Designed by our dedicated “Team X” engineering group specifically for the experimental amateur-built (EAB) and light sport aircraft (LSA) markets, the affordable G5 electronic flight instrument delivers exceptional performance, reliability and ease of installation as an all-in-one backup or primary “glass cockpit” display. The crisp, sunlight-readable 3.5” LCD fits into a standard 3-1/8” round cutout, taking up just a fraction of the space and weight previously required by conventional gyro-based instruments.
G5 has 2 pilot-selectable main page formats: a PFD page and a DG (directional gyro) or HSI (horizontal situation indicator) page. VHF or GPS navigation inputs are required to drive the HSI display; for GPS interface, an optional GAD™ 29 navigation data adapter is required. By combining visual cues and data readouts once scattered across a myriad of instruments, G5 makes flight information easier to scan — so pilots can respond more quickly and intuitively to any inflight situation.
Rock-solid Attitude Reference
When configured as a primary attitude indicator, G5 uses solid-state AHRS reference to provide smooth, steady and reliable horizon-based pitch and roll indications. In addition to aircraft attitude, G5 will also support display of airspeed, altitude, vertical speed, slip/skid, turn rate, configurable V-speed references, barometric setting and selected altitude — as well as visual alerts upon arriving at a preselected altitude. A built-in GPS receiver and antenna (with an option for external GPS antenna connection) provides highly accurate groundspeed and ground track readouts. Plus, a dedicated rotary knob on the unit allows for easy adjustments to altitude bugs and barometric pressure settings.
Gain a Clearer Sense of Direction
To provide even more situational awareness, the G5 instrument can also function as a DG or HSI in your panel. When paired with an affordable GMU 11 magnetometer and select VHF Nav/Comms or GPS navigators (interfaced with optional GAD 29 navigation data adapter), G5 can serve as your primary reference source for magnetic heading, VOR/LOC guidance and/or GPS course guidance — as well as providing distance and groundspeed indications. The unit displays both vertical and lateral GPS/VOR/LOC course deviation when available (additional equipment may be required). And you can use the G5 instrument’s rotary knob to easily make and adjust course selections — or to control heading bug settings in DG installations. Because the GMU 11 is connected to the CAN bus network, a single magnetometer can supply heading information to 2 G5 units simultaneously.
Dual Displays Double Your Options
By installing dual G5 displays in your panel, you not only gain dedicated instruments for attitude reference and directional gyro/HSI guidance — you also gain the advantages of backup redundancy with dual ADAHRS and reversionary display capability. In such installations, a secondary G5 can revert to display attitude information (consolidated with heading indication) in the unlikely event of a failure in the primary attitude indicator position. For added “get home” protection, each G5 display is available with an optional backup lithium-ion battery, which can provide up to 4 hours of emergency operation in case of an aircraft electrical outage or shutdown. And if you use one of our aera® series aviation portables¹ as a backup, you can fly with battery-powered moving map navigation guidance — as well as the G5 instrument’s flight display information — to make that aircraft electronics outage virtually a non-event.
It’s Even Better with G3X
When used as a backup instrument for your G3X, G3X Touch or other compatible glass display system, G5 provides a full range of supplemental EFIS capabilities. So, if needed, it can be used to maintain the majority of your flight display and autopilot control functions — including the ability to fly coupled GPS approaches. G5 will also provide backup ADAHRS reference to the primary displays. So whatever happens, with a G5 electronic flight instrument in your system, you can count on a wider range of options in virtually any shutdown scenario.
Stand-alone Flight Instrument with Autopilot
G5 may be installed with a GMC 305 or GMC 307 autopilot control panel and up to 3 GSA 28 smart servos to perform as a stand-alone flight instrument with integrated autopilot functions. In addition, the GTN™ 750/650 series2 (and legacy navigators2) or a Garmin portable GPS such as aera 660, aera 795 or aera 796 may be connected to the serial port on G5, enabling the autopilot to couple laterally to the flight plan and vertically to support VNAV descents to pattern altitude. Other lateral and vertical autopilot modes selectable from GMC 305 or GMC 307 include heading, pitch, roll, altitude hold, vertical speed hold and airspeed hold. Even the control panel’s level (LVL) mode button is supported to engage the autopilot and restore the aircraft to level flight at the press of a button.
