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Date: Mon, 24 Feb 2014 15:12:33 -0500
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From: Todd Long <toddlong1@gmail.com>
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Subject: Re: [LML] G3x installation experience
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In-Reply-To: <list-6746441@logan.com>

Nice review. Where's the pictures? We all like pictures Thinking of doing Ga=
rmin too.=20

Sent from my iPhone

> On Feb 24, 2014, at 6:24, N20087 <n20087@yahoo.com> wrote:
>=20
> Folks
>=20
> I thought I might share my experience with my avionics upgrade in my 360. =
 I decided to remove my Stec 55, sandel HSI and king remote gyro sell it all=
 and install the g3x system.  I got 5k and change for the TSOed stuff and th=
en tossed in 2k for the g3x with external autopilot control and 2 servos for=
 pitch and roll.
>=20
> I chose the g3x for various reasons including the following=20
>=20
> I have a good deal of time behind the G1000 a lot and very used to the use=
r interface
> I think the gfc 700 is the best ga autopilot out there and the g3x shares a=
 lot of its technology
> I already had 2 GNS 430s in my panel along with a Garmin transponder. I ex=
pected the interfacing to work reliably on the same brand equipment=20
> Garmin documentation is fantastic, complete and accurate=20
> I have found Garmin support to be top notch as I am sure the other brands a=
re but I did not want finger pointing between vendors when dealing with inte=
gration of components; I wanted just one neck to ring
>=20
>=20
> The entire removal and install took 3 weeks from engine shutdown to first f=
light.  Since I work full time this was a weekends and evening activity.  A w=
ord to the wise, don't do this kind of thing in a cold hanger in the depths o=
f winter.  Ask me how I know!
>=20
> Pointers for others thinking of using this product
>=20
>=20
> There is some wiggle room on system pricing with the dealers
> Make sure you check lead times on all parts and get a delivery commitment a=
s part of the deal
> Make sure you inventory EVERYTHING on receipt.  You may have to ask your d=
ealer to make good on some missing items
> The quality of the Garmin connectors/backshells is exceptional but they ar=
e expensive.  Don't accept substitutions.  Garmin backshells are heavy alumi=
num with a unique grounding bar that makes terminations easier and very effe=
ctive=20
> Use a spreadsheet to map out your cable schedule with pin numbers and wire=
 colour for each connector
> Buy a quality wire stripper, the kind that grabs the cable and then rips t=
efzel down to the shield and then individual cores=20
> I standardized on 22awg all round even though 24awg can be used in many in=
terconnects=20
> 22awg strips more reliably and does better with crimps
> The connector kits come with quality machined d-sub pins/sockets, you will=
 need to buy more because you will screw up=20
> Invest in a quality pin compression tool
> You will use a lot of zip ties for mocking things up - buy lots
> Test your cables as you make them and make sure none of the cores are shor=
ted to the shield=20
> Map out your panel using a cad tool (autocad has a free 1 month eval) and t=
he dxf files for cutouts that Garmin provide
> You can take your aircraft AL sheet and final panel layout dxf file to you=
r local laser/water jet cutter to make the replacement sections. Note 2024 a=
luminum needs a larger bending radius than shops are used to doing. =20
> You must purchase a gps antenna that connects to the pfd to use the synthe=
tic vision feature
>=20
> Once you wire up the PFD, ADAHRS and OAT sensor exactly per the manual you=
 can test the bare bones system. =20
> You must follow the magnetometer calibration procedure to the letter.
> The system uses CAN bus for communications.  This technology requires term=
inations on each end.  I terminated at the PFD and at the pitch servo
> The servo mounting kits are pretty decent and complete but in the end I re=
purposed what I already had which needed little modification
> The magnetometer interference test is very useful in determining the insta=
llation position. The sensor is mounted to one side of the hat rack below th=
e floor. My tests passed for all electrical devices except the pitch servo c=
lutch engagement.  It was over by a max of 20%. In speaking to Garmin I migh=
t get away with it.  Having flown a few times now and using the ap there hav=
e been no ill effects i.e. Bad headings or red Xs.=20
> I did not jack the aircraft as suggested by Garmin to verify interference e=
ffects of the hydraulic pump since my pump is mounted on the inside of the f=
irewall. =20
> The capstan servo kit does not include mounting brackets
> You will need to make your own pitch servo bridle if you are using a capst=
an scheme
> I did not connect the auto trim system as I figured I would do this later
> Even in a 360, there is a need to adjust pitch trim when changing speeds s=
ignificantly with the ap engaged
> if you use Garmin transponders make sure the firmware is up to date to ens=
ure the RS232 connection to the ADAHRS works correctly
> Make sure the autopilot servos are set to operate in the right direction o=
n the ground otherwise things could get interesting really fast in the air. =
 In my case I had to reset the direction from the normal out of the box dire=
ction, all a function of your mechanical mounting arrangement
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> So how does it fly?  In a word, excellent!
>=20
> The PFD screen really is big enough for a 360.  The user interface is more=
 intuitive than the G1000.=20
> Very few integration headaches, just follow the Garmin directions
> The highway in the sky feature along with the flight director and flight p=
ath marker is really neat.  But beware it can really dumb down your instrume=
nt scan
> The screen is plenty bright in sun
> Tuning the auto pilot took about 10 minutes of tweaking the gains.  The de=
fault torque values are pretty close already=20
> Flying a coupled LPV approach is just amazing, it behaved flawlessly witho=
ut much fuss even on a slightly bumpy day with a 12 kt x wind component.  Th=
e system flew an order of magnitude more smoothly and accurately than the or=
iginal Stec 55.  The integration ith the GNS430W is very well done. I really=
 did not have to change how I did things (buttonology) to fly an approach re=
lative to the sandel but the presentation on the HSI is far better
> Indicated air speed climb is quite usefull but should only be used in rela=
tively smooth conditions as you will find the AP sawing on the controls.  It=
 does a good job maintaining air speed, better than I ever could but I think=
 it is too hard on the controls.  Sometimes you just have to hand fly!
> Vertical speed climb is better damped but you would need to be on top of c=
hanging the desired rate as performance bumps up against the edge of the env=
elope
> The up/down thumb wheel on the AP is really cool and handy
> The default setting for sink rate Alarm is not consistent with Lancairs.=20=

>=20
>=20
> Things yet to do
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> Install the Garmin AOA pitot
> Install ADSB receiver for WX
> Fix bitching Betty
> fly more!=20
>=20
> Tom
> Lnc2 312 hrs
>=20
>=20
>=20
>=20
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