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Last year I had a GFC 500 installed in my plane which already had the Aspen 2500. I had a GI275 installed to control it. The Aspen system and the autopilot systems are completely independent. That means flight director shows on the 275 and not the Aspen. Altimeter must be set in both.

People that have an Aspen and GFC500 will have either a G5 or a GI275 to control the AP. So you can either install a G5/275 that will control the AP and keep the aspen. Or get rid of the Aspen and go for 2x G5 or 275s.

The GI275 can control the GCF500.

This '96 MSE that has been on controller.com has an Aspen, one GI275 next to it, and the GFC500 autopilot. How were they able to do that? I also have an interest in this. https://www.controller.com/listing/for-sale/245297647/1996-mooney-m20j-mse-piston-single-aircraft

Hi all, Has anyone connected an OAT single probe to a G5 and GI275 EIS? My history is an initial install of a dual G5 + OAT a while back and recently got the GI275 EIS added in. I realised that the %age power indicator works with an OAT added in. My question is whether the already installed OAT connected to the G5s couldn't also feed the GI275 EIS? Does that make sense? Thanks for your input. F.

Will need to replace the Aspen with a G5, GI275, or G3x system for the GFC500 autopilot. If you are wanting to keep the Aspen your choices drop down to Aerocruze 100, S-Tec 55x/3100. Also, is the navigator a GNS430W? You might have some limitations if the GPS navigator is not WAAS.

As a minimum, you need a g5 or gi275 or g3x (or maybe a g500) to act as the brains. With the aspen the op already has, this can get complicated.

Yes, the KAS297. I also enter the desired altitude into the GI275 as it offer altitude call outs, alerts, TOD, BOD and what I call the banana on the map to show my both. My navigator is a GTN750. Works great but definitely no Alt. Select or ROC via the GI275.

I found a reference to an IVSI in the GI275 manual, but it seems to be associated with TCAS II. So I wonder if it is available for GA or you need a different version of the 275.

That's posh I think others answered the question on "vario" Finding a new analogue one would be expensive. I think Garmin PFD (e.g. G5, GI275) process static input and give a sort of "instantaneous vertical speed reading"? Altough their screen is too small and IVSI info is even smaller (I never look at it), it's obvious when wheels leave the ground or when Mooney is climbing, I don't have to look inside aircraft to figure it out (in Jets, the pilot can climb 50ft while his wheels are on the ground, so they want an extra confirmation).

Looking to replace my EDM 700 with a Garmin GI275 EIS. Shop mentioned he would have to remove the Moritz gauges as GI 275 being primary could not coexist with any other primary gauges per STC. Anybody else run into this problem? I would like to keep the Moritz gauges. Don't really understand the argument that two "primary" gauges cannot coexist for possible confusion - since I can have two attitude indicators, and those disagreeing in IMC would really be confusing...

We had a SL30 connected to the bottom GI275, it was connected with RS 232. But it also has HSDB from the top one which is forwarded through from the GTN750XI, so you could display NAV one or two on the bottom GI275. Your G500 will have HSDB but it's not allowed to have any parallel legs, and they want it to go from the navigator to the 500 and then from there to the back up. But the problem is if the 500 quits, the backup won't get the HSDB data....and Trek Lawler said on Beechtalk that this STC tells you to find VFR if that happens. Some of the people have wired HSD from the navigator straight to the back up and then you get that data if your primary screen quits.

The second GI275 is actually an MFD, although it will display all the Engine monitor pages. It also has a HSI map page, a lightning page, a terrain page and a bunch of other stuff. It gets the data from HSDB piped in from the top unit, but if you pull the breaker on the top unit, the bottom one goes all X's. It doesn't forward the data through it. This is common with HSDB actually. But it's nice because you can have the leaning page on the bottom like that is and then leave the other one at the top with all the other gauges. STC says 2700 but I might have mistyped 2730 in there, but it hardly goes red now at 2710.

