VansAirForceForums  
Home > VansAirForceForums

-POSTING RULES
-Advertise in here!
- Today's Posts | Insert Pics

Keep VAF Going
w/a Donation






VAF on Twitter:
@VansAirForceNet


Go Back   VAF Forums > Model Specific > RV-10
Register FAQ Members List Calendar Search Today's Posts Mark Forums Read

Reply
 
Thread Tools Search this Thread Display Modes
  #11  
Old 09-26-2023, 04:44 PM
Jesse23 Jesse23 is offline
 
Join Date: Jun 2020
Location: Sping Hill, FL
Posts: 87
Default

Quote:
Originally Posted by Walt View Post
650xi/750xi: Never once heard a custom complain about screens being to large...
Agreed. Get the biggest badass Garmin you can afford. You wonít be sorry. I have 2 G3Xís, GTN 750 (wish I had had the xi), G5, and 507 AP head. Not having to scroll to see the contents of a screen is priceless with the GTN 750.
Attached Thumbnails
Click image for larger version

Name:	IMG_4649.jpg
Views:	22
Size:	285.8 KB
ID:	48578  
__________________
Bill RV 10 N2722W
Based KBKV
https://eaa1298.com
Reply With Quote
  #12  
Old 09-26-2023, 05:31 PM
edhunter edhunter is offline
 
Join Date: Jul 2020
Location: Fredericksburg
Posts: 153
Default

Just for the heck of it, give Advanced a call and have them work you up a panel price. Their ACM is a game changer if you have to rewire a bunch of stuff. Dual AFS5600, IFD540, remote com2, transponder and audio panel, backup AV30, dynon autopilot. I don't see how Garmin's tech support / customer service could top AFS.... those guys are awesome.
Attached Thumbnails
Click image for larger version

Name:	Completed panel.jpg
Views:	35
Size:	429.2 KB
ID:	48580  
Reply With Quote
  #13  
Old 09-26-2023, 07:52 PM
Ed_Wischmeyer's Avatar
Ed_Wischmeyer Ed_Wischmeyer is online now
 
Join Date: May 2005
Location: Savannah, GA
Posts: 2,102
Default

Quote:
Originally Posted by BuddyHolly View Post
I'm modernizing my 2014 RV 10 panel, for sure getting rid of my old Chelton EFIS screens and my unusable standby instruments. Just received estimates for 2 new Garmin G3x screens, G5, & associated hookups.

Also gotten estimates for new autopilot to smoothly interface with the panels.

Might also get the Garmin 750xi & engine display kit.

Any major advice in this decision? I plan to do lots of traveling across the country and want to be as worry-free as possible. Thanks
I've got 600+ hours on dual screen G3X with GTN650. Here's my infinite wisdom -- or something like that.

I run both G3X screens in split mode: engine instruments on the outside, flight instrument in the middle of the screen, and "MFD" tpwards the center of the airplane. This means that in the left seat, I essentially have two MFD screens. There's no point in running the right side screen full size, because most of the information is in the middle of the screen, and running the display full screen only moves the useful information farther away.

The parameter bars above the screens are real handy for all kinds of flight data! The Garmin ads show lots of frequencies and such up there, but that's suboptimal on two counts: dedicated knobs are faster; and too many frequencies etc reduce the number of parameter you can show.

GTN650 or 750? I'd go for the 750 in a heartbeat. It gives you another display screen; it makes flight plan editing easier; and it gives you ILS frequency displays, along with the Morse ID and the database ID without taking up any of the parameter bar. Yes, you can get by with just a 650, and I've done it for years, but if an upgrade was feasible in my plane...

Engine display? Not needed. On the G3X, all the engine information comes up just by touching the engine display column, and summary information is plenty good. Worse, a dedicated engine display will just move the right side MFD farther away.

The G5 doubles as a standby AHARS, a nice feature.

I would consider somehow mounting an aera 660 or some other Garmin device on the panel, or easily mounted. That can be a standby GPS in case of total electrical failure, or alternator failure when you need to load shed. Don't know how feasible this is, though.

The Garmin autopilot is nice. And you can get a yaw damper that the back seaters will appreciate.

I'd offer you a ride to check things out, but the shop still hasn't written up an estimate for Smokey, and there's a whole continent between the two of us.

I've got lots more ideas to share if you're interested.

Be well!

Ed
__________________
RV-9A at KSAV (Savannah, GA; dual G3X Touch with autopilot, GTN650, GTX330ES, GDL52 ADSB-In)
Previously RV-4, RV-8, RV-8A, AirCam, Cessna 175
ATP CFII PhD, so I have no excuses when I screw up
Reply With Quote
  #14  
Old 09-26-2023, 10:48 PM
BobTurner BobTurner is offline
 
Join Date: Dec 2011
Location: Livermore, CA
Posts: 9,271
Default

Quote:
Originally Posted by Ed_Wischmeyer View Post
GTN650 or 750? I'd go for the 750 in a heartbeat.
Ed
Only issue is that, after seeing the price tag , you might not have a heartbeat. -
Reply With Quote
  #15  
Old 09-26-2023, 11:47 PM
KeithO KeithO is offline
 
Join Date: Jul 2010
Location: Jackson,MI
Posts: 190
Default

Dont know the means of any of the posters in this thread but it is feasible to add 50% to 100% to the cost of building your airplane simply through the choice of what is in the panel. Many such airplanes have better avionics capability than half of the certified air transport airplanes actively being operated while at the same time having zero means to deice control surfaces or wing or potentially even defrost the windshield.

People earn their money and get to choose how they want to spend it and many building RVs are precisely the people flying the air transports in the first place.

I have a non vans 2 seater with a current VFR panel and my wife is doing her PPL. After she gets her basic ticket she will be doing her instrument rating and then commercial and working her way to the required 1500 hour mark that it takes to be hired into most "serious" aviation jobs. We can probably update the VFR panel to an IFR capable one for $10k + install. Of course we are on the more cash strapped side of the equation... Garmin is to me viewed in a similar way that many Americans view Porsche, Audi and other European cars. Nice to get as a lease vehicle and drive using the company credit card and then when its 2-3 years old and the free servicing is over, turn it in as soon as possible before one actually has to pay full price for the dealer service charges.

Im in the category that buys them used when the resale value has taken a 75% hit and no one will touch them and then do all the repairs myself, sometimes buying the german language repair manual to facilitate that.

For me Grand Rapids seems to be the value point, they have an extensive system and their products seem to play nice with most others and one does not feel nickeled and dimed to death (death by a thousand cuts). If the cost is not a big factor then I'm sure one can make several other choices, including going certified.
Reply With Quote
  #16  
Old 09-27-2023, 12:19 AM
BobTurner BobTurner is offline
 
Join Date: Dec 2011
Location: Livermore, CA
Posts: 9,271
Default

Quote:
Originally Posted by KeithO View Post
For me Grand Rapids seems to be the value point, they have an extensive system and their products seem to play nice with most others and one does not feel nickeled and dimed to death (death by a thousand cuts). If the cost is not a big factor then I'm sure one can make several other choices, including going certified.
+1. You arenít the only one with this point of view.
I was thinking, earlier today, that even with my non-Garmin (except for a 420W) panel, I can guide the plane down the runway, rotate, then push some buttons and/or knobs. Make a few adjustments to the throttle/prop/mixture, then do nothing but talk on the radio, and push buttons until it was time to flare for landing. Quite some time ago I read an article by, iirc, airline pilot Barry Schiff. He was in charge of simulator training at his airline, and he noticed a stark difference between older and newer pilots. When he threw a problem at the old guys, they grabbed the yoke, turned off all the automation, and hand flew. Then they turned the automation back on, one thing at a time, looking for the issue. When he threw the same problem at the younger guys, the first thing they did was to reach for the keyboard and start typing. I wonder, am I still a pilot? Or, an automaton?
Reply With Quote
  #17  
Old 09-27-2023, 06:48 AM
KatanaPilot's Avatar
KatanaPilot KatanaPilot is offline
 
Join Date: Feb 2015
Location: Locust Grove, GA
Posts: 1,130
Default

Quote:
Originally Posted by BobTurner View Post
Quite some time ago I read an article by, iirc, airline pilot Barry Schiff. He was in charge of simulator training at his airline, and he noticed a stark difference between older and newer pilots. When he threw a problem at the old guys, they grabbed the yoke, turned off all the automation, and hand flew. Then they turned the automation back on, one thing at a time, looking for the issue. When he threw the same problem at the younger guys, the first thing they did was to reach for the keyboard and start typing. I wonder, am I still a pilot? Or, an automaton?
Early in my military/airline career - the automation was either non-existent, unreliable or was often the source of the problem. So kicking it off might be one of the first steps. Later on, the digital or digital/analog autopilots were much more reliable and intuitive - so we were taught that "automation can be your friend". Especially so when you become the pilot flying, communicating with ATC, company, flight attendants and passengers during a non-normal when the other pilot is handling the non-normal checklist. The training philosophy during non-normal events changed quite a bit over the 40 years I was in the military and airlines. Early on, the Captain always took control of the airplane and hand flew. They would bark out orders to the rest of the crew. Later on, that changed to transfer control (if needed) to the type-rated First Officer, provide direction as needed and "manage" the situation from the left seat. This was not done in all cases, but often led to a better, less hectic flight deck during a non-normal.

Back to the OP - I had a 650 in our RV-7A and now a 750xi in the RV-10. I love the bigger screen, easier data entry and additional capabilities of the 750. If you can afford it and the panel space, I highly recommend it. The argument becomes less compelling if/when Garmin gets approval for GDU to GTN flight plan/approach transfer.
__________________
Krea Ellis

Locust Grove, GA
DA20-A1 "Princess Amelia" - donated to Fernandina Beach High School
RV-7A Phase 2 (Honored to be Van's "Miss July" 2021) - now at her new home in Lakeville, MN
RV-10ER Phase 2. In paint at Evoke! Penn-Yan IO-540, dual bus SDS EFII, Hartzell composite prop, Showplanes cowl, Airflow Systems A/C, Garmin IFR panel by SteinAir, Aerosport interior, carbon fiber panel and overhead console, Mountain High O2
EAA Technical Counselor

Last edited by KatanaPilot : 09-27-2023 at 06:59 AM. Reason: added text
Reply With Quote
Reply


Thread Tools Search this Thread
Search this Thread:

Advanced Search
Display Modes

Posting Rules
You may not post new threads
You may not post replies
You may not post attachments
You may not edit your posts

vB code is On
Smilies are On
[IMG] code is On
HTML code is Off
Forum Jump


All times are GMT -6. The time now is 01:59 PM.


The VAFForums come to you courtesy Delta Romeo, LLC. By viewing and participating in them you agree to build your plane using standardized methods and practices and to fly it safely and in accordance with the laws governing the country you are located in.