Excellent explanation of the G3X! Audio is outstanding (no engine noise). So nice to see Vr, Vx, Vg, Vy and Va speed bugs available on the airspeed tape. Makes me want to buy a plane just to have a vehicle to put the G3X in and fly!!! Headed to Oshkosh in 23 days and taking my checkbook (wife is very scared)!! I'm a 7,000 hour pilot and the older I get (now in my 60s), the more excited I get about 3.5 GPH at 100 TAS!! Never tire of watching videos like this.
I'm so glad that you found it helpful. I honestly don't think you can beat the G3X. It simply is amazing. Using anything else I feel like a caveman. Have fun at Airventure.
@@FlyWithShawn I would really love to see how to use those Pathways "boxes" for a decent or approach. I remember seeing someine in my flying club do that, but donno how. I usually fly alone without an AP so it is trick to try new stuff when airborne.
Nothing rivals the G3X in an E-LSA or LSA. Amazing panel. Talks with Garmin Pilot or Foreflight on my iPad. Something new to learn on it every time I fly...Does so much. Nice show of the many tools and advantages of having a sophisticated panel in a great plane like the Bristell. 👍
What a great demo... loved your comment “it’s a better pilot then I’ am”. About to finish upgrade at the end of next week. So busily learning and watching as mush as I can
Nice to see in action on an actual flight. Our Archer III is currently in the shop for a G3X Touch installation (certified version), and I'm trying to learn as much as I can to keep the required differences training (EASA requirement for EFIS, and also club rules) to a minimum.
Fantastic demo of the G3X, best I have seen on RU-vid. I have a bristell on the way. Do you have a cushion you are sitting on as you look very high? Thanks again.
Informative video - thanks for sharing. My only pickup would be that when you removed the waypoints from your active FP while still in GPS steering mode, the AP defaulted into ROL and you let it continue in a slight left bank for a while without validating that it was back in the correct mode - I guess you need to re-engage nav mode on the GFC500 once you have the D-> re-selected... ?
I know that’s what people do but never understood why in a VFR situation at least. I’m going to be turning in a few seconds anyways and I don’t need the heading bug to stay on the runway. I’d rather set it for my on course track if I wasn’t using GPS navigation.
Great video thanks for making. I'm getting an RV12 with a dual G3X setup. This has been very helpful! Can you add airspace altitude labels on the map page I didn't see them??
Looks great! I'm still deciding on which nav I want to put in the RV-7 I'm building. What other LRUs do you have in order to have the functionality you demonstrated here? Thanks!
Awesome video, have watched it numerous times and keep picking up more! Also, going through a Garmin G3x course offered through Sporty's and between the two, it's helping, A LOT :) Quick question in regards to your vertical descent: any particular reason you are using a VS descent vs VNAV? G3x does allow for simple VNAV to handle what you were doing (from current altitude to desired altitude, some distance from a waypoint/airport). Thanks again, just a super video!
Great demo of features, thanks. Curious about one thing: when you made your last flightplan entry, direct to your home airfield, the AP flew right through the HSI deviation bar before turning on track, is that because it can't cope with such a large intercept angle? (about 90 deg in this case).
Looks like the autopilot was in ROL mode which keeps the wings level. The aircraft turned to the direct course when he selected NAV mode on the autopilot.
Just subscribed to your channel. Very informative. Can you describe how the ground manual autopilot check was done. Couldn’t follow the left and right movements.
Of course. So what I do is turn on the autopilot with the heading or track mode. Recenter the track / heading by pressing on the heading dial on the autopilot. At that point I can use the left and right dial to make sure the autopilot is working laterally. Vertical modes are difficult to check on the ground. Once I confirm the AP is pushing the stick in the right directions, I confirm it will disconnect and the controls are free and clear.
Awesome. This is amazing. and thank you for taking your time for the details. Wondering if you would know how to get rid off the Magenta Rectangular boxes that's guid you towards your NAV path? I found it super distractive during approaches. is there a way to turn it off? Thank you
Yes there is. Page 253 in the manual has it: Activating and deactivating pathways: 1) Touch the Attitude Indicator or HSI to display the PFD Options. 2) Touch More Options.... 3) Touch and drag to scroll down. 4) Touch Pathways to toggle on and off.
Nice. Although avionics should be so much better. Much bigger screen, less legacy clutter, better synthetic vision, no legacy engine gauges etc. You could try doing approaches to landing with engine off on a glide slope. Should be peaceful. A glimpse of what flying could be without awful shaky piston engines and propellers. It also has the advantage that you will always have altitude enough if the engine fails on approach.
Is that a GMC 507 control head? Did you ever use the screen, curious about the differences and foregoing the control head? Also, I didn't see it in your vid, but can you pull up airspace via the chart page function? Not sure how to do that yet?
