experimental plane avionics

FlightView EFIS

A complete  avionics system for E xperimental  and Light Sport aircraft providing flight and engine data with advanced situational awareness and navigation tools.

Displays. Sensors. Computers.

And a custom app​.

A fully integrated suite of high quality digital components

Lightweight

Easy-to-install​

Up to 3 Retina-Class Touchscreen Displays

Runs On Apple iPad Tablets

7″ iPad Mini – 10.2″ iPad – 10.9″ iPad Air – 11″ iPad Pro – 12.9″ iPad Pro

Electronic Flight Information System (EFIS)

A 360° view of your aircraft at a fraction of the cost.

Flight Data Computer

The core of FlightView, the FDC provides air data (altitude, airspeed, AoA), attitude, location, ADS-B In, and interfaces with remote systems including autopilots, transponders, and COM radios. It serves as the system hub, relaying data from other components to the FlightView displays.

Engine Monitoring System

Monitors engine speed (RPM), manifold pressure, oil pressure and temperature, fuel pressure, fuel flow, and fuel level (2 tanks), voltage, amperage, and 16 thermocouple amplifiers for EGT, CHT, and TIT.

Featured in

“Watch as Steve Sokol of Falken Avionics demonstrates the FlightView EFIS which runs on an iPad with a cooling mount. The system is modular and can be upgraded with a tactile control bar and engine monitor.”

Video Demos

Latest News

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Kitplanes FlightView Update Video

Marc Cook with Kitplanes stopped by our AirVenture booth for an update on FlightView. Here’s a link to his video.

AirVenture 2023 Show Special

This week is AirVenture (Oshkosh) and that means it’s time for our annual show special! Save 10% on all FlightView

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About Falken Avionics

Launched in 2016, Falken Avionics aspires to be the value leader in avionics for Experimental and Light Sport aircraft. We focus on building practical, affordable solutions that make flying safer, easier, and more fun.

Falken’s  FlightView system is the first fully stand-alone iPad EFIS. Our FlightBox Pro ADS-B receiver is the first multi-function situational awareness system to earn FAA approval for installation in certified aircraft.

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The premier provider of avionics for experimental and light sport aircraft. There’s a reason over 20,000 pilots FLY DYNON .

Blazing a trail in affordability and integration, Dynon Certified brings a new era of glass panel avionics systems for type certificated aircraft

Offering a new level of avionics, systems, panels, and aircraft integration. ADVANCED PANEL is the only program of its kind in aviation.

What is the GRT difference?

Your total system cost could be up to 20% less than our closest competitor's system.

Trig * Trio * TruTrak * uAvionix * Val Avionics * Vertical Power * XM *Avidyne * CO Guardian * Dual * Flight Data Systems * Free Flight Systems * iLevil * Garmin * L3 * Microair * PS Engineering * Radenna * Sandia * Stratux * Trig * Trio * TruTrak * uAvionix * Val Avionics * Vertical Power * XM * Avidyne * CO Guardian * Dual * Flight Data Systems * Free Flight Systems * iLevil * Garmin * L3 * Microair * PS Engineering * Radenna * Sandia * Stratux * Trig * Trio * TruTrak * uAvionix * Val Avionics * Vertical Power * XM * Avidyne * CO Guardian * Dual * Flight Data Systems * Free Flight Systems * iLevil * Garmin * L3 * Microair * PS Engineering * Radenna * Sandia * Stratux * Trig * Trio * TruTrak * uAvionix * Val Avionics * Vertical Power * XM

Third-party compatibility

We have the only AHRS in the industry that can operate unaided in the event of loss of airspeed, GPS or magnetic heading.

Our EGT Time History graph makes it easy to distinguish between engine problems affecting one cylinder, or the entire engine. This distinction could be essential when making decisions in response to engine problems.

EFIS Systems (10)

ADS-B, GPS, Transponders (5)

Autopilot (1)

EIS Engine Monitor Packages (8)

Latest news.

The Mini EFIS (Generation II) is now in production and units will begin shipping soon. Unlike the previous Mini, this version mounts in a 3-1/8″ hole and has a number of refinements which include a high resolution display, optional touchscreen, up to 6 serial ports and an analog port.

Our “only pay for the features you need” pricing model used on the Sport EX has been highly popular, so we have chosen to apply this to the new Mini pricing as well. The base model Mini includes a full featured PFD, autopilot control (full lateral/altitude hold), and engine display (EIS required).

Available options include Touch screen, Moving Map, Synthetic Vision, Vertical Autopilot Commands, Additional Serial Ports, Internal Backup Battery, and Angle of Attack.

We have created two packages that include features commonly ordered together which provide a discount over purchasing them separately.  The “ Basic Package ” adds the Moving Map and Synthetic Vision options to the base model.  The “ Advanced Package ” adds the Moving Map, Synthetic Vision, Additional Serial Ports and Vertical Autopilot Command options to the base model.

A prototype of the new version of our Mini EFIS is currently on display in our booth at SUN ‘n FUN, with units going into production soon!

• Mounts in a 3-1/8″ hole
• 6 serial ports
• 2 diode isolated power inputs
• Internal backup battery option which much greater capacity and estimated lifespan
• 25 pin d-sub connector. Pinout is mostly the same as our other EFIS displays.
• USB Type A connector for updates/saving flight data

Instrument Panels & Avionics for Experimental Aircraft

Email or phone us now to discuss with an expert.

[email protected] (703) 669-2669

PT6 Lancair Legacy "Menace" | Georgetown, TX

What can I say but another terrific panel, my 3 rd from Avionics Systems!  When coupled with the excellent wiring harness, this panel goes a long way toward making my PT6A powered Legacy a real head-turner. Your tireless support for even the most mundane questions, on-time delivery, and attention to the smallest details, really sets Avionics Systems apart from the competition. Keep up the great work!

RV-10 | Virginia

I must say everything looks great! Your providing the complete aircraft wiring harness too is going to save me a lot of time.

GlaStar N161GS, Lancair N301ES | Columbus, OH

The dual all-electric panel that you built for my GlaStar is still the best I have seen and has served me well these past 3 years. I especially appreciate all the information and assistance after the installation.

Now that I have started on my Lancair ES-P (pressurized 260kt/300mph at FL 240) I look forward to doing it again.

F1 Rocket | Florida

Finally unpacked everything...it is magnificent!

LANCAIR 360 | Brighton, CO

Just wanted to thank you for the GREAT panel you made for my Lancair 360. Everybody that has seen your panel falls in love with the great quality and great equipment we used. Can't wait to fly this bird. We have had it working and everything seems to be doing great!! If anybody wants to talk to me about your work, feel free to give them my information.

RV-9 | Roanoke, VA

The more I study my new panel, the more impressed I am with the superb workmanship and attention to detail. If any of your prospective clients would like to speak to a satisfied customer, you are free to give them my phone number and e-mail address.

In business since 1993, Avionics Systems, LLC is the leading builder of custom instrument panels for Experimental Aircraft - it's all we do! With years of experience in Lancair, RV, Velocity, Seawind, Carbon Cub, Kitfox, and many others , including one-off and custom projects, we have the experience to meet your needs within your budget.

Avionics Systems, LLC. is an FAA certified repair station, and is a dealer for most avionics manufacturers including Garmin, Avidyne, PS Engineering, TCW Technologies, Mid-Continent Instruments, Dynon, and more. Call or email today to discuss your project.

‭(703) 669-2669‬

823 S King St, Unit D Leesburg VA 20175

[email protected]

Technique: Experimental avionics show the way

Path to new avionics for old airplanes.

The news came with little fanfare on the third day of the Sun ’n Fun International Fly-In and Expo in Lakeland, Florida, and it was stunning. Dynon’s D-10A, a non-TSO electronic flight instrument system popular in Experimental and Light Sport aircraft, has been approved as a replacement to the primary attitude indicator in the Experimental Aircraft Association’s flying club Cessna 172 via a supplemental type certificate (STC). The STC, a joint project between EAA and Dynon, will be available through EAA, although the association has not yet released details or pricing information.

By granting that single STC, however, the FAA has created a precedent that will allow other avionics firms to bring their own extremely capable, proven, relatively inexpensive, safety-enhancing avionics to Standard-category aircraft for the first time. Until now, non-TSO avionics had been strictly limited to Experimental and Light Sport aircraft.

“This is one of the biggest breakthroughs we’ve had in a long time,” EAA President Jack Pelton said with characteristic understatement. “This is the bridge that will allow other innovative, safety-enhancing products into the existing aircraft fleet.”

The move brings the benefits of Experimental avionics—perhaps aviation’s most competitive, dynamic, and technically innovative niche—to the relative backwater of Standard-category aircraft where the staggering cost and slow pace of developing new products has meant little progress.

The significance of the EAA/Dynon STC extends far beyond attitude indicators. It has the potential to bring newer, more reliable autopilots, engine monitors, fuel gauges, and even ADS-B traffic and weather systems to Standard category aircraft thereby reducing prices. Dynon officials said their company is pursuing similar STCs across its entire product line, up to and including its integrated SkyView electronics suite, a single- or multi-screen system that can include redundant air data computers, a digital autopilot, GPS-derived synthetic vision, and weather, traffic, and terrain warnings. The SkyView system typically sells for about $10,000—less than half the cost of similar TSO equipment.

