G3X Demo mode (for ground use only) was mentioned in another post, a superb tool to familiarize and play with various G3X set-ups and split screens for new users.

Hold down the Direct-To button while powering ON to boot into Demo mode.

Afterwards, simultaneously press NRST, MENU, and BACK buttons to reboot to normal/Flight mode, or simply turn off and back on.

In my plane only the left GDU/PFD has an IBBS and will be powered on by the Avionics switch with the Master off, so ship's battery can be preserved. The IBBS will recharge on the next flight.

GNS 650Xi has a documented Demo mode but I learned on the iOS simulator so I've never used it.

https://avweb.com/aviation-news/pilots-petition-starlink-new-speed-tiers/

I will pass on paying $250/month for inflight Internet connectivity.  Hopefully the price will be driven back down by competition as Starlink competitors, like Amazon Leo, come online.

Matt

Solid state CO detector flashes RED if > 41ppm (FAA recommended threshold), in my line of sight using empty USB-B port.

The 3-D printed case is solid and green LED shows it has power and is functioning.

I checked it at home under a glass with an extinguished match and it did trigger bright red.

Three-year warranty; that is probably a good time to replace it given low cost since the electro-chemical sensor substrate degrades over time.

Com 2 works just fine all the time..

Utility for second pilot or instruction--great!

But I fly alone. One thing Cirrus got right was angling the MFD toward the left seat.

So, has anyone considered an angled-bezel stand-off to orient the right MFD toward the pilot? Candidate for a simple 3-D print.

We spent a couple minor revisions tweaking the labels for consistency and to comport with standard phraseology here in the States.  Hopefully a good model for other U.S. customers moving forward, even if they want to substitute a GTN 750Xi in the middle.  Performance numbers and limitations for the 916iS engine with the 750kg gross weight increase option are still being finalized, so the placards will be updated before installation.

I'm aware of three VL3 factory-installed options for a backup attitude reference:

• Dual G3X Touch:  Most VL3s delivered here in the States have dual G3X Touch displays.  Each display can, optionally, be equipped  with its own AHRS module and backup battery.  If one display or AHRS module fails, the other should continue to operate seamlessly.  Of course, the primary and "standby" attitude reference instruments in this setup use the same hardware and software, so I might not call them truly independent.

• Garmin G5:  The Garmin G5 is a popular, independent standby instrument in many certified and experimental aircraft.  It can also drive basic autopilot functionality.  Downside is its square shape and relatively large size, which might not fit on a crowded VL3 panel.  JMB has installed G5s on panels, however, and offers it as a factory option.
• Kanardia Horis:  The Kanardia Horis is a compact, circular standby instrument manufactured in Europe.  It's truly independent, from a different manufacturer, with its own GPS receiver, pitot/static inputs, optional magnetometer, battery backup, etc.  It also includes directional compass, clock, G force meter displays.  I haven't flown with a Horis personally, but JMB recommends them, and they seem to receive favorable reviews online.

Since I do a good cross-country flying under IFR, even if not always in IMC, I spec'd both the Dual G3X Touch and Kanardia Horis options for my own panel.  Overkill, perhaps, but I feel better with two truly independent attitude references on the panel.

Matt

Has anyone tested and installed a Starlink mini in their VL3? I would be curious to know your installation.

Nicolas

Hi all,

I’m looking to mount a GoPro inside the cockpit to capture the pilot’s face during flight. I’d really appreciate your suggestions on:

• Ideal mounