Good explanations, but a few points of clarification * The AP button does NOT turn on the servos, it engages them. When powered on, the pitch servo enables the variable speed electric trim, based on airspeed. If the pitch servo is turned off, the electric trim is single speed; * Highway in the sky is selectable as an option only when synthetic vision is on; * APR description - there’s lots more to it than what you said, but the manual says almost nothing about it; * Altitude selected is also in cyan atop the altitude tape; * VNAV - I’ve never got it to work properly when navigating with the GTN; * VNAV to a point before or after a point is only on the G3X, not available if you’re navigating with the GTN. And you can only fly GPS approaches from the GTN; * The knob on the control panel works in the correct direction, the same direction as an elevator trim wheel. The wheels rotate in the same direction as the airplane will rotate. Model airplanes use the opposite convention. You can check this out in FAR23. Yes, it’s a homebuilt and compliance is not required, but it is industry standard and good practice.
The best part of your systems explanations are the close-up, clear videos of your equipment operating in the real world. Would love to see this discussion and video continued with a detailed ILS and/ or RNAV approach with the associated “buttonology” and running commentary. Well done!
Actually the AP didn't start the descent when you pushed the VNAV button, for the only reason that your target/selected altitude (in blue) was ABOVE the vertical path altitude (in magenta). All A/C will always stop to the first it sees, so when you want to use VNAV you need to select quickly an altitude at or below the path altitude BEFORE the Top of Descent point ;) It's usually good practice to select the lowest altitude you're cleared to when VNAV mode is engaged (and as for VOR/ILS, not forget to press APR when cleared for the approach). But very nice video and channel! The G3X has some amazing features, and the G5 too when coupled, from what I've seen! :)
I would really like to see the back side of your panel, if you are looking for video ideas I know several people trying to build a Garmin G3X panel almost identical to yours. Great videos, beautiful airplane you guys built 👍🏻
Thanks for the great demo. I just picked up my Cessna Cardinal 177B which now has the G3X and the GFC 500. I have a question that Garmin couldn't answer and my avionics installer couldn't answer that I though I would ask you or your viewers who have the GFC 500. When I climb using the autopilot, and am using the IAS mode for the climb, the autopilot voice warning comes on if I go 1 kt slower than the referenced airspeed. For example If I put it in IAS mode and set the target airspeed for 80, the voice warning will start saying AIR SPEED even if the airspeed is only 79. Since mild changes in wind and mild turbulence is bound to affect the airspeed to some extent on any climb, this makes it literally impossible to climb in this mode without the speed occasionally going 1 kt below the target airspeed. Any thoughts? My installer thought that if I hit the IAS button during the climb at a lower speed and then rolled the wheel up to 80 kts, that it might reference the lower speed for the voice. I haven't been able to try that yet however. Garmin was useless with this question. I got 3 different answers from 3 different reps. Any Ideas?
This is odd, I have not had that issue. When I set the IAS climb mode it bugs the speed and then tries to maintain it. It will, as you said creep up/down a bit with wind, etc but I don't get an alert.
Hi BuildFlyGo; I am building a VERY similar panel; For the center stack, I have the GFC500 on top, then the GTN650Xi, Then the audio panel... Would you keep the same order for your center stack as you have here, or would you make any changes now in hindsight?
stack-wise I'd keep it the way I have it. Not for any real reason other than it's not caused any problems and makes sense in my head the way it is. The audio panel is not used much so I figured having it in the middle of the stack leaves more commonly used items in spots that take less spatial processing to reach for.
I am about to install a G3X into my Cessna T210N with also changing the autopilot to Garmin. I am confused about some statements and videos that would greatly affect the price. When you are installing a G3X it is enough to install a GMC 507 (307) and the new servos or do I need a GFC 500 ?
Hi Frank. It's my understanding that for a Cessna 210 you will need to pair the G3X with the GFC500 autopilot. The GMC307/507 is for the experimental world. I do urge you to reach out to Garmin to be sure, the folks on g3xpert@garmin.com provide fantastic email support. buy.garmin.com/en-US/US/p/682215
My guess is Garmin will keep that one close to the vest. Liability®ulatory issues with claiming to autoland in emergencies will likely require pretty tight integration. Arguably I'd just need to add autothrottles and a radar altimeter (plus software) but there are really no autothrottles for non-fadec engines so that's a big hurdle. My guess is this will be turbine-only for a long time still.
Hi there. I have a pair of GDU 46X displays. I'm not sure about pricing online, reach out to your installer or avionics vendor and they will give you a customized price for your configuration.
Guil do you have easy access to a part number for the EAO Series 61 Master Warning/Master Caution switches? I find the catalogue somewhat confusing…. Did you use the inserts for your labelling? Many thanks Greg Manzie
@@gregmanzie6109 Hi Greg. I'm happy to dig through the catalog for you to sort this out. Do you want just indicators or switches? For switches do you want momentary or retained? I assume solder tabs for the terminals?