Yes it is the 507. I think you can do everything you want on the G3X so in theory I wouldn't be surprised that Garmin would make a remote mounted AP...but honestly...having the discreet buttons is very handy.
Thanks. I don’t know that there is any difference in terms of functionality. The certified version may actually have less features but I doubt it. I suspect it’s just a different sku that has been certified to work as expected under different conditions.
I am curious why the G3X designers didn’t implement synthetic vision display while taxing around the airport. On high end Jets that I used to fly, it does just that. It shows taxi way signs and the taxiway itself on your PFD while taxing to the runway. On G3X it looks like you only get green ground and blue sky until you are turning on the runway itself. It’s a minor detail but it seems like an easy solution to include that to enhance SA even more.
Why? What high end jet? What avionics? You might be comparing $100,000 avionics with $5000 avionics. On the ground a map showing taxiways and runway map, airport diagram with georeference is not synthetic vision. *The Garmin G3X does have georeferenced FliteCharts and SafeTaxi airport diagrams.* Synthetic vision shows terrain and FLIGHT PATH typically in a 3D format. You don't need terrain or flight path on ground. *An airport diagram with georeference is fine. Hey here is an idea LOOK OUT THE WINDSCREEN and read the signs... Ha ha.*
@@gmcjetpilot My comment apparently completely flew over your head. Obviously you have never been close to any Jets let alone on any high end Jets like G450, Falcon 7X etc. Don’t comment on things you know nothing about. I am not referring to geo referenced AC on a moving map you dumbass. I am talking about Synthetic vision on PFD. I am well aware that G3X is a very capable avionics.
Not sure why the HSI is still in the picture. It's pretty much useless with active map coarse line (magenta line). In my last 20 years of commercial flying I never had an HSI displayed. They're pretty much obsolete unless it's all you have for coarse guidance with steam gauges.
I don't have a GPS Navigator with my plane so I can't do that for you. However there is a RU-vidr that has done this already: ru-vid.com/show-UCmbjvEJNp0X9A8QeegeF-Rg
In the top of the screen, where it gives you waypoint information like ETE, distance, etc... what happens if you click it? Does it have a page with more waypoint info?
I don't recall doing that, but if it does anything it would take you to the FlightPlan page allow you to configure which fields you'd like to show. There are about a dozen fields you can show (but only room for a couple on the screen).
Thank you for the video. On the timing 11:20 your heading 275 and the wind aloft is indicating 3kt at 250, then 40 seconds later, at 12:00 you have turned left for a heading of 183 and the wind aloft is showing 7kt at 100. We have a new G#X in a C177RG and have found the same kind of error. Does someone know whats happening?
Hmm Interesting observation. So my understanding (an educated guess) is that the wind component is derived from other onboard info, specifically the compass, GPS and airspeed. By taking a look at the difference from heading and course, air speed vs. ground speed it should calculate these values. You will notice that the wind is only a couple of knots...given my TAS the relative wind is about 2% of my airspeed...so I will imagine that the direction and speed calculations are going to be relatively close but not perfect. If the wind is really blowing it should be pretty accurate. I would give it time to settle in on your heading to calculate the right amount. I can also tell by the slip indicator that it's pretty accurate post the 12:00 mark. Other thing to consider, I'm pretty high in the middle of the Delta...winds can be variable especially when light. My suggestion...fly it and enjoy it.
Not an expert on the 3GX, having flown the Dynon Skyview in my old plane. Here because my new aircraft build is going to be G3X. However, being a similar function... As you stated, the winds are derived from GPS data and your ADHRS system. Typically, any wild errors are a result of the compass needing to be calibrated. Compass calibration is fairly simple on the Dynon, doing a few 360's in the air... Worth looking into on the G3X, as well.
Unfortunately I do not have a Garmin Navigator connected to my system, so that's not something I can answer for you. Generally you would do all of your instrument approach setup in a Navigator and the G3X would be able to accept / display it. You can setup a very complex flight plan in the G3X using any airport, GPS waypoint (defined or user generated), VOR or any other navigation item on a VFR / IFR map. I used the custom feature to fly a logo pattern once.
at 22:30 why did it take so long for the plane to start its turn to MHR? You clicked activate twice and it still didnt do it. Then finally randomly it started turning at 23:19....why the delay?
Everyone complains about that but testing of your emergency beacon is allowed in the first 5 minutes of the hour...which that was basically when it happened. Basically.
I don't recall that in the video, but ATC monitors that channel already. Plus I believe depending on the time of the time, it could be someone who is testing it. You are allowed to test ELT in the first 5 minutes of any hour.
I commend you for monitoring guard, but I encourage you to not disregard hearing an ELT. Report it to ATC. Don't let the bystander effect be the reason an aviator is left stranded.