During a recent avionics upgrade, I received two Garmin GI 275 units that were factory overhauled by Garmin as part of an exchange. To speed up my installation timeline, I purchased brand-new units instead, so these are now available for sale. What does “newly overhauled” mean? These units were sent to Garmin, fully inspected, tested, and brought to like-new condition per FAA-approved procedures. They come with the same functional performance as new units and are typically issued with a fresh warranty when installed by a Garmin dealer (check with your shop for details). Units for Sale: GI 275 ADAHRS (no autopilot) – $3,900 (Retail: $4,595) GI 275 ADAHRS + Autopilot Support – $4,900 (Retail: $5,595) See attached pictures, ask questions. If the title of the post doesn't say sold, it's still available. Local pick up option available to save shipping costs. We can meet at my Garmin avionics shop if interested to test prior to purchase. Thanks, Shawn

I wouldn’t go too wild, I don’t think anyone has remotely got their money back for a full panel job. If it’s got a WAAS box, and some type of modern autopilot with GPSS, I’d maybe toss in a GI275 to replace the AI, maybe replace the DG and engine instruments too if you’re feeling fancy and call it a day. The other big improvement is make sure all your lights are LED or HIDs.

To be honest, the installation of our GI275s was not "flawlessly". First, the installer could not go through the calibration process for the GMU11. We could solve this problem, but then the A/P did not react to the heading bug as expected. It turned out, that the C21 flight controller was still jumpered for using a DG, but the GI275 "talks" HSI. It was not easy to convince the installer of what ist wrong, but finally it worked. Our C21 was working absolutely fine before the GI275-move, but is still not completely fine. 1. NAV/APPR mode is always working ( a little of center, but working) 2. HDG mode is always while the A/C is in the hangar. 3. Sometimes HDG mode stops working while in flight or while taxiing. In the air, the A/C is simply flying straight and wings level, like a wing leveller not reacting on the HDG bug. 4. Sometimes the function comes back shortly after landing. 5. It seems to be related to temperature. On real hot days it did not work. Last weekend I did several flight each 2h and it worked perfect. My first suspicion was a faulty connection from GI 275 (heading error) to the C21 flight controller. I followed the signal from the connector Pin 17 to the upmost PCB (it is a stack of 3 PCBs and soldered a little cable to measure the signal. If anything works, I can measure a voltage of 0... 9,7V, depending on the position of the heading bug (max to the left is 9.7V, max right almost 0V, or vice versa). in the middle position the voltage is around 4.8V (half of 9.6V). So, exactly as you posted it. If the HDG mode stops working, I measure 4,77V on this Pin 17 and it does not change with moving the heading bug. Of course, this can be a phantom voltage which does not come from GI275, but from the flight controller itself. So, the faulty connection is not completely ruled out. I was lucky, to buy a C21 flight controller for almost nothing on ebay, which is only partially working. The C21 Flight controller has 3 stacked PCB which are folded and connected with ribbon cable. The upper 2 can be easily removed while the bottom one is together with the front panel and the housing - so i call it the "chassis" - Our flight controller was bench checked as fully working - i was not possible to "provoke" the failure with a heater in the footwell - the misbehaviour happens also if I change the upper 2 stacked PCBs to the ebay chassis. So, a problem can still be on the upper 2 PCBs @Jake@BevanAviation: Can you give me additional information about that "routing" IC? All the ICs are thru-hole chips which are availbale via digikey, but there are many chips to change. So, a lot of work. Most of the chips are 4xAND, NAND, OR, NOR chips. Still, I am not sure that the GI275 is NOT the reason. At least, I can confirm that the HSI becomes not more than handwarm. Is the PFD with ADHARS-AP running hot? I am also not sure, that the AP HEADING ERROR LO signal is connected correctly.

Originally the 1k 5% 1w load resistors are only used on the Century 4, 41, and 2000 systems. See note below. Service Bulletin 23096 has revised this note and added the Century 21. The latest version of the GI275 IM has this revision included. If you can measure the heading error voltage when the system stop responding, move the heading bug and see if you still see a voltage change. The heading bug error voltage should go above and below the reference voltage. Reference voltage should be around 4.8VDC (half of regulated DC supply 9.6). If the heading error will still change with input the problem is not with the GI275. With Century Flight Systems being out of business support for any legacy system is going to be very limited. As parts continue to diminish there will be even less support in the future. The Century 21, 31, and 41 used a gate IC that was used to route error signals on the motherboards. If the gate fails the signal stops at that component. They also used ribbon cables to interconnect the motherboard assemblies. The ribbon cables will delaminate over time and can cause issues as well.

