Blow through the altitude and the selected altitude text changes from white to yellow and then flashes to get your attention. Instead, when passing within 1000 feet of the selected altitude, the bugged altitude flashes for five seconds, and again when passing within 200 feet of the altitude. The G5 has visual altitude alerting, although we wish it had an audio output. The vertical speed indicator display is a non-moving tape with tick marks every 100 feet, with the current vertical speed displayed using a white arrow along the tape. Pressing and holding the knob syncs the selected altitude to the current altitude. The baro setting is also synchronized between displays, or it can be set with the bezel knob on the G5. We really like that the selected altitude is synchronized with other displays in a G3X suite over the CAN network-eliminating the need to enter the data twice or more times. A bug corresponding to this altitude is shown on the speed tape. The right side of the display houses the altimeter with a rolling number tape, and a selected altitude bug is in a dedicated box at the top of the altitude tape. More on that in a minute.Ī slip/skid indicator is positioned at the bottom of the display, along with a magenta turn rate trend vector. There is also a dual-cue autopilot command bar presentation when the G5 is interfaced with Garmin’s autopilot. Pitch markings are spaced at 2.5-degree intervals and a yellow symbolic aircraft corresponds to the current pitch attitude. A data block at the bottom of the speed tape displays GPS groundspeed.Īttitude information is displayed over a virtual blue sky and brown ground with a white horizon line, which is also part of the pitch scale. Like most PFDs, the G5 can be configured to display V-speed markings on the tape. The end of the trend vector corresponds to the predicted airspeed in six seconds if the current rate of acceleration is maintained.
Garmin g5 plus#
When in the PFD mode, the entire left portion of the screen is occupied by an airspeed indicator/rolling number tape with color-coded speed range strips, plus a magenta-colored airspeed trend vector line. The G5 has two main pages: the PFD page and the HSI page.
Garmin g5 software#
There are minimal controls on the bottom of the bezel, including a rotary function knob, an on/off power button (which serves double duty as a display backlight control) and a microSD card slot for software updates. The G5 can replace all of the traditional six-pack flight instruments-a possible application for LSA and experimentals-or used for backup. There is a lot of data packed in a small area. The 3.5-inch QVGA display (it has a 20- by 240-pixel resolution) is readable from wide viewing angles and our eyeballs would be comfortable looking at it as a primary source of data on a small instrument panel. The instrument, with its 3.4 by 3.6 by 3.6 inch chassis (just 2.1 inches deep without the battery), is dwarfed by Garmin’s 10-inch G3X PFD, but the G5’s bright LCD display with LED backlighting makes up for its small stature. During a G3X ADAHRS failure, the G5 supplies the appropriate air data, attitude and heading information to the G3X panel displays. Garmin says the battery (which is optional) can power the G5 for up to four hours.Īside from its redundant display, it also serves as an instrument source backup to the G3X Touch. Think of it as a full-up EFIS with a built-in air data computer, WAAS GPS, external navigation interface, autopilot control head and a defense against electrical failures with a rechargeable lithium-ion battery. While the G5 is first and foremost an attitude instrument, it displays far more data than pitch and roll. With a starting price of $1200, we think the G5-or something spun from its concept-could give Dynon a run for its certification dollars and buyers another good option for an affordable EFIS. Team X might walk one of its uncertified G5s down the hall to its certification brethren, because within a week of its introduction, Dynon announced the STC approval for installation of its uncertified EFIS-D10A in certified aircraft. Mention FAA certification to these guys and you’ll hear their laughter echo across the state of Kansas. At first blush, the instrument is packaged perfectly for use as a primary attitude instrument in vintage steam gauge-equipped panels, fitting in the 3-inch attitude instrument cutout.īut Team X, Garmin’s engineering team that’s tasked with developing products for the LSA and experimental market, had other plans for the G5, designing it as an EFIS to back up-and integrate with-the PFD in its G3X Touch integrated avionics suite. While evaluating Garmin’s new G5 electronic flight instrument, we couldn’t help but look beyond its target market of light sport and experimental aircraft.
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