My go to stop is usually BIL after Seattle. For IFR just follow T268 which is a pretty easy route to follow and can be flown at 12k heading west. This route also follows a lot of roads and can also be used if you do want to make stops at GEG/COE/HLN/MSO. Beware of icing into and out of Seattle even during July, I picked up icing over the cascades on the way to Oshkosh in 2019. If you do go VFR in an attempt to stay lower expect to be out of ATC radio and radar range for a lot of the crossings. Also summer and fall have been very bad for forest fires so often climbing into the teens is the only way to get out of the smoke. Be prepared for that and monitor the TFRs.

I did this almost exact thing in my F recently. The only thing that was kept was the GTX345. The actual work came in at 300 hours and the whole plane was pretty much re-wired. I chose to go with the JPI900 and CiES senders. I also showed the state of my panel just prior to the work (JPI830 was upgraded to the 900). Like others have said the three axis GFC500 (Trim, Pitch Roll) came in at 57 hours alone. Cincinnati Avionics did my panel an it took just over 9 weeks to complete. Edit: Seeing your above edit about the EIS sensors and fuel senders already being installed it looks like about 40-50 hours were utilized for sensor and sender install/calibration and such. So the rest of the work was 250 hours.

Cincinnati Avionics at I69 just completed my complete panel replacement and did a wonderful job and completed it in just over 6 weeks. I know they are booked out till summer but did great work. I got a GFC-500, G3X, G5, GTN650xi, JPI900 and have zero squawks after a couple of flights. https://cincinnatiavionics.com/

In my F I land with no flaps 90% of the time. I find little change in speed and a lot better control in keeping the nose off the ground without flaps. The exception is when landing over an obstacle or very short runway <2000 ft. 99% of my takeoffs are without flaps as well.

I also have one for sell that I just took out of my AC when i upgraded to a G3X and 650. Worked amazing with the 430w I had prior and the FS210 is only about 3 years old. PM me if your interested.

Terrain and obstacle alerts would not show up as the same type of message as airspace alerts. Under most settings the GTN650 will just automatically switch into a mode displaying terrain/obstacles if you are close to them. You have to be pretty close to those items before it gives you a warning though. Only time I see or hear those alerts is if I'm vfr flying in the mountain valleys or if you are going into an uncharted airport. If you have ADSB in connected its a similar callout as traffic. http://static.garmin.com/pumac/190-01004-03_M.pdf Section 10.6.3 will show you what to expect and when.

Well you can trade in the 530W as I linked above and it only costs 8k but you are correct you would still need a traffic/weather solution. If the goal is to do things cheap then just install the FS210 and get a Sentry for 2k(FS210 1K, Install .5K, Sentry .5K) but you would only be able to see traffic/weather on ipad not in panel. If you go the GDL 84 you are now at 4.5k before install to add weather and traffic in panel. I personally do not think that adding traffic and weather in panel is worth the 4k unless you currently have or plan to add a glass panel such as the Aspen or G3X to display the traffic/weather. I find in my personal set up with a 430W that I never look at traffic or weather on the GPS display but instead only have it displayed on Foreflight. When I get my G3X installed I'm sure that will change and I will relegate the IPad to the far corner of the panel in favor of the G3X being my primary display.

Also if you do not plan on building out a Garmin Glass panel anytime in the future you could also look at selling the 530W and getting a IFD540 which would have Bluetooth built in already and you would get a GPS with new technology. Im sure a few people on here could talk you into that!

A FS210 is all you would need. Installed one in my bird and interfaced with the GTX345 and the GTN430 perfectly. Even if I'm going direct now I enter the airport code in the Ipad and send to panel. Say good by to spinning the dial! I think you have to have a 345 to get the ADSB in. Best bet would be to get a potable ADSB-In receiver and display that info on an IPad.

Awesome sounds like a good group scattered around the area. I'm excited to meet everyone and get some flying in!

Awesome. I am a member of the caravan too so happy to get you some training. Hopefully we can get a few more that are up for some formation work and get a good squad going in the area.