Hello, what all is needed to upgrade the old steam gauges to a GI275 on the G1000’s

I don’t understand the reference to G1000. G1000 is an OEM product not available as a retrofit. the answer to what is needed to upgrade steam gauges to GI275 is, “money.” I obviously don’t understand what you are asking, what do you have in the panel now?

GI275 has an option to display a "Misc. Field" in the display of a PFD and also on the HSI. one option is to display wind/velocity in different versions I configured the HSI to display wind direction and velocity. Therefore a little block appears on the display with "360/--"; sounds fine. The aircraft is on ground, so no GPS-Speed or track and also no airspeed. But, while in the air, it did not display the wanted information - still "360/--". Then - while - flying, i configured the same setting again, and voila, now it displayed a value (no clue if correct). on my next flight - same problem again, information is displayed but non-sense. And again, problem can be solved by applying the setting again. Any ideas ? is this a known problem? i did not see that this is addressed by a higher firmware (we have 2.62)

Couple good ideas above. If time is an issue, and there is rental availability, @Utah20Gflyer's plan makes a lot of sense and gets you moving sooner. Might have the benefit of giving you some hands-on with different panels and getting a sense of what you'll want. I remember the first time I flew a modern turbo C182, it was a revelation, at least compared to my 1960's club trainers. OTOH if you're attached to your plane, the GI275 + IFR GPS plan gives you the benefit of carrying forward that familiarity. Assuming you can get it done in a timely fashion. Agree on the value of selling an IFR-capable plane. Unclear how much money you recover, so to speak, but you'll appeal to a wider range of pilots.

I'd consider putting in a pair of GI275's and a GNC355, using those and the plane you have and know to get your instrument rating, and then selling it and getting something with more seats to suit your family's needs if that's still what you want to do when you're ready. You'll have a much easier time selling the Mooney with an IFR GPS and modern AI/HSI. The investment would be reasonable, in terms of avionics, and you'll get some of it back when you sell. You don't get all your investment back when you go all out with big glass, but I think putting in bare minimum IFR equipment like this is different and you get most or all of it. Your plane will appeal to more buyers and generally be safer and better. You won't have to pay to rent another plane to get your instrument. You'll also have a better idea of what kind of panel you want in the next plane you buy once you've flown around "in the system" for a while. Without the instrument rating, I found it very difficult to use any airplane for family cross-country trips anyways. Your wife and kids may lose enthusiasm for flying with you if they're stuck away from home for 3+ days in a hotel waiting for VFR weather between here and there.

Will they all play nicely together? Looking at finishing out instrument and trying to decide on best panel upgrades for ifr flying. Really like the ifd540 along with ease of replacing the g530w with it. That may be fine to get me where I want with the existing kap 150 and associated AI and hsi. I spoiled myself though and flew with g1000 for a while and going to ne hard to go back.

I'm a week out from dropping off my 1989 J model to start its panel upgrade. The before picture is below; I'll have a separate post in a few weeks in the Classified section for anyone interested in legacy equipment that's being removed. I plan to post updates as the avionics shop makes progress. The project includes GFC500, G500TXi, GI275 backup, GI275 EIS, GTN650Xi, GNX375, GTR205, yoke Aera 760, Carling switches, Cies senders, LHS, and LED nav/strobe. Many thanks to @donkaye @shawnd @Lois @201 RedTail for sharing their panel experiences and providing advice during the planning stage. John

Hi all, I recently got a GI275 EIS installed. I noticed that my oil pressure moves into the Yellow range (just below 60) during some stages of flights (descent), and wondered if that was normal. It is noticeable as the GI275 fires warnings as soon as it moves below 60 and I can't say that I noticed that before with the (quiet) steam gauges. Thank you all. F.