Learn More About G5
A highly flexible and scalable solution designed to fit a broad range of panels and configurations, the G5 electronic flight instrument brings new levels of confidence and situational awareness to your experimental/light sport cockpit. For added peace of mind, your EFIS investment is covered by our industry-leading Garmin warranty — and backed by our No. 1-ranked product support team.
Lost my vacuum pump and decided to apply the $500 towards a G5 which relegated my AI, DG, pump, regulator and suction gauge to the surplus bin. A net change of -8 lbs. The G5 is wonderful, very simple to install and pairs nicely with the Aera 660. Initial set up was super easy. The Spruce harness is well constructed but not marked. You need a meter to determine the pin out. The HSI feature nicely displays the Aeras nav data and makes the Aeras marginal VNAV feature very usable. Ill be buying a second G5 as a dedicated HSI/backup PFD.
I bought the G5 mostly so I could have an attitude indicator without installing a vacuum system. It was easy to install and configure for my needs. I havenâ€™t installed a gps antenna for it but I recommend one because I was losing signal in the turns. There wasnâ€™t any documentation in the box however are there 2 manuals available online once you find them. Both are fairly large so I did not print either. I donâ€™t keep my tablet at the shop or I would have downloaded the manuals and used it. Instead, I just walked to the office and looked at it on the desktop whenever I had a question. The harness I ordered with it appears to be top quality. The wires are labeled.
Replaced a vacuum-driven attitude indicator in my RV-6 with a G5. OMG what a lovely little instrument it is. Ive been using it for 6 months now. Very comprehensive feature set for such a small and relatively cheap package. The only thing its missing which I think it should have is a g-meter display (it has enough sensors its only software and screen real estate) So impressed with it, Im about to buy my second unit to replace the vacuum-driven DG, so I can run it as a HSI and completely eliminate the vacuum system and mechanical CDI from the aircraft. Two G5s driven by a GNS430W coupled to an autopilot is a remarkably cheap and featureful way to turn a steam-gauge sixpack E/AB aircraft into a pretty capable IFR platform.
The G5 has Some problems with a slow 360 turn as a bank angle of 5 to 10 degrees. Half way the turn its starts te reallign and If you come out of the turn it show the turn bank angle. after some time it starts to reallighn If you keep on flying streat ahead. Than the Heading/Track and Groundspeed Numbers are much to small and are unreadable as magenta against a black background is poorly readable, same with the HSI page, track heading groundspeed and error bug are unreadable in an airplane in flight with sunlight. My opinioun up to know is that Garmin has Packed to many functions in the instrument and have not took ergonomisch in recreational or experimental in to account.
Five stars to customer service agent Donna McElroy. Not so many for the ordering experience. After numerous delays I finally have the G5. No paper work in the box - at all. No warranty card, no how to install, use, etc. Six calls, three to customer service and three to avionics, twice being sent to the ozone, I met Donna McElroy who took the time, only about five minutes, to ferret out the problem which she said she had never encountered. Thank you Donna. So, I have the PDF manuals which I get to print with my own resources. $1,300 cant cover the manual? Garmin has an online warranty page but its been down the last few days. McElroy is the best resource Aircraft Spruce has. Give her a raise!
Yes. The optional battery is part # 11-14314.
An internal GPS antenna is included so a remote GPS antenna is not necessary. However, the GA 35 GPS antenna can be installed if preferred.
No. The Garmin G5 does not AOA capabilities.
|The front panel dimensions are 3.42" X 3.6".
This version, part # 11-14312, is intended for use in experimental (homebuilt) aircraft only. For certified aircraft, please see part # 11-14579 or 11-14582.
It will drive a GSA 28 servo (Garmin G3X servo) via the can-bus input/output on the G5.
Yes, the G5 will function properly in a tail dragger.
No, the Garmin G5 does not read volts.
In the STC'd version and experimental there is a compass / heading strip on the top of the display. This is based on built-in AHRS and GPS info.
The G5 can use a magnetometer only when tied in with a G3X system. The G5 is a pitot static and GPS based instrument. There is no independent function for a standalone magnetometer/G5 combination. The heading readout uses GPS unless paired with the G3X.