Fellow pilots,
I’m progressing toward the holy grail (or holy curse) of becoming a plane owner, and while it’s far from finalized, I am not decided whether this good old aircraft deserve a full avionic revamp – and what is better for a price.
The moment’s question is about progressing toward an IFR capable panel. currently the plane is equipped with a GTN650xi, 225, GTX330 and a DME.
Choices are
Of course the screen is bigger and somewhat clearer, althouth I didn’t find it that big compared to G1000 of the DA42, and you miss several benefit of having several screens —> redundancy.
With a G3x you also need a backup AI, which may not be an obligation with the GI275 approach as they are mutually redundant on the AI functionalities – and on the TB10 I’m looking at, the turn coordinator is electric.
If the difference is really just 3K, I would go for the G300. I wouldn’t say that “bigger is always better”, but it’s clearer. Now I’ve got used to the G500 in my plane, I really like it.
N74867 is the perfect plane for flying into Avignon. When they tell you to go round the hold 12 times, you just say, “Unable, aircraft carries the legend NO HOLD”.
Hi John! I love this “placard”. “parking break inop” is also noticeable, for a marketing material taken on Garmin site… Are they targeting the hangar queens? :D
johnh wrote:
I wouldn’t say that “bigger is always better”, but it’s clearer
Same feeling here. And clear is important whilst in IMC, proof long given in the airline/biz av world.
johnh wrote:
When they tell you to go round the hold 12 times, you just say, “Unable, aircraft carries the legend NO HOLD”
Hi Greg,
Did you already buy the airplane? if yes, congratulations :) In any case, maybe you want to fly her “as is” for some time to decide what you like, what you don’t like, what you are missing etc. Then you will be better equipped to make a decision.
An engine monitor is a great instrument to have. This is what triggered the avionics update on my bird. I understand your main motivator for your avionics upgrade is to go IFR, not the engine monitor. But if you can install one while you do the upgrade, it is recommended. A primary engine monitor will allow you to remove other engine gauges and streamline the panel. If you are interested, there are some images and a bit of background info on my project in that older post.
Does the G3X has an engine monitor?
If you go dual G3X, it would probably cost you double, correct?
I didn’t buy it yet, but still have to arrange the pre-buy with my futur maintainer.
The IFR is not a strong requirement now, and as I am not sure anymore to be able to retrofit a PA with the difficulties to find a KAP140, 150 or KFC225 working in 14V and in working order. So the IFR is getting more and more outside the picture.
But I still want to get rid of the vacuum driver hardware, and I’m convinced with the use of clear and concise engine monitor along with a fuel flow sensor. There are many way to do it.
I will not go for a dual G3x, that useless for me and much too expensive vs the price of the plane.
etn wrote:
Does the G3X has an engine monitor?
Yes, optional.
Does the G3X has an engine monitor?
As Airborne stated, yes.
As a matter of fact, I’ve just received my ordered GDU470 G3X, which with its associated GEA 24 EIS, will replace my dying VM1000 engine monitor… install to start sometime in Nov/Dec.
It will be used as map and engine monitor, nicely complementing my present dual G5/GNX375 panel 
The G3X is STCd no interface for legacy DME possible. I believe you need the G500 TXi for that with a GAD43E, GI275 is TSOd
But since your not going to drive IFR ..that requirement can be neglected
So you do have an IR, you do want to buy an IFR-certified (albeit not fully IFR-equipped) aircraft and you do want to sink a lot of money into its avionics. But you are ok if it doesn’t turn out to be IFR-capable, as you can’t find an approved AP for it?
Sounds like you should be looking for a different aircraft type…
