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Garmin GI275

Installation of these modern units without vacuum backup needs to be carefully planned, as shown by this incident report:
Dual GI275 AI/HSI failure over mountains at 15000’

The Canadian TSB report explains quite clearly the difference in behaviour of this device when configured as primary (AI or HSI) or as backup.

I didn’t read far enough to see if there is any mention of a turn coordinator, which would have made his ability to maintain straight-and-level much easier. Worth noting that this were “apparently” device failures, not an electrical problem.

Last Edited by chflyer at 12 Nov 15:56
LSZK, Switzerland

local copy

Flight data recovered from the ADI and HSI indicate that during these manoeuvres, the aircraft’s climb rate increased to as much as 8500 fpm, and its descent rate increased to as much as 23 000 fpm. In addition, the aircraft’s airspeed varied from a low of 43 knots indicated airspeed (KIAS) to a high of 242 KIAS, exceeding the aircraft’s never exceed speed by approximately 70 knots. The aircraft descended to as low as 8100 feet ASL (approximately 700 feet above ground level [AGL]) before abruptly climbing again.

Bloody hell I am going to get this guy to do some lottery numbers so I can get a TBM

The rest of the report, especially also noted fuel weeping from around rivets in several locations and that the landing gear no longer fully retracted is like one of those stories which get passed around GA for decades. It’s like that Irish King Air which got bent so badly they had to scrap it, but the wings didn’t quite come off (can’t find the report right now).

However, no supplemental information about the instrument, possible reasons it would require realignment while the aircraft was in flight, or analysis of the occurrence aircraft’s recorded fault logs were provided to the investigation by Garmin

Great.

Well, it is all “software” so having two of them is still running the same “software”. So the redundancy is arguable but probably close to zero.

Don’t show this to your wife/husband/etc otherwise they will never fly with you again

Administrator
Shoreham EGKA, United Kingdom

From a US site:

Garmin had issued a mandatory SB (SB 22002 Rev A) which applies to all installations with a dual GI-275 installation where the GI-275s are the only attitude source in the pilot panel.
The SB calls for the upgrade of the expansion board software to software 2.43 (which generally also requires update of the Main software and GFC500 software at the same time). In the case I described above the upgrade is funded by Garmin. The upgrade is optional (and not funded by Garmin) for other GI-275 configurations, but is recommended.

Looks like a lot of bug fixing…

Dual GI275 failure and crash.

Administrator
Shoreham EGKA, United Kingdom

This AD suggests there are still plenty of bugs hiding in these boxes.

You get the wrong fuel reading.

Apparently, this issue only effects G3X and GI275 installations that have EIS (Engine Monitoring) installed using a GEA24.

Administrator
Shoreham EGKA, United Kingdom

This is something to watch out for.

Existing primary gauges must be removed.

Administrator
Shoreham EGKA, United Kingdom

This well run flying club in Danbury Connecticut has developed some user friendly guides to the GI275

http://www.flying20club.org/library.php

Oxford (EGTK), United Kingdom
96 Posts
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