Garmin Expands G5 Capabilities

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Expanded capabilities in Garmin’s G5 electronic flight instrument system have now been approved by the FAA and EASA, the company announced on Thursday. Owners of specific fixed-wing GA aircraft now can install the G5 in place of an existing directional gyro or horizontal situation indicator, Garmin said. In some panels, when paired with select VHF Nav/Comms or GPS navigators, the G5 also can be considered as the primary instrument for displaying magnetic heading, VOR/LOC guidance and/or GPS course guidance, as well as distance and groundspeed. The installation of dual G5 electronic flight instruments can also eliminate the dependency on a vacuum system for attitude and heading information, Garmin said.

With a new GAD 29B adapter, the G5 DG/HSI can interface with a variety of autopilots to provide heading and course error to drive the autopilot, Garmin said. With a compatible navigation source, the G5 also can interface with select autopilots for coupled flight in heading and navigation modes. Also, when interfaced with a GTN 650/750 or GNS 430W/530W, the G5 can provide GPSS roll steering navigation from the navigator to the autopilot. Pilots can select GPSS on the G5 and heading mode on the autopilot and the autopilot will fly smooth intercepts, holding patterns, procedure turns and more, Garmin said. The G5 system is available for installation in hundreds of certified fixed-wing aircraft models, Garmin said. Prices start at $2,449.

Comments (5)

Can that thing be used as a backup attitude/airspeed/altitude indicator? A quick Google makes me think it hasn't been STC'd for such use. Seems like it would ba an ideal backup for a G500 if panel space is an issue.

Posted by: Mike Zeeee | November 30, 2017 10:34 PM    Report this comment


The G5 is currently a legal substitute for the vacuum driven AI on hundreds of airplanes. I've been flying exclusively with one in a Maule for six months on an STC.

Posted by: kim hunter | December 1, 2017 10:27 PM    Report this comment


You're correct. I'm not sure why, but the AI G5 STC allows it to be the primary AI, but not a backup AI. A DG or HSI G5 can be the backup to the AI G5, but nothing else.

Go figure. I'm sure it's a matter of legalese more than applicability, since, as Kim mentions, you can legally fly with a G5 as primary with a second G5 as a backup. But for whatever reason, the second G5 can only backup another G5, not a Garmin or any other PFD or some such.

Posted by: Joshua Levinson | December 1, 2017 11:02 PM    Report this comment

G5 cannot be certified as a back-up EFIS, since it cannot operate in "degraded" mode.

Example: The Sandia Quattro 340 is certified as a back-up instrument since it was certified as fireproof container for battery, operates for 2 hours without external electricity, and operates in degraded mode. All these conditions must be met for certification as an EFIS type back-up instrument.

Posted by: David Welch | December 4, 2017 3:56 PM    Report this comment


The problem with that logic is: A G5 can be a backup for another G5! You can have an AI-mode G5 replace your iron gyro attitude indicator, and an HSI-mode or DG-mode G5 replace your iron gyro DG or HSI with no other backup.

So the FAA or Garmin or whoever is saying that a G5 is good enough to operate with no backup other than itself.

It's bizarre then that a plane with just a G5 could be legal, but a plane with an Aspen and a G5 cannot.

Posted by: Joshua Levinson | December 4, 2017 4:17 PM    Report this comment

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