Guil thanks for your assistance. What I am hoping to achieve is a “switch” that lights up when, in the case of say the Master Warning there is RED WARNING + ALERT on the G3X. When the switch is pressed to acknowledge the WARNING the light goes out until the G3X sends another WARNING. The MASTER CAUTION would work the same when the G3X has a YELLOW WARNING + ALERT displaying. So I guess I am after a momentary switch. Will these EAO Series 61 be able to achieve this? Thanks again. Greg
Guil I just watched your Aircraft Spruce prize pickup Chicago flight & it appears your MASTER WARNING & MASTER CAUTION lights are indicators only. I imagine this would work just fine….. in the end I am trying to ensure I don’t miss any WARNINGS/CAUTIONS on the somewhat busy G3X screen - especially when in split screen mode. Again many thanks Greg.
Absolutely, I usually have just that so it maintains altitude and navigates to a fix. The pitch and bank modes are independent so you can activate none, one, or both.
This is the best overview/walk through of the Garmin auto pilot that exists on UA-cam today. Thank you very much for sharing.
Happy to help. If there's something you'd like me to cover feel free to ask.
Thank you for taking the time to make this video, very informative.
Good explanations, but a few points of clarification
* The AP button does NOT turn on the servos, it engages them. When powered on, the pitch servo enables the variable speed electric trim, based on airspeed. If the pitch servo is turned off, the electric trim is single speed;
* Highway in the sky is selectable as an option only when synthetic vision is on;
* APR description - there’s lots more to it than what you said, but the manual says almost nothing about it;
* Altitude selected is also in cyan atop the altitude tape;
* VNAV - I’ve never got it to work properly when navigating with the GTN;
* VNAV to a point before or after a point is only on the G3X, not available if you’re navigating with the GTN. And you can only fly GPS approaches from the GTN;
* The knob on the control panel works in the correct direction, the same direction as an elevator trim wheel. The wheels rotate in the same direction as the airplane will rotate. Model airplanes use the opposite convention. You can check this out in FAR23. Yes, it’s a homebuilt and compliance is not required, but it is industry standard and good practice.
Thanks for the extra details!
The best part of your systems explanations are the close-up, clear videos of your equipment operating in the real world. Would love to see this discussion and video continued with a detailed ILS and/ or RNAV approach with the associated “buttonology” and running commentary. Well done!
Very helpful explanation ! Nice camera work very easy to see what’s going on. Big improvement over the previous video. Thanks!
Very informative. Thanks
Keep up the videos on the Garmin panels and how to use. This is the same system I am putting into my RV-14A
Will do! Anything in particular you'd like me to demo?
BuildFlyGo yeah demo it with me in the plane! I’ll pay for fuel.
BuildFlyGo I am serious. I’ll fly up to get the whole run through. My build site www.mykitlog.com/ronmachisen
BuildFlyGo I have so many questions about the avionics. I would love to meet in person.
BuildFlyGo I would like to see how the auto pilot handles the hold patterns
Actually the AP didn't start the descent when you pushed the VNAV button, for the only reason that your target/selected altitude (in blue) was ABOVE the vertical path altitude (in magenta). All A/C will always stop to the first it sees, so when you want to use VNAV you need to select quickly an altitude at or below the path altitude BEFORE the Top of Descent point ;)
It's usually good practice to select the lowest altitude you're cleared to when VNAV mode is engaged (and as for VOR/ILS, not forget to press APR when cleared for the approach).
But very nice video and channel! The G3X has some amazing features, and the G5 too when coupled, from what I've seen! :)
Great content. Thanks.
More please!👍🏼👍🏼
I would really like to see the back side of your panel, if you are looking for video ideas I know several people trying to build a Garmin G3X panel almost identical to yours. Great videos, beautiful airplane you guys built 👍🏻
Soooon, veeeery sooon :)
1:45 Pilotwing 64 reference!
When you were Vnaving to pattern altitude it will not start down until you set your altitude select to pattern first then select vnav.
Hi grt Video. The magenta boxes which keep coming on the pfd. Is there a way to stop tht.
sure, it's a setting.
Thanks for the great demo. I just picked up my Cessna Cardinal 177B which now has the G3X and the GFC 500. I have a question that Garmin couldn't answer and my avionics installer couldn't answer that I though I would ask you or your viewers who have the GFC 500. When I climb using the autopilot, and am using the IAS mode for the climb, the autopilot voice warning comes on if I go 1 kt slower than the referenced airspeed. For example If I put it in IAS mode and set the target airspeed for 80, the voice warning will start saying AIR SPEED even if the airspeed is only 79. Since mild changes in wind and mild turbulence is bound to affect the airspeed to some extent on any climb, this makes it literally impossible to climb in this mode without the speed occasionally going 1 kt below the target airspeed. Any thoughts? My installer thought that if I hit the IAS button during the climb at a lower speed and then rolled the wheel up to 80 kts, that it might reference the lower speed for the voice. I haven't been able to try that yet however. Garmin was useless with this question. I got 3 different answers from 3 different reps. Any Ideas?