Dynon avionics are installed in 15,000 Experimental and Light Sport aircraft, of which there are roughly 35,000 in the United States. The new STC gives the Washington-based firm access to a far larger market of about 140,000 active piston aircraft in the United States.

The move also is sure to spur other Experimental avionics manufacturers to pursue their own STCs and broaden them far beyond the Cessna 150/152, 172, Piper PA–28, and PA–38 that the FAA has approved so far.

Advanced, GRT Avionics, and MGL are a few of the firms that are dedicated to the Experimental market, and industry leader Garmin makes both FAA-certified and Experimental products. For a small firm like GRT, the decision to seek a broader market for its existing engine monitors and primary flight displays is automatic.

“This is obviously great news for us and we’ll be on it right away,” said Todd Stehouwer, a principal at the Michigan-based company. “We’ve got products that GA pilots want but they can’t have unless they fly Experimental or Light Sport airplanes.”

For Garmin, the move puts new emphasis on its Experimental product line, which includes the integrated G3X avionics suite and the new G5, an all-in-one attitude instrument that can be used as a primary or backup display. Garmin’s “Team X” developers use the company’s extensive product line to produce new products ranging from audio panels to autopilots for the Experimental market.

Freed from the restrictive and time-consuming process of obtaining technical standard order approval, manufacturers of Experimental avionics can innovate and improve their products; because the cost of certifying isn’t passed on to the consumer, aircraft owners can afford to equip with newer, more capable systems. For pilots, flying with the new generation of Experimental avionics is typically far simpler than TSO products.

For example, Garmin’s FAA-approved G1000 avionics suite is a tremendously capable system that has multiple menus, sub-menus, buttons, knobs, and soft keys that can be used in a dizzying variety of combinations to accomplish many tasks. By contrast, the company’s Experimental G3X has familiar icons, a far shallower menu structure, and a touchscreen display that is much more intuitive to use.

The G3X owner’s manual is 328 pages. That’s a lot, but it’s nearly 300 pages fewer than Garmin’s G1000 manual.

I flew a G3X-equipped Carbon Cub on an extended trip through the Idaho backcountry and regarded the colorful box with the integrated autopilot as technological overkill. But it vastly enhanced the experience of flying in that rugged and remote part of the country by providing the seeming super power of always knowing what’s around the next bend, wind strength and direction, and whether a particular climb rate is sufficient to clear the next ridge.

Similarly, Dynon has gone to a great deal of effort to make its SkyView system simple to operate. It has a touch-screen option and two knobs and a single row of clearly marked buttons that control everything from the aircraft checklist to the transponder, autopilot, and moving map. Whether you’re flying VFR or IFR, you can’t help but be impressed with the thoughtful, orderly way it presents pilots with critical navigation, weather, and performance information and updates it in flight.

My introduction to the SkyView came on a transcontinental winter journey with powerful winds aloft, and the integrated autopilot kept the Van’s Aircraft RV–7A on an arrow-straight course, managed climbs and descents beautifully, and never clicked off in turbulence.

These and other Experimental avionics manufacturers design and build mature systems that are proven and refined. While no instrument is infallible, all of these modern devices provide better information and greater reliability than the vacuum systems they replace.

Email [email protected]

Dynon avionics are in 15,000 Experimental and Light Sport aircraft.

Certification versus safety.

Like many others, my airplane, a Van’s Aircraft RV–3, is equipped with both certified and noncertified avionics. Far from being an overlooked backup, the noncertified equipment makes flying in the clouds easy and safe.

While being vectored for a localizer approach to Runway 23 at Frederick, Maryland, I had the choice of following the monochromatic black dots on an FAA-certified KX-125 screen, or the magenta line on a GRT EFIS screen.

The GRT counted down the turn to final, and since it knows groundspeed and ground track, compensating for winds during rollout was automatic. Once the airplane symbol on the GPS screen was tracking the final approach course, a glance at the nav radio screen confirmed the localizer was centered. Nothing to it.

One could make a strong case that there’s nothing wrong with this situation since both the certified nav radio and non-TSO EFIS were being used for their intended purposes. The moving map on the EFIS enhances situational awareness, and the nav radio provides IFR course guidance. Everybody’s happy.

But what happens when information from the certified equipment and unapproved gear is at odds? What should you believe then? I tend to favor the unapproved gear.

While practicing GPS approaches using my IFR-approved but fairly ancient Garmin G300XL on a sunny day, I was dismayed by its inaccuracy. I had put the 15-year-old box in a demanding situation: a nearly 90-degree intercept of the final approach course six miles from the runway threshold. The old box did its best, but upon intercepting the final approach course, the map screen was achingly slow at redrawing the course line to follow to the runway. Once it did, the G300XL guidance was about 20 degrees off. The box recalibrated and provided an accurate course to steer at about three miles. But strictly following its indications would have resulted in a serpentine ground track and unstable approach. In actual IMC, the situation would have called for a missed approach.

Throughout all these machinations, however, a portable aera 660 was rock steady. It tracked the airplane’s movements with absolute fidelity and wasn’t thrown off by the steep intercept.

There’s nothing magical about FAA certification or IFR-approved avionics. The FAA’s new “performance-based” metrics for evaluating new equipment such as non-TSO avionics will make these proven technologies welcome additions to the panels of Standard aircraft.

Pilots, particularly IFR pilots, are taught to trust their instruments. But some are inherently more trustworthy than others—reliability and ease of use have little correlation to FAA certification.

My GRT EFIS and portable aera 660 are WAAS-enabled, GPS units that update their positions five times a second. In a pinch, I’ll rely on them over any IFR-approved but older non-WAAS navigator. In truth, I already do. —DMH

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Top Avionics Upgrades: Choices For All Budgets

With falling prices, blanket approvals and serious integration, it's finally a buyer's market for avionics. but, labor cost and complexity are on the rise..

ADS-B is old news. Let’s equip and move on because the real news in the avionics market is the serious surge in competition, combined with a shift from expensive TSO approvals to STCs. That’s working out to the benefit of avionics buyers, especially ones with lower budgets.

Adding to the competition are newcomers, with New Mexico-based Aerovonics as one example. As we reported in the July 2019 Aviation Consumer , this new company’s AV-series primary EFIS is capable and smartly engineered, with a price that caters to low budgets and an installation that doesn’t require shredding the instrument panel.

Of course the dense market doesn’t make an already difficult buying decision any easier. So to help sort it out, in this article we’ll offer an around-the-bases look at the most popular new avionics configurations-from entry-level (for basic aircraft) to higher-budget (for go-places higher-end machines). The idea is to arm you with enough knowledge to talk the talk with your avionics shop when they make suggestions for a package. It’s also time for our ADS-B buyer’s guide, and it follows this article. Let’s begin with an ADS-B wrap-up.

Don’t Overthink It

At this point the ADS-B buy-in decision should be easy. You’ve heard it all before but we’ll tell it to you again: If you fly above 18,000 feet, you’ll need an ADS-B transponder. And if your existing transponder is an aging non-digital (has a cavity oscillator tube) model, our advice is to ditch it and put in an ADS-B transponder. Old models worth getting rid of include the King KT76/78 series and anything made by Narco or Collins. If there’s any doubt about its health, have your shop evaluate it. You’ll need a reliable unit for the long term.

If you’ve already invested in a modern transponder upgrade and don’t fly above 18,000 feet, one top pick is the uAvionix skyBeacon wingtip unit with LED position and strobe lamps. We’ve covered this system extensively, and most recently in the May 2019 Aviation Consumer where we installed one in a Piper Cherokee to see if it really was the world’s easiest ADS-B upgrade as the company claims.

Turns out the claim was close enough to crown the skyBeacon a winner for a budget-based solution, the deal sweetened with a two-for LED lighting upgrade. Realistically, you’ll want to budget $2000 for an easy installation (including the strobe light), paperwork and flight testing, and a bit more if the light doesn’t exactly bolt directly in place of the existing lamp assembly.

If you already have a healthy and modern transponder and you don’t plan to fly high, Garmin’s GDL82 UAT solution sells for $1795-the second cheapest. The datalink processor connects in line with the existing transponder antenna and has a built-in WAAS GPS. The installation requires mounting the GPS antenna on the cabin and wiring the unit.

But as budget-based as these solutions are, shops still report that the most popular ADS-B upgrade is Garmin’s GTX345 ADS-B In and Out transponder. It’s available with and without WAAS GPS and has built-in Bluetooth for sending flight data, ADS-B traffic and weather data to a tablet or smartphone running the Garmin Pilot or ForeFlight tablet apps. It’s a generous interface. Pricing on the base GTX345 (without GPS) is $4995. Got an existing GTX330 Mode S unit? Garmin will upgrade it to the GTX330ES, which has ADS-B Out, but requires a WAAS GPS input.

Top Efis Upgrades

Of all the avionics upgrades, planning a primary flight display retrofit is perhaps the most difficult. There could be major panel work involved, and it might not work fully with your autopilot.

