Lee Moore

Also, the non-touch version is not certified.

Any Garmin authorized service center can work on the installation. Garmin only ran out of components to repair the unit. They still support it with databases, tech data, and can even help a dealer sort out installation issues.

How’d it go? Lee

The goal of the procedure is to tell you what to put into the pitch and roll offset fields so that the attitude displays straight and level when the aircraft is straight and level. In order to figure out what the baseline (aircraft at rest on gear) offset should be, the G5 has to start its calibration with zero offsets. The calibration is simply the unit figuring out how far it deviates from level and displaying a value to represent that deviation. The technician's job is to subtract the deviation measured with the digital level from the calibrated deviation value provided by the G5 to determine the final offset value for the G5. I hope I have made this a little clearer. This procedure is designed specifically to take advantage of the technology to avoid the time and expense of jacking and leveling the aircraft in order to calibrate the AHRS. Lee

The G5 should start its calibration with nothing plugged into the offsets. You should measure and record the pitch with the digital level. Write that number down (negative for nose up and positive for nose down). Then, just run the G5 calibration with zero-ed offsets. It should count down and then give you some other numbers. In your case, it should give you a pitch offset of somewhere around 8.8 degrees (if your 12 and 3.2 numbers are accurate). Write that 8.8 degrees down and then subtract the other number from it. THAT is the number you input to the G5 for its pitch offset. Then, you're done. If you were then to level the airplane on jacks, the G5 should show straight and level. Cheers, Lee

12 degrees forward (nose low) with a 3.2 degrees nose-high attitude on the gear would equate to an 8.8 degrees nose-low offset. The procedure has you measure and record the longitudinal offset from waterline level at the aircraft leveling point using a digital level and while the aircraft is on its gear. I recommend not leveling the aircraft and just follow the procedure in the manual. If your numbers are accurate, the G5 should calculate an 8.8 degrees nose up pitch offset at the end of its calibration, which you will enter into the formula and the result of the formula should equal 12 degrees (after subtracting your -3.2 from the first step. E.g. 8.8 - (-3.2) = 12 Cheers, Lee

175 will sell over-the-counter; 375 is dealer-installed only.

That was going to be my next advice. [emoji16] Glad you got it sorted out. Just curious...how long did it take Garmin to answer? Sent from my iPad using Tapatalk

Did you configure the GTX to receive altitude from the GAE 12? Sent from my iPad using Tapatalk

This is correct, but only for the interface to a non-WAAS GNS 430/530. The VNAV 429 labels do not exist in a non-WAAS unit to drive glidepath indications. The selection in the above instructions is not present in the GNS 430. The ‘W’ in GNS 430W in large part denotes this capability to draw a GPS-derived glidepath.

If your GNS430 is a non-WAAS unit, its software will not supply the VNAV 429 labels and will not deflect the G5’s GS indication during self-test.

First thing a Garmin dealer will try is a completely different card. If that doesn't work, they will likely suggest sending the unit to Garmin for the flat-rate repair. The theory being that the card reader on the unit has gone bad.