Garmin G3X Touch failure demo and built in redundancy

[@locustvalleystring]

I am about to start an IPC in a Piper 100i with the G3X. I am a steam gauge guy, so your vid helps a lot. Thanks for the look-see into fail modes.

[@MooneyM20J]

Hello, I have a similar setup on my J model. I recently removed the magneto from the airplane for its 500-hour inspection. I’m using a dual magneto by Bendix D3000. After installing a new magneto, I’m now encountering an error and a red flag whenever I exceed 1700 RPM. I’ve checked all the connections on the back of the magneto, and they appear to be secure. However, I don’t see an RPM sensor attached to the magneto. I’m unsure what could be causing this issue or how to resolve it. Everything was working fine before I removed the magneto. I’d appreciate any advice or insights you might have. Thank you!

[@space1commander]

Beautiful setup my friend. It is definitely in my bucketist after hitting the Lottery for my Mini P-40.

[@savethedeveloper]

13:22 I've been told the remote transponder is not an option for certified a/c, only experimentals

[@Avionics_test_pilot]

The 345R is certified. There is a 45R that is experimental only. The 345R can be installed in your certified plane. I installed on in a king air today.

[@Avionics_test_pilot]

You more than likely have wires coming off your P leads through 400Mohm resistors. This is not my preferred way to integrate is using the UMA tach sensor that screws into the base of the magneto. They work better in my opinion

[@LTVoyager]

Can the MFD display be configured to display the reverse of what you show? The AI on the left of the screen and the EIS information on the right? It would make flying it from the left seat a lot easier if the AI and other flight information was closer to the pilot. I realize you have the G5 as well, but it seems an odd default to me to put the AI on the far right side of the right side display.

[@Avionics_test_pilot]

The pfd and mfd can be configured anyway you like. I normally setup the attitude as close to the yoke as possible. If I set the mfd to reversionary mode I have the right pfd set mirror image of the left pfd. Again, it can be configured anyway you can imagine.

[@PecanLane]

What is the graduated cylinder connected to blue and clear tubings for?

[@Avionics_test_pilot]

That’s a precise flight oxygen flow meter for high altitude flying. My Mooney is turbo normalized.

[@TheCapTan]

Great setup and video. Is there a reason you didn’t get a 650xi?

[@Avionics_test_pilot]

I have had a 650 in this plane. We use the Mooney as a demo plane for Garmin and I have the 355 and 255 right now. We have a demo 172 with a 750XI.

[@TheCapTan]

@@Avionics_test_pilot I see a lot of people get a gfc 500 without the gtns but lose the vnav. I really think vnav is a great feature. When you do dual G3Xs is there an Adhrs for each screen or only 1.

[@Avionics_test_pilot]

@@TheCapTan the mfd in my plane doesn’t have adahars. It can have one but it is not necessary. The G3x has V Nav and the 355 also has V Nav but only to a single point which is 98 % of what I do. The only advantage to the 650/750 is the ability to load an arrival procedure and have the V Nav bring you down.

[@TheCapTan]

@@Avionics_test_pilot Thanks. I want to eventually go dual G3X. I already have the Gfc 500 and a Gtn 650. I need a 345gtx and a second digital comm/nav.

[@garageauto5275]

You’re 400 degree CHT warning, do you have surefly?

[@Avionics_test_pilot]

Yes I’m running a single Surefly and a slick. I have my warning set at 405 degrees and red at 425 even though the engine is 450. The only time it gets close to 405 will be in the climb in summer and all I have to do is lower the nose and the chts go back down. I don’t like running over 400.

[@garageauto5275]

@@Avionics_test_pilot we’re getting our engine factory rebuilt currently. Lycoming will give us a surefly for left side and a right mag. We’re gonna go ahead and put a surefly on the right once we hit the 500 hours on the right one.