Step one is to evaluate the existing flight instruments and look toward the future. If the aircraft has traditional round gauges, do you want to get rid of the vacuum system in favor of an all-electric suite? If so, does the product’s STC include removing the vacuum system? There’s good reason to consider going vac-less. Other than the obvious boost in confidence and reliability, getting rid of all that hardware sheds sizable weight and clutter behind the instrument panel.

Your Garmin dealer’s most likely top recommendation for a lower-end EFIS upgrade might be Garmin’s $2249 G5 display, of which there are two. It’s a worthy suggestion, in our view. The G5 has an STC that currently covers 560 aircraft models-a huge swath. In its basic form, a single G5 attitude indicator can be installed as primary. It has a battery backup in case of electrical failure and can be paired with the $2549 G5 heading/electronic HSI instrument for dual ADAHRS redundancy. If the G5 attitude instrument fails, the directional instrument reverts to an attitude display.

Connecting the G5 directional instrument to third-party autopilots and earlier GPS navigators requires the $699 GAD29B nav interface module. Once the dust settles, typical dual-screen G5 installations generally run around $7000.

On the higher end, Garmin has a widespread STC for the once experimental G3X Touch. We covered the G3X Touch in a flight trial article in the June 2019 Aviation Consumer so we’ll just recap it here. When planning the G3X Touch, first consider which screen configuration works best for the panel and the budget. What makes this system our top pick for a high-end EFIS is the number of display options and the 500-plus approved model STC.

It’s worth mentioning Garmin’s G500/600TXi PFD/MFD, which came out before the G3X Touch was certified. Unlike the G3X Touch, the TXi displays have full TSO approval, plus the system is deeply compatible with analog third-party systems, including legacy autopilots. Contrast that with the G3X Touch, which essentially requires a Garmin navigator for its digital data bus interface. With the TXi, you can interface your analog KX155 nav radio, as one example.

When deciding on either system, ask your shop what makes the most sense from a compatibility standpoint. The TXi is also available with Garmin’s EIS engine indication system and is available in multiple screen configurations.

There’s roughly a $6000 greater price delta between the 10-inch G500TXi ($15,995) and the 10-inch G3X Touch. The basic, bare-bones G3X Touch with a 7-inch screen is $7995.

If you already invested in Aspen’s Evolution retrofit EFIS, you probably recognize that the system can use a jumpstart in processing speed and graphics display. That’s just what Aspen offers with the Evolution MAX displays. The MAX, which is available in one-, two- and three-screen versions (just like the original Evolution), is designed as a drop-in replacement for the older displays. But if you want to connect the new display’s audio output feature, your shop will need to wire it in to the audio panel. We think the effort and cost is worth it given the added utility, including “minimum” callouts when on an approach.

After flying the new MAX system in a Cirrus (splashed with bright Florida sun), we think the new display technology is impressive-perhaps one of the most sunlight-readable PFDs on the market. Better yet, the Max gives existing Aspen owners an upgrade path, plus it runs upgrade promotions (currently $4995) and can upgrade your existing display or send your shop an exchange. All upgrades get a fresh two-year warranty.

Avidyne’s Ars: Gps with Attitude

For belt-and-suspender backup that’s self-contained in the radio stack, we think Avidyne’s IFD550 navigator is a worth a look, especially if you’re looking to step up and out of an aging Garmin GNS530. The 550 is a follow-on product to the IFD540 (and smaller IFD440) and these are drop-in replacements for Garmin GNS530W navigators. This means in those applications there is limited rewiring required.

At first glance the Avidyne IFD navigator product line may seem confusing, but it doesn’t have to be. What differentiates the IFD550 from the IFD540 is the IFD550’s ARS, or attitude reference system.

Other than accepting a heading input from Aspen’s Evolution PFD, in addition to Garmin’s G500/600 PFD, the Avidyne ARS is self-contained. The navigator also sends GPS nav and course data into the displays over an ARINC 429 data stream. For dual installations (maybe an IFD550 and IFD440), the connections are independent for redundancy, but have full synchronization.

Avidyne was the first with a hybrid user interface, which means you use a combination of touch and button presses. There’s also an extensive wireless (Bluetooth and Wi-Fi) interface for connecting the IFD to external devices, including an iPad running Avidyne’s IFD100 app, in addition to ForeFlight. In fact, the IFD100 app essentially adds a second IFD550 display/control set on the tablet. The navigator also connects to a Bluetooth keyboard as yet another option for data entry.

The list price of the IFD550 is $21,999, but if you have a clean and fully functional Garmin GNS530W, you can cut that cost substantially. We’ve see trade values as high as $8000.

Engine Monitors

We’re putting the finishing touches on an engine monitor roundup for a future issue of Aviation Consumer , but we’ll give you a brief primer here. We’ll start by saying that primary monitors (ones that are approved to replace all of the OEM gauges-including fuel quantity) require a sizable installation. Given their size, expect your shop to do substantial panel rework to make the big-screen display fit in a location that’s within your scan and reach. If you have aging fuel senders, expect to either have them overhauled or in many cases replaced with digital senders that may prove far more accurate than older analog senders. This adds big to the installation effort and bottom line.

As we’ve reported, the once-popular Xerion Auracle big-screen monitor has been orphaned. This was once a flagship monitor with a good display. The good news for owners left in the cold is that many of the probes and sensors for this system can work with a JP Instruments engine monitor, including the EDM930. It’s one of our top picks for a retrofit big-screen engine display. The Electronics International MVP-50 is another. We’ll hammer out the difference in the upcoming market scan. As for price, realistically you’ll want to budget $10,000 or more for some installations, which makes integrated systems like Garmin’s EIS on the G3X Touch and TXi displays worth considering.

Realistic Expectations

A few words on avionics projects. Before even asking a shop for a price quote, bring them the aircraft. They need to see the wiring and the antennas, and if the upgrade includes an engine display, they’ll want to eyeball the engine bay.

Don’t underestimate the learning curve that tags along with a new suite, especially if it includes a new-to-you GPS navigator. Use the downtime to hit the pilot’s guides. If your instincts are telling you that formal training is in your future, limit your flying to decent weather. Accept that you’ll be a test pilot for a few hours. And an airplane that’s been all over the hangar floor for a month or longer-now with unfamiliar avionics-is a poor match for the nonproficient pilot.

It’s a buyer’s market with lots of choices. Now is a good time to invest, but don’t let lower prices fool you into thinking even a basic upgrade will be inexpensive. Expect overruns and long downtimes.

Shop labor effort and rates are at an all-time high and good shops are busy. Pick one and work to maintain a good relationship. You’ll need them for support, including software and hardware upgrades as the systems mature.

Autopilots 101

If you’re in the market for a new autopilot, there have never been so many choices at the $10,000 price point. Clockwise from the top: The digital Genesys S-TEC 3100 has a growing STC list and is a good value because it work with existing S-TEC autopilot servos, saving a sizable amount of installation time. It’s also intended as an easy replacement for the S-TEC 55-series autopilot with minimal rewiring. That’s the Trio Pro Pilot autopilot, which also has a growing STC list and some smart features as standard. Garmin’s GFC500 started life as an autopilot for experimental aircraft, but now has a sizable STC list for certified aircraft. It’s big on features, small on size and works with the Garmin flight displays. The TruTrak Vizion has a straightforward installation. Ask your shop what models are approved for your aircraft and price them all.

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Spread Your Wings at AirVenture

About experimental / amateur-built aircraft.

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Amateur-built aircraft are built by individuals and licensed by the Federal Aviation Administration (FAA) as “Experimental.”  The Experimental designation has been in existence for more than five decades.  It defines aircraft that are used for non-commercial, recreational purposes such as education or personal use.

Under FAA regulations, if an individual builds at least 51 percent of an aircraft, the aircraft is eligible to be registered in the amateur-built category.  They are available in kits (where some of the airplane is already fabricated), or plans (where the builder purchases or manufactures all the parts and assembles them).  These airplanes are also commonly known as “homebuilts,” for the obvious reason that many individuals construct these aircraft at home, often in their garages. 

Currently, more than 33,000 amateur-built/homebuilt aircraft are licensed by FAA. They represent proven aircraft designs that have been flown safely for many years.

Who constructs amateur-built/homebuilt aircraft?

People from all walks of life, including astronauts, airline pilots, military jet pilots, machinists, welders, professional people and others.

Why do they build them?

A variety of reasons:  a personal challenge, education, performance, or to invest “sweat equity” into the cost of an airplane. 

Costs range from under $10,000 to more than $100,000 based on desired performance characteristics and optional engine and avionics packages. By comparison, a new factory-built Cessna 172 costs more than $250,000. 

Many amateur-built/homebuilt aircraft utilize composite materials that help create airplanes that are lighter, faster and more fuel efficient than similar production aircraft.

How long does it take?

An average amateur-built/homebuilt aircraft will take between 1,000 and 3,000 hours to complete.  Some individuals build their airplane in less than a year; others may take a decade or more.

How are these aircraft regulated?

All amateur-built/homebuilt airplanes must be registered with the Federal Aviation Administration (FAA). These airplanes must be inspected by an FAA inspector or a designated inspector before an airworthiness certificate can be issued. 

This is a fairly rigorous process. The builder(s) must provide logs of when, where and how construction took place, along with supporting documents and photographs. If the aircraft passes this inspection, a pilot must fly between 25-40 hours of test flights in specific non-populated areas to make sure all components are operating properly. Only after that test time is flown may passengers be flown in the aircraft.

In addition, an amateur-built airplane is subject to condition inspections every 12 months, the same scrutiny required of small production aircraft.

Does a person have to be a licensed pilot to fly these airplanes?

Yes. Pilots of amateur-built/homebuilt aircraft must earn and maintain the same federal pilot training and ratings as those who fly factory-built aircraft such as Cessnas, Pipers, and Beechcrafts. They also must follow all appropriate federal regulations during each of their flights.

What does the term “Experimental” mean regarding a homebuilt airplane?

The term “Experimental” is actually a bit of a misnomer; it refers to the FAA category in which the airplane is registered, not the exclusivity or the use of the airplane. 

While there are a handful of homebuilt aircraft that are original designs, the vast majority of homebuilt airplanes are built using standardized, tried- and-true kits or plans that have been successfully constructed thousands of times. 

When the current homebuilt aircraft rules were first introduced in the early 1950s, there was difficulty finding a category where the finished aircraft could be registered. After all, the airplanes were not factory-built, such as Cessnas or Pipers, nor were they transport aircraft (airliners) or military aircraft. Federal officials saw the most practical category as Experimental, and created a new subcategory called “amateur-built.” 

FAA’s Experimental category also includes nearly 10 other subcategories, including aircraft used for crew training, air racing, and historic aircraft (such as World War II military aircraft) flown to air shows and exhibitions.

How safe are amateur-built/homebuilt aircraft?

Studies by FAA and the National Transportation Safety Board (NTSB) show that amateur-built/homebuilt aircraft have an accident rate less than one percentage point higher than the general aviation fleet.  In fact, the accident rate for amateur-built/homebuilt aircraft is dropping.  The total number of registered homebuilt aircraft has doubled since 1994, and the total hours flown have increased by 123 percent, while the total number of accidents has stayed virtually the same. 

Another good barometer of safety is insurance rates. Companies that insure both homebuilts and production aircraft charge about the same rates for owners of either type of airplane. That indicates a similar level of risk.

Are these aircraft the same as ultralights?

No. Ultralights are light, one-person flying machines that operate under a completely different set of federal regulations. All amateur-built/homebuilt aircraft are registered with the federal government in the same manner as production aircraft with corresponding “N-numbers” on the fuselage.

What does EAA do to support the amateur-built/homebuilt program?

EAA was founded in 1953 with a focus on amateur-built/homebuilt aircraft activities.  Since that time, the interests of EAA members have grown to include virtually all of aviation’s broad and dynamic spectrum.  The core of EAA activities continues to revolve around amateur-built/homebuilt activities. 

For more than 60 years, EAA has been educating builders and pilots so they may enhance the safety of their aircraft and their individual flying abilities. For instance, EAA technical counselors, who are experienced airplane builders, restorers and mechanics, volunteer their time to visit builders and review their projects.  EAA flight advisors help pilots evaluate their flying skills so they are well suited to flying this particular type of aircraft. In some cases, the evaluation will point toward more flight training before a pilot flies a newly built or restored airplane. 

EAA also offers a full range of instructional books and educational videotapes, as well as a full-time staff that provides information on specific aircraft so people can embark on a project suited to their individual needs and abilities.

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The Inexpensive Glass Cockpit

I have recently been experimenting with a compact little box from Talos Avionics called the Aeolus Sense. This small cube is a full ADAHRS – attitude and air data computer – that communicates with my iPad to give me a real-time six-pack of instruments to use as a backup to the big expensive panel – or as a primary panel in a small, simple airplane. Problems with glare and brightness aside (and these issues seem to vary widely from pilot to pilot and cockpit to cockpit), the iPad (or iPhone) can make a nice panel display for a VFR fun flyer. If I had an ultralight or no-electrical airplane, this would be a neat panel solution.

Getting a good compass calibration with he little box sitting on the cockpit floor (near steel rudder pedals, cables, electrical bundles, etc.) is problematic – but if this was installed in a nice magnetically quiet location in the airframe, I am pretty sure it would do a god job at providing basic flight instruments.

The software used on the iPad is downloadable from the App store for free – if you are willing to use the iPad’s internal sensors and look at a black and white picture. In an emergency, this might be enough to keep the wings level and the airplane upright. Once linked to the Aeolus, the display changes to full color and the air data becomes real and alive (the black and white version tells you that you are looking at GPS-derived speed and altitude). Talos gives away the black and white version as a back-up for pilots – the color version can be purchased, or self-activates if you buy the ADAHRS box.

No, I am not going to give up all the big, fancy, capable boxes in stalled in my panels – but if I was looking for an inexpensive panel for a simple machine, or as a backup in something more capable, the Talos Aeolus would be worth a look. At current exchange rates, the Aeolus Sense is selling for just under $600 – and if you already have an i-thingy, that is a pretty cheap six-pack solution.

For more info – www.talosavionics.com

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Avionics Installation for Experimental Aircraft

• Description
• Attendee Reviews 4.9 (142)

This course is targeted for the home builder or avionics technician who wants to learn about performing an avionics installation in an experimental aircraft. The class focuses on the Garmin G3X Touch system, and a simplified example harness is constructed as part of the hands-on portion of the class. While the G3X Touch system is the primary focus, the wiring principles and general guidance can be applied to any experimental avionics system. From the do-it-yourselfer to the avionics shop looking to carve out a niche, this class has something for everyone.

This class will start with an overview of wiring basics, but will quickly advance through the common practices involved in wiring. Students will spend a significant portion of this course learning, hands-on, how to wire a G3X Touch system. Attendees will also learn how to plan, install, interface and configure the G3X Touch system.

Presented by:   Levi Self of  Midwest Avionics

Course Goals

Avionics Overview for Experimental Aircraft

• Regulations concerning experimental aircraft.
• Planning your avionics installation.
• Integration with IFR navigators.
• Compatible 3rd party equipment.
• ADS-B for experimental aircraft.
• Differences between experimental and certified avionics.

Tools and Techniques

• Tools required for avionics installation.
• General wiring practices and techniques.
• Shield termination and wire splicing practice.
• Wiring practices to avoid.

Data Bus Overview

• Overview of data buses used in experimental aircraft.
• CAN Bus wire, layouts and terminations.
• Common data bus wiring mistakes.

Mechanical Installation

• General equipment installation guidelines.
• General equipment location, and environmental considerations.
• ADAHRS vibration considerations.
• Magnetometer isolation from magnetic interference.
• Potential problems from improper installations.

Electrical Installation

• Overview of electrical systems.
• System architecture.
• Wiring diagrams.
• Harness layouts.

Operational Checkout

• Power and ground checkouts.
• Initial power up.
• Software loading.
• Data bus configuration.
• General configuration and calibration.
• Avionics databases.

Planning a Test Flight

• Flight planning and safety precautions.
• On ground vs. in air system operational checks.
• First flight autopilot engagement and tuning.

Troubleshooting

• Basic troubleshooting tips.
• Integrated troubleshooting tools.
• Common mistakes.
• Troubleshooting guide.

Donovan W. 5

Good course to get the foundations of the G3x system

Gordon M. 5

If you are doing your own avionics planning and harness, this class will save a lot of time/money. Much better to do it right the first time!

Grant B. 5

Great course, very nice people. A good setting to be in for learning.

Jerry L. 5

Highly recommended, couldn't imagine starting an install without taking the course. Very much a bargain.

Bruce E. 5

Must have course for anyone installing an Garmin suite in an experimental aircraft.

Paul M. 5

Great! Well worth it!

Bob B. 5

Absolutely essential for anyone starting out on an avionics installation

Arturo C. 4.8

It is a great learning opportunity!

Scott M. 5

Well worth it. Will save you time, provide help experience. Gives you valuable insights you would dig to find elsewhere.

Ryan M. 5

A must for anyone thinking about wiring their own avionics.

Samuel A. 4.8

A great way to see if avionics are your thing.

Dave P. 5

Really good course - especially if you are interested in G3X

Tristan S. 5

Absolute must if you plan to wire a Garmin GSX

Jake R. 4.8

Excellent 1 stop class for anyone installing Garmin systems in their experimental aircraft.

Kent G. 4.2

Great overview of entire avionics install process with hands on wiring culminating in a sample harness.

Jeff S. 4.8

It's a must for learning some avionics and an absolute must for using Garmin.

Frank P. 5

Take this course!

Kevin R. 5

I highly recommend this course for anyone considering a G3X system for their plane.

Eric T. 5

Great content for experimental or certified alike. Knowledge is powerful.

Dan H. 5

Great course!

Aaron B. 5

Well worth the time and expense.

Melanie S. 5

Would recommend this class to anyone installing a G3X, even if farming out to a shop. It helps to have a general idea of the system and its components, this way I could ask all my questions that came up.

Stewart A. 5

Must attend class for anyone installing G3X. Just finding out about the Proseal mixer was worth it!!

William B. 5

If you are building, thinking about building or just want a better understanding of the G3X system you have to take this class!

Cameron R. 5

A great overview of the Garmin ecosystem and some practical instruction on canbus construction techniques.