This is odd, I have not had that issue. When I set the IAS climb mode it bugs the speed and then tries to maintain it. It will, as you said creep up/down a bit with wind, etc but I don't get an alert.
Pilotwings on SNES bro!
It really is :)
how did you get that style flight director/airplane symbol?
Config option.
Hi BuildFlyGo; I am building a VERY similar panel; For the center stack, I have the GFC500 on top, then the GTN650Xi, Then the audio panel... Would you keep the same order for your center stack as you have here, or would you make any changes now in hindsight?
stack-wise I'd keep it the way I have it. Not for any real reason other than it's not caused any problems and makes sense in my head the way it is. The audio panel is not used much so I figured having it in the middle of the stack leaves more commonly used items in spots that take less spatial processing to reach for.
I am about to install a G3X into my Cessna T210N with also changing the autopilot to Garmin.
I am confused about some statements and videos that would greatly affect the price. When you are installing a G3X it is enough to install a GMC 507 (307) and the new servos or do I need a GFC 500 ?
Hi Frank. It's my understanding that for a Cessna 210 you will need to pair the G3X with the GFC500 autopilot. The GMC307/507 is for the experimental world. I do urge you to reach out to Garmin to be sure, the folks on g3xpert@garmin.com provide fantastic email support. buy.garmin.com/en-US/US/p/682215
Would your Garmin stack be able to upgrade to their new 'auto-land' emergency feature?
My guess is Garmin will keep that one close to the vest. Liability®ulatory issues with claiming to autoland in emergencies will likely require pretty tight integration. Arguably I'd just need to add autothrottles and a radar altimeter (plus software) but there are really no autothrottles for non-fadec engines so that's a big hurdle. My guess is this will be turbine-only for a long time still.
Question, are you using the G3X dual or two G3X displays? On their website dual is cheaper than buying 2.
Hi there. I have a pair of GDU 46X displays. I'm not sure about pricing online, reach out to your installer or avionics vendor and they will give you a customized price for your configuration.
@@BuildFlyGo okay thanks!
Check out my video on selecting components as well, should give you an idea of the different parts in the system.
@@BuildFlyGo That will actually be very helpful thanks!
Where did you source your red and amber master warning and caution lights?
One of the usual electrical components vendors. Probably Mouser. It's an EAO 61 series indicator.
@@BuildFlyGo Thanks, found your referenced part.
I’m interested in your Master Warning & Caution switches.
Where did you source them?
p.s. your videos are great……thanks!
Hi Greg. They are EAO Series 61. You can get them at the usual electronic components purveyors like mouser or digikey.
Guil do you have easy access to a part number for the EAO Series 61 Master Warning/Master Caution switches? I find the catalogue somewhat confusing….
Did you use the inserts for your labelling? Many thanks Greg Manzie
@@gregmanzie6109 Hi Greg. I'm happy to dig through the catalog for you to sort this out. Do you want just indicators or switches? For switches do you want momentary or retained? I assume solder tabs for the terminals?
Guil thanks for your assistance.
What I am hoping to achieve is a “switch” that lights up when, in the case of say the Master Warning there is RED WARNING + ALERT on the G3X. When the switch is pressed to acknowledge the WARNING the light goes out until the G3X sends another WARNING. The MASTER CAUTION would work the same when the G3X has a YELLOW WARNING + ALERT displaying.
So I guess I am after a momentary switch.
Will these EAO Series 61 be able to achieve this?
Thanks again.
Greg
Guil I just watched your Aircraft Spruce prize pickup Chicago flight & it appears your MASTER WARNING & MASTER CAUTION lights are indicators only.
I imagine this would work just fine….. in the end I am trying to ensure I don’t miss any WARNINGS/CAUTIONS on the somewhat busy G3X screen - especially when in split screen mode.
Again many thanks Greg.
Ok. Newb question for you. Is it possible to have two autopilot modes engaged at the same time? Like NAV and ALT?
Absolutely, I usually have just that so it maintains altitude and navigates to a fix. The pitch and bank modes are independent so you can activate none, one, or both.
Yes. You can also have HDG and NAV modes engaged at the same time to hold a heading to intercept a course.
Who did the dash covering with the nice sticthing?
Classic Aero: www.classicaerodesigns.com/web/public/products/product-detail.php?ProductID=59&ProductCategory=RV-9A&ProductCategoryID=15