Peter B. 5

If you are considering to build your own harness, this is the class for you!

Raj R. 5

Must take class if you are in exp built even if you dont work on your panels!

Kyle H. 5

This course is a pefect blend of hands on learning mixed with excellent writing materials. It provides a great amount of confidence to wire your own aircraft.

Ben E. 5

Will save tons of time when you build your harness & config/troubleshoot install avionics; great materials for future references,

Charles A. 4.4

This class covered topics and skills that are valuable to these interested in starting avionics or working on experimental aircraft

Mike L. 5

Well worth it for anyone building or maintaining avionics

Stephen I. 4.4

You wont come out knowing how to wire an airplane on the first try but you'll be ready to start and know where to go next.

Antonio M. 4.4

You will learn to make a harness, crimping, soldering, Dpins and a great experience if you havent done this class

Scott S. 5

The class answered all my questions I had prior to starting my G3X Install. Very well worth the $$

Erik H. 4.8

An excellent min of lecture & practical work. I feel ready to go home and start my panel!

Morgan K. 4.8

This class is an absolute must for any Garmin Team X Member to understand our customers more and providing knowledge for the many interfaces that the 63X system consist of

Marcus T. 5

Absolutely necessary for 39x install - probably one of the best classes I've ever taken. Very very well done!

Sean P. 5

No brainer to take this class. Saved me money and time!

Robert Y. 5

One of the BEST I've ever attend. Wish I could have attended earlier.

Tim F. 5

Anyone building an RU fo first time will get a lot of benefit from this course.

Sam I. 5

A practical workshop/seminar that gives the novice homebuilder the confidence to complete the avionics installation.

Jerry S. 5

Great content & learn a whole lot

Ricardo S. 5

Well worth the time & money

Asim A. 5

An excellent class you should attend to improve your avionics skills

Marvin M. 5

Time well spent to understand the GX System

Doug L. 4.8

Great way to build confidence in your wiring and planning; or give affirmation that you should pay someone else.

Jeff C. 5

Well worth the time and money for someone planning to install a Garmin system.

Richard S. 5

Great class! Instructor was very knowledgeable, engaging, good balance of theory and practical learning.

Steve F. 5

Mandatory to take!

Kate W. 5

Well worth your time if you are wanting to learn how to create a wire harness. You've already put the money in your plane, now is the time to put money in your skill.

Ron H. 5

A must have course for anyone considering wiring their own aircraft.

Mike M. 5

Great course to attend for knowledge on wiring a Garmin panel. I fully understand how and why a CAN BUS operates which was unintimidating at first.

Guru S. 5

Very useful and a good way to learn how to install a G3X system.

Bill C. 5

Even if not planning to build own panel this is a valuable class.

Justin H. 5

There is something in this class for everyone no matter your background.

Jerry V. 5

Great experience. Official course was great but also gained insight from experienced conversations.

Michael C. 5

Well worth it

Barry F. 5

Course accomplishes everything it promises and more. Highly recommend.

Tommy M. 5

No one should start an avionics project without attending this class!

Dan S. 5

Outstanding class - I feel so much non comfortable with the avionics portion of my build now. I'd highly recommend it to any EAB homebuilder.

Greig H. 5

Extremely valuable class for every experimental builder. Well worth the time and money invested.

Ken N. 5

This was well worth the time and money.

Steve C. 5

Great confidence builder / Intro to tools.

Alex C. 5

Absolutely worth taking if you're wiring your own panel. Informative and very fun.

Don P. 5

Very comprehensive without too much information. Very well done.

Sarah C. 5

Very helpful even for someone with zero aviation experience.

William A. 5

Well worth the cost and time of the course - 24 hours likely saved me 200+ hours of frustration.

Kevin S. 5

Great instructor, young (knowledgeable and very descriptive).

Skyler H. 5

a great class for anyone to get started with their avionics install.

Don C. 5

Well worth attending

Jay H. 5

anyone wanting to build an airplane should take this class even if they aren't going to do the wiring themselves.

Bill E. 5

A must take class.

Mitchell D. 5

Really good class. Very hands on.

Michael B. 5

Well worth your time and money. I learned so much about wiring and installing a G3X.

Ken F. 5

Do not rate this class on your first price impression. The value is experienced from the start of the class to the end. You will not be disappointed!

Greg S. 5

All panel builders should attend. Great way to start and will reduce frustration. Really helped me decide on my panel configuration.

Michael E. 5

Well worth the time and money builds confidence and knowledge

Bill C. 4.8

Be prepared know the basics and be ready to practice & gain confidence.

Great overview of G3X system and hands on installation experience. Must have in order to understand system and component interaction.

Jay F. 5

Excellent intro into the Garmin system and how to wire. I feel much more confident and comfortable with avionics

Keith B. 5

Great class

Mick B. 5

Do yourself a favor, class will holster your confidence and you'll be way ahead of your fellow builders.

Lance  M. 4.8

This course gives the amatuer aircraft builder the knowledge and hands on ability to self-install modern, networked avionics. The course focuses on teh Garmin GSX avionics system.

Terry S. 5

Very informative, real world applications, Garmin specific

David  M. 5

Great course for G3X & Exp world

Greg B. 5

thorough, insightful, well rounded.

Charles T. 4.8

terrific course - lots of information

Andrew H. 4.8

I would highly recommend, Levi was excellent. would love to learn more techniques in the class.

Robert H. 5

If you are building own plane & plan to use G3X panel. well worth attending to see what involved to determine if you will do your own avionics install an not. Well worth even if not self installing just to see what you one paying for if one pays for panel build up.

Michael K. 5

Definitely recommend it for anyone building an EAB looking to wire their avionics.

Turner B. 5

Worth every penny!

Corey S. 4.8

Take notes, listen and learn, everything you need to know is covered

Lance C. 4.8

This was a great balance of where I was hoping it would be. Good mix of system information, planning, hands on wiring work and most of all with a practical perspective.

Julio H. 4.4

Well worth the cost. Don't be penny wise and pound foolish.

Dave W. 5

If you plan to do your own (panel) avionics or have someone else do them much valuable information is gained. Excellent building block toward completion.

Terry P. 4.6

Great overall introduction level class. Bring your questions.

David C. 5

Great class, I learned a lot and feel much more comfortable with the tasks covered

Wallace G. 4

Lots of real world nuggets - chance to get questions answered

John H. 5

Great class for those considering installing G3X in their experimental aircraft

Larry W. 5

A great review of what to expect for the G3X Installation

Shannon C. 4.8

Well worth the time and cost of the class

Brian L. 4.6

TAKE IT SIGN UP PIZZA

Gregg S. 5

Essential for any builder wanting to install a Garmin panel. Will save you time and heartache.

Steve L. 5

Great class, very worth the time and money

Michael M. 4.6

Awesome demonstration of Garmin Experimental equipment and how to configure it.

Zrinko A. 4.8

Well worth the money! Repeat every three years!

Barry B. 4.8

Excellent course to prepare you to install your own system.

Jared W. 5

Well worth your time to attend.

Ray D. 5

Steve I. 5

Very informative. Covers basic to advanced info.

Leif B. 4.6

Cancellation and refund requests may be submitted via email to [email protected] . Requests made less than two weeks before the course date will be processed, less a $150 administrative fee.

Other Upcoming Courses

ADS-B Configuration, Testing & Troubleshooting

VIRTUAL-LIVE COURSE

This course is designed for currently employed repair station personnel and installers and maintainers of ADS-B systems. Approximately 4.8% of all general aviation ADS-B installations are non-compliant based on the FAA’s ADS-B Performance Monitoring System. This course focuses on the proper configuration and testing of ADS-B installations to ensure your installation meets the performance requirements and regulations. Also included are troubleshooting tips and tricks that will help you resolve the common problems found in ADS-B installations.

Basic Wiring & Avionics Installation

The Basic Wiring & Avionics Installation course is designed for certificated repairmen, new avionics technicians, aviation maintenance technicians and recent graduates interested in improving or acquiring the skills necessary to perform avionics installations. This three-day seminar employs in-depth theory and hands-on lab exercises to immerse the attendee in the best practices used to plan, manage, and install a general aviation avionics panel. Installation lab includes: Avidyne IFD540 FMS/GPS Navigator, Garmin G5 Electronic Flight Instrument & GAD 29 ARINC 429 data bus module, PS Engineering PMA8000BT Audio Panel and Trans-Cal SSD120-35C-RS-232 Altitude Encoder

FAA Accepted 8 Hours - Course # C-IND-IM-161028-K-010-002

AVX-10K & IFR6000/4000 Operations Training

This course is designed to provide maintenance personnel with the knowledge and skills required to operate and configure IFR6000 & IFR4000 to verify and maintain transponder, UAT, TCAS, DME, ILS, VOR, Comms and ELT. Plus a complete review all features and benefits of the AVX-10K Flight Line Test Set with emphasis on testing transponder (Mode S and ADS-B In/Out), UAT, TCAS and DME.

Basic Pitot-Static & Transponder Theory, Testing & Troubleshooting

The Basic Pitot-Static & Transponder course is designed for entry-level avionics technicians or those looking for basic training on pitot-static & aircraft transponder systems. This two-day course covers the history and theory of operation of pitot-static instruments and transponders, as well as system set-up, hands-on testing, and the troubleshooting skills necessary to perform FAR 91.411 and 91.413 checks.

FAA Accepted 8 Hours - Course # C-IND-IM-240718-K-022-0011

Safety Management System Coordinator Training

Risk management is a vital element of any successful business. Whether driven by best practices or responding to a regulatory requirement, the AEA has your solution. Leveraged by the 900-strong repair station membership, the AEA developed a proprietary SMS program designed specifically for maintenance organizations. This program is currently used on every continent. The AEA has been coordinating with the Federal Aviation Administration and Transport Canada Civil Aviation, as well as discussions with the Australian government's Civil Aviation Safety Authority and the European Union Aviation Safety Agency, for future acceptance.

Introduction to DO-160 Qualification

This course is designed to equip professionals with essential insights into RTCA DO-160, a cornerstone standard dictating test criteria and methodologies crucial for ensuring the operational integrity of systems and equipment within the aircraft environment.

Digital Databus Theory & Analysis

As today’s modern airplanes become much more technologically advanced, so must the professionals that maintain them. The advanced avionics and instrumentation systems used in these aircraft rely on various forms of digital databus communication. Understanding digital databus theory is becoming more and more important for avionics technicians, and even A&P mechanics, to effectively test and troubleshoot these highly advanced aircraft systems.

Aircraft Instrument Systems

This course is designed for avionics technicians or apprentices who want to learn more about aircraft instrument systems and better understand their operation, installation considerations, and maintenance to become more effective troubleshooters. From simple mechanical gauges to complex electrical and electronic systems, this course covers nearly every instrument system in an aircraft.

Advanced Avionics Installation & Configuration

Technicians will learn how to plan, install, interface, configure and check out an installation of a primary flight display, EHSI and GPS/Nav/Com consisting of dual Garmin GI 275, a Garmin GTN 650 touch screen, and a Garmin GTX 345 transponder. Designed for technicians who have experience with avionics installation practices and are looking for more training integrating common general aviation installations.

FAA Accepted 8 Hours - Course # C-IND-IM-240801-K-022-0006

Pitot-Static, Transponder, RVSM, and ADS-B: Testing & Inspection

Attendees will learn the proper methods for conducting pitot-static and transponder tests and inspections. This two-day course offers a regulatory review and an explanation of the proper administrative procedures for completing these critical certifications. Preparing and performing RVSM inspection tasks. ADS-B session covering installation, wiring and return to service review.

FAA Accepted 8 Hours - Course # C-IND-IM-170106-K-010-005

Certified Repair Station Training

This weeklong course provides an interactive environment to learn, understand and implement the regulations that govern repair station design and operations.

FAA Accepted 5 Hours - Course # C-IND-IM-180621-K-010-001

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Garmin G5 Electronic Flight Instrument - Experimental

Specifications

• Accessories

View in Catalog

• Electrical: 14 or 28 VDC aircraft power
• Unit size: 3.4"W x 3.6"H x 3.0"D (86.4 x 91.4 x 76.2 mm)
• Weight: 13.3 oz (377.0 g) unit
• Display size: 3.5" diagonal (88.9 mm diagonal)
• Display resolution: 320 x 240 pixels (QVGA), LED backlit color LCD
• Receiver: High-sensitivity GPS
• Maximum indicated airspeed: 300 kts
• Altitude range: -1,400 – +30,000 ft
• Vertical speed range: ± 20,000 ft/minute
• Pitch/roll range: ±360°
• Backup battery (optional): Rechargeable lithium-ion
• Battery life: Up to 4 hours
• CAD Panel Cutout (DXF)
• The latest revision of the installation manual may be obtained at fly.garmin.com .

• Frequently Purchased With
• Customers Also Viewed

work great, for the price of an artificial horizon I get a EFIS.

GARMIN G5 EFIS EXPERIMENTAL UNIT ONLY

G5s are great devices and simple to install.

Good service!

BE ADVSED !!! The Garmin G5 unit is exactly what I wanted and needed to to replace a failed standby HSI. It wasn’t clear that the standard mounting hardware was not included wit the G5 unit. It was not listed in the accessories section of the ad, which displays alternate mounting hardware. This resulted in project delay and additional freight charge. Be advised that you need to order the mounting hardware when ordering the G5.

As others have noted, the G5 needs an installation kit since it uses a nonstandard bracket to connect the device to the existing holes of a 3-1/4 cutout. Once installed and plumbed to the pitot static lines, it works great. I dont have a G3X system but do have a GTN650xi, and running a serial line from the 650 to the G5 gives it a full featured HSI display with nav data that can be toggled with the PFD display. So, a nice two-fer surprise when I was mostly interested in having a backup attitude display with its own solid state AHRS.

My uAvionix AV-30-E failed after one year and a half. The LCD panel fade out, pressure altitude skipping values, OAT stop working... Got the G5, quick and easy to install, better features and better price as well. Solid unit. Barometric Altitude adjustment is right there at your finger tips. You have to press nothing before adjusting BAlt, just turn the solid, smooth clicks knob. Awesome feature! Awesome unit. From now on just Garmin on my panel.

Great product as always very reliable. Great compatibility easy installation and operation with great features.

CAUTION! Excelent option for cheap, easy, and quick glass upgrade, BUT unit only comes with NOTHING! You MUST purchase an installation kit with it just to mount it and turn it on. THIS SHOULD BE MADE CLEARER UPFRONT! Other that that, love it.

just simply the best! cheap and reliably

GARMIN G5 EXPERIMENTAL W/ LPM KIT W/ 4FT WIRE PIGTAIL

Used the G5 since 2017. I now own three of them in a couple airplanes with no issues. My airplanes are far from hanger queens and stay out in the extreme Northern Canada weather. The only issue was on a friends airplane, his backup battery failed. Again we leave are planes in the -40 and colder weather. Reliable and easy to see. Highly Recommended

Very nice and powerful product in a small package

Works as expected except for data logging. The G3X system creates a new log file each time the system is booted and log files are all a manageable size. The G5 maintains only one log file with records being appended. The G5 CSV log file soon becomes too large to be imported into Excel. I hope Garmin will change data logging so a new log file is created for each boot, just as is done in G3X experimental system.

Promised delivery date was spot on and it arrived in excellent condition. My installation integrated the G5 with the existing G3x system which automatically configured most of the setup. I found the G5 display tracked very well with the G3, was bright with excellent contrast, and very readable in sunlit conditions.

Worth every penny... especially considering the huge price break for an experimental unit. Replaced my vacuum DG with this G5 (plus the magnetometer). Easy to install, not very susceptible to interference (even with the magnetometer mounted in my wingtip next to my strobe), and works great. Never set a DG again!

Very pleased with the G5 unit. Very impressive and wish I could afford to install a 2nd one.

I have two of these installed, one in an RV-8, the other in a Lancair. They work perfectly, are easy to read and use. The attitude indication is more accurate than any of my other EFIS AHRS units. Firmware updates are easy via the SD card and they keep making them better and better. Highly recommended!

Replaced a Tru Trac Gemini in my RV-6 that tru trac does not support anymore since King bought them. This is so much better. The gemini would only display the VS in the pitch axis, so setting on the ground in my tail dragger it showed a level flight attitude. Also it did wierd things in the roll axis beyond 60 degrees The garmin is so much smoother and the display is much crisper and easier to read in sunlight. Great product easy to wire and set up for stand alone operation.

Lost my vacuum pump and decided to apply the $500 towards a G5 which relegated my AI, DG, pump, regulator and suction gauge to the surplus bin. A net change of -8 lbs. The G5 is wonderful, very simple to install and pairs nicely with the Aera 660. Initial set up was super easy. The Spruce harness is well constructed but not marked. You need a meter to determine the pin out. The HSI feature nicely displays the Aeras nav data and makes the Aeras marginal VNAV feature very usable. Ill be buying a second G5 as a dedicated HSI/backup PFD.

Replaced a vacuum-driven attitude indicator in my RV-6 with a G5. OMG what a lovely little instrument it is. Ive been using it for 6 months now. Very comprehensive feature set for such a small and relatively cheap package. The only thing its missing which I think it should have is a g-meter display (it has enough sensors its only software and screen real estate) So impressed with it, Im about to buy my second unit to replace the vacuum-driven DG, so I can run it as a HSI and completely eliminate the vacuum system and mechanical CDI from the aircraft. Two G5s driven by a GNS430W coupled to an autopilot is a remarkably cheap and featureful way to turn a steam-gauge sixpack E/AB aircraft into a pretty capable IFR platform.

Five stars to customer service agent Donna McElroy. Not so many for the ordering experience. After numerous delays I finally have the G5. No paper work in the box - at all. No warranty card, no how to install, use, etc. Six calls, three to customer service and three to avionics, twice being sent to the ozone, I met Donna McElroy who took the time, only about five minutes, to ferret out the problem which she said she had never encountered. Thank you Donna. So, I have the PDF manuals which I get to print with my own resources. $1,300 cant cover the manual? Garmin has an online warranty page but its been down the last few days. McElroy is the best resource Aircraft Spruce has. Give her a raise!

I bought the G5 mostly so I could have an attitude indicator without installing a vacuum system. It was easy to install and configure for my needs. I haven’t installed a gps antenna for it but I recommend one because I was losing signal in the turns. There wasn’t any documentation in the box however are there 2 manuals available online once you find them. Both are fairly large so I did not print either. I don’t keep my tablet at the shop or I would have downloaded the manuals and used it. Instead, I just walked to the office and looked at it on the desktop whenever I had a question. The harness I ordered with it appears to be top quality. The wires are labeled.

The G5 has Some problems with a slow 360 turn as a bank angle of 5 to 10 degrees. Half way the turn its starts te reallign and If you come out of the turn it show the turn bank angle. after some time it starts to reallighn If you keep on flying streat ahead. Than the Heading/Track and Groundspeed Numbers are much to small and are unreadable as magenta against a black background is poorly readable, same with the HSI page, track heading groundspeed and error bug are unreadable in an airplane in flight with sunlight. My opinioun up to know is that Garmin has Packed to many functions in the instrument and have not took ergonomisch in recreational or experimental in to account.

Please note, Aircraft Spruce's personnel are not certified aircraft mechanics and can only provide general support and ideas, which should not be relied upon or implemented in lieu of consulting an A&P or other qualified technician. Aircraft Spruce assumes no responsibility or liability for any issue or problem which may arise from any repair, modification or other work done from this knowledge base. Any product eligibility information provided here is based on general application guides and we recommend always referring to your specific aircraft parts manual, the parts manufacturer or consulting with a qualified mechanic.

Yes. The optional battery is part # 11-14314.

An internal GPS antenna is included so a remote GPS antenna is not necessary. However, the GA 35 GPS antenna can be installed if preferred.

No. The Garmin G5 does not AOA capabilities.

|The front panel dimensions are 3.42" X 3.6".

This version, part # 11-14312, is intended for use in experimental (homebuilt) aircraft only. For certified aircraft, please see part # 11-14579 or 11-14582.

It will drive a GSA 28 servo (Garmin G3X servo) via the can-bus input/output on the G5.

Yes, the G5 will function properly in a tail dragger.

No, the Garmin G5 does not read volts.

In the STC'd version and experimental there is a compass / heading strip on the top of the display. This is based on built-in AHRS and GPS info.

The G5 can utilize a GMU 11 magnetometer as a standalone solution for magnetic heading (without a G3XT). The unit will revert to GPS TRK only if Magnetic heading is lost (GMU failure).

8.8 oz (249.5 g), unit; 4.5 oz (127.6 g) battery (optional)

The G5 can be wired to either 14 or 28 volts DC. A 5 amp circuit breaker should be used in series with the power when wiring and installing.

No, it does not have a g-meter.

Yes. The G5 outputs altitude encoder data to a compatible transponder. Both Icarus and Shadin-format messages are output when using this setting. Please note that the transponder must be able to read RS-232 data.

Part # 11-14312 is the G5 instrument and User Manual only. Part # 11-14315 includes a 5 foot standard harness as well. If you order the unit only version, you will need to order the install kit separately. If you order the unit + harness version, the install kit is included. The backup battery must be ordered separately regardless of whether you order the harness or not.

In a 14v system, the G5 draws .25 amps maximum. In a 28v system, it draws .125 amps maximum.

No, it is from the magnetometer when installed with a G3X system.

The G5 does not have an airport database build inside. It can only display HSI info when connected to an approved GPS source.

Yes, when configuring the instrument, metric can be selected for barometric pressure which will display hPa.

The G5 has pitot static ports that would provide the airspeed, altitude, and attitude information in the case of a lost GPS signal.

Yes, the CAN-bus is for a G3X system. If you are using the G5, as a standalone unit, then you do not need a CAN-bus.

Yes. The HSI functions can be accessed from the PFD display.

Per Garmin: there has not been any helicopter vibration testing done on the G5 to work in helicopters.

Yes, you can.

The non-certified unit will interface with an autopilot system. If no magnetometer is present the ai will show trk instead of hdg. A track or heading bug will be displayed while in autopilot mode.

No, the Garmin G5 has no wireless capabilities.

No, it cannot.

No, it is not. The experimental Garmin G5 is only designed for the Garmin G3X autopilot system.

Yes, for the G5 you can select between these available units of measurement within the configuration page.

The G5 can receive GPS position information using the unit's internal antenna, however, the reception quality is dependent upon the installation. For best results, an external antenna is recommended, with the approved models being: Comant 2480-201, or the Garmin GA 26C, GA 35, GA 36, GA 56, or GA 57C. Any equivalent antenna that meets the specifications will work with the G5. Frequency Range: 1565 to 1585 MHz. Gain:16-25 db typical, 40 db max. Noise figure: Less than 4.00 dB. Nominal Output Impedance: 50 Ohm. Supply Voltage: 4.5 to 6.5 VDC. Supply Current: up to 60 mA

The G5 can be connected to a Garmin 496 for course information. To do this, you would need the power/data cable 11-02694 which breaks out the wires needed to connect to an external device and send the NMEA GPS data needed. In regards to autopilot, the Garmin 496 could provide this data but it would not be through the G5. It would need to be wired directly to your autopilot unit.

Yes, this unit can be setup as an HSI.

No, the G5 cannot display all legs of a flight plan with a colored active leg.

The G5 can be connected to a GNS 430W for gps data. The G5 manual does not refer or shows a pin out for an oat probe. PER THE G5 MANUAL, Under normal operating conditions, the G5 provides the following air data information: Indicated Airspeed (IAS), Barometric Altitude Vertical Speed.

No, these two devices cannot be connected.

Per the G5 manual, the G5 can show both the glide slope and localizer when using the GAD 29.

The certified G5 will come with complete with mounting bracket and connectors. The experimental G5 will require separate purchase. The certified version will only display it's primary function, while the experimental allows to switch between top and bottom. The certified version is locked on it's primary function. The experimental version is more versatile in the screens it allows you to access from a single unit. Of course, the experimental versions is also only for experimental aircraft.

No, there is no interface compatibility between the Garmin G5 and the 196 GPS.

Yes, the G5 will interface with both WAAS and non-WAAS GNS units.

No, there is only two unit IDs so a 3rd would need it's own connection to the pitot static system.

The GMU 11 can be used with two G5 units, so long as the G5's are tied together via the can-bus. The only case in which a G5 can't have a magnetometer without a G3X is if you're using a GMU 22, which requires an interface from the GSU 25.

Yes, please contact our Avionics sales department and our team can build a custom harness with desired lengths and terminations.

The internal GPS on the Garmin G5 is not WAAS and cannot be used as a WAAS GPS source.

It can but we do not see any value in doing this as the G5 cannot provide any AHRS info to the 696.

See part # 11-14313 for the G5 install kit.

They are the same physical unit but the software is different and thus there are a few differences between the units. The G5 experimental can do both attitude and dg/hsi screens where the certified unit can only display one screen per unit.

If you are running a stand alone system, then you will need the control head for the autopilot system. all of the units will be interconnected via the can-bus for control and display.

Yes, if you order Part# 11-14315, we will ship the unit with the prewired 4 foot harness.

No, the older King and Narco products will not work with the G5 as they need a arinc 429 input and output.

The VSI is based on the static port input on the back of the G5 and is displayed on the side of the altimeter tape.

Yes. The GMU 11 is needed for the full functionality of the G5 unit.

No. The G5 will not output altitude information to the KT76A

Per the manual, the maximum indicated airspeed is 300 kts.

Per the install manual: No, the Garmin G5 will not couple with the Garmin 296.

Part # 11-14315 includes a 5 foot standard harness. If you order the unit only version, you will need to order the install kit separately . If you order the unit + harness version, the kit is included. The back up battery will need to ordered separately. Yes, we do sell the GMU 11, see part # 11-15077 (experimental) or 11-15418 (certified).

Per the manufacturer, PART # 11-15015 will communicate with the S-TEC 50. Please review the supported autopilots section on our webpage.

Per the installation manual Rev. 21, This information is not specifically given, however for operating temperature range is -4*F to 140*F.

No, the G5 will not display course deviation from the GNS 430 for either GPS or NAV.

An Aera 660/795/796 can provide lateral and vertical (VNAV) guidance to a single or dual G5 installation (with or without autopilot servos) over RS-232.

No, for an 8130-3 form, you will need to order the certified version, part # 11-14579 and add the 8130-3 form in the shopping cart (additional fee will apply).

Per the G5 manual, no, they are not compatible.

Yes, the Aera 760 can connect to the G5.

The 696 will interface using RS 232 with a bare wire cable P/N 11-07783.

IN THE BOX: 1. G5 UNIT | 2. USER MANUAL

Yes, you can interface those items.

No, we do not have any data supporting it's classification as a PED.

The GMU11 will provide aircraft heading to the G5 using the built in ADAHRS. It is the source for magnetic heading reference.

Per the installation manual the GNS unit must be the WAAS version.

No. The GNC250XL is not listed under the approved GPS.

The GMU11 is an optional item that can be added.

Yes, the GNC300XL will communicate with the G5.

Yes, it has an internal GPS receiver, but it cannot be used as a WAAS source for a transponder. It is strictly an internal gps for the G5.

The magnetometer provides heading for the DG/HSI. Based on the manual Autotrim is added to provide trim commands to each servo

The install kit for the G5 is now only sold with the LPM (Lightning Protection Module). Please see Part# 11-18409.

No, it would only receive GPS data and could be used as a attitude indicator but not a CDI.

Please see part # 11-18409, it is the G5 connector kit with a lightning protection module.

The 4 ft harness part number is 11-16817.

Yes, this can work for the Sonex panel. You will need to complete the G5 attitude calibration and vibration setting to get the compass rose setting correct.

No, this is the experimental unit.

PER THE MANUAL: The GMU 11 magnetometer can be installed as an optional interface for a standalone G5 attitude display. This will allow the display of heading on the attitude display in place of track, but would not allow the removal of the existing DG.

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Experimental Aviation Avionics

Gear, Undercarriage, Mixture, Prop! When you push the throttle forward, you need the confidence that only an Aerotronics built "Plug and Play" panel can provide. Our staff is here throughout the build process to help you design the instrument panel that best suits your needs. Upon delivery of your panel, our installation technicians are here to help you interface the panel to your aircraft so that when you go WHEELS UP, you can focus on the pay-off for all your hard work.

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Experimental Avionics

DIY avionics for experimental aircraft

EFIS Overview

This new version of EFIS and EMS is primarily based on Arduino controllers and designed as an Open Architecture system. All the subsystems have been built to be as independent as practically possible and interconnected via standard CAN-Bus interface. This architecture also allows to upgrade/evolve the units independently and add the new units without affecting the ones that were installed previously.

The system is built of components and pre-assembled units readily available from various online electronics stores. The system is also reasonably easy to put together and can be easily customized.

All schematics and software along with detailed instructions are available for download from this site free of charge. (Your donations are highly appreciated)

Main components (subsystems)

• Display Unit based on Arduino Mega 2560 Pro Mini
• AHRS Unit – Gyro and Compass sensors – based on Arduino Nano and BNO055
• Module-A – Altitude, Airspeed and AoA sensors – based on Arduino Nano
• EMS Sensor Board – various engine sensors – based on Arduino Nano
• Flight Data Recorder – multifunctional unit providing GPS data, ADS-B In, aural warnings etc,  – based on Raspberry Pi
• Power Supply for Can Bus interconnection board providing main power as well as backup power to EFIS.

The system uses unified Display Unit that can display both Flight and Engine information. Any number of Display Units can be attached to the system, making it very flexible and fault tolerant.

EFIS Functions and Features

The system monitors, collects and displays the following flight information:

The system also controls warning lights and provides aural warning via intercom.

All the parameters are recorded at configurable intervals by FDR in CSV file for flight analysis.

All the units except FDR are Arduino based – Display Unit uses Arduino Mega, the rest use Arduino Nano.

FDR unit is based on Raspberry Pi. It allows a lot of functionality that would be hard to do on Arduino, such as WiFi gateway, Aural Warnings, ADS-B etc. Most of the software for this unit is written on Python and is easily modified if required. The interface to a tablet is based on Node.js – lightweight web server. It allows to display information of any mobile device (iPad or Android tablet) via web browser.

All the software is available for download from GitHub  https://github.com/ExperimentalAvionics

Please note that this is project is constantly evolving. Features are improving and new functionality is being added.

Garmin announces New Avionics for Experimental Aircraft

G3X Integrated Autopilot Garmin’s new integrated autopilot draws on Garmin’s top-end flight control technology to offer the most sophisticated capabilities available in this class of autopilot including flight director cues, coupled approaches, coupled VNAV, automatic trim and more.

When the GSU 25 is installed as a second ADAHRS, it may share the data from the magnetometer and outside air temperature probe already connected to the first GSU 73 or GSU 25 ADAHRS (via data on the CAN bus), or support is provided for optional installation of a redundant magnetometer and OAT probe if preferred.

Interface Support for IFR Operation, Advanced Navigation For IFR operation and advanced navigation capabilities, aircraft owners can use the new GAD 29 ARINC 429 adapter to interface up to two GTN or GNS navigators and/or a GTS 800 active traffic system to the G3X. The GAD 29 is expected to be available in July for $4252.

The G3X system is modular and expandable, allowing existing G3X owners to bring new capabilities to their system by adding new features such as multiple ADAHRS, AOA, a GMC 305 autopilot control panel, or a complete Garmin integrated autopilot with GSA 28 auto-trim capable servos.

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Reach for the sky: Experimental Aircraft Association celebrates Aviation Day in Westfield

More than 500 visitors made their way to Wheeler’s Westfield Airport Aug. 24 for the annual Aviation Day, hosted by Indy Flyers Light Sport Aviation Club.

If you didn’t know there was such an airport — you’re not alone.

“It’s a well-kept secret and, in some ways, on purpose,” Indy Flyers President Amy Solomon said. “This is still the most family-orientated little slice of Americana you’re going to find in Westfield.”

Indy Flyers Light Sport Aviation Club is a chapter of the Experimental Aircraft Association. Founded in 1984, the club welcomes visitors to the airport each August for Aviation Day, when they can take a ride in a plane, learn about planes and experimental aircraft, learn about flight training and children can plan on model craft. This year, Aviation Day included a visit with two craft used for training during World War II — a North American T-6 Texan and a Stearman biplane.

“We want to make sure that the public understands us and wants us here,” Solomon said of the annual event. “We sometimes see little kids in their pajamas. Their parents made their way here after getting doughnuts because they saw the planes. There’s a lot of pretending that goes on during this day, and for most of us, that is the driving force.”

Frank Ingegno is the treasurer of Indy Flyers. He said club members share a love of being off the ground.

“The club is really aviation enthusiasts. It’s really people who just love aviation,” Ingegno said. “A lot of these guys are small-airplane pilots, single-engine airplane pilots. Some of them fly ultralights, which are almost like flying kites. It’s basically a go-kart with a fabric wing. It’s really out-in-the-open stuff, so some of the members like to fly those things.”

Ingegno is restoring a Cessna at the airport. He said flying was always an interest — he spent his professional career as a mechanic and engineer with United Airlines.

“I just love watching them fly,” he said. “Things that fly sometimes just excite people. We do (events like Aviation Day) just to get people exposed to airplanes. When I went to high school, nobody told me I could have a career in aviation. So, for us, the objective is to expose the public to airplanes close up. This is local and easy for locals to experience.”

Brock Naylor has lived with his family in Westfield for the past four years. He said the family-friendly event was a great way to spend a Saturday afternoon.

“We just saw a posting on Facebook and I like planes,” Naylor said. “I’m trying to get my son interested as well.”

Naylor was one of dozens of visitors who said that while they knew there was an airport nearby, they often associate planes with the Indianapolis Executive Airport further west on Ind. 32.

Wheeler’s Westfield Airport has been in existence for three generations and is part of the Wheeler family farm.

“It’s privately owned, but it’s public use. So, anybody who has an aircraft can fly in,” Ryan Wheeler said. “We don’t have any government funding. It’s just our family-owned airport.”

Wheeler said the airport was originally created in 1954 by his grandfather, Les Wheeler, who was a fighter pilot in World War II. Wheeler said his grandfather and some family friends decided to plow some of their fields to create a small air strip.

“It was a really short runway,” Wheeler said. “They just built a little strip out in the middle of their farm field.”

The original runway — now the taxiway — was 1,650 feet with a few hangars. Through the years, the site has grown, with a 3,000-foot north-south runway and more than 30 hangars.

Wheeler said events like Aviation Day let the public see what his family and members of Indy Flyers have enjoyed most of their lives.

“Not a lot of people have the opportunity to go up and see an airplane right up close,” he said. “That’s something we’re always hoping for, that we can meet people — kids and adults — anybody who is interested in aviation and possibly wants to learn how to fly. We just want to give people the opportunity. So many times, you’re outside the fence at an airport or your only experience with aviation is at Indianapolis International. We just want people to come out, get close and realize that people who fly are really just people in your community. It’s definitely something achievable.”

Learn more about the airport at westfieldairport.com .

THE SKY’S THE LIMIT

For the members of Indy Flyers, sharing their love of aviation with the public at events like Aviation Day means opening up a world of possibilities.

“It’s the extreme, ultimate freedom,” club president Amy Solomon said. “It’s crowded down here. Once you get above it, you feel it. You feel a very high-as-high natural high — a freedom in the air that you can’t get on the planet.”

Solomon said she understands why some people have a fear of flying. But, she said, it’s also a freeing sensation that she and club members recommend and promote.

“Learning to like flying really does come from just a tiny little bit (of open-mindedness),” she said. “As soon as you think of yourself in a kite instead of a car, it makes you feel better about flying. You have wings; you are a bird. If you have a competent pilot, he or she has spent a lot of time training to use those wings to get you where you need to land safely. That’s why I feel good about flying.”

Indy Flyers was founded in 1984 by Les Wheeler and Dean Batman as an ultralight club promoting safety and community. The club is Chapter 1527 of the Experimental Aircraft Association and consists of aviation enthusiasts, aircraft builders and pilots who come together with like-minded people to share ideas, encourage safety, serve the local aviation community and have fun.

Learn more at indyflyers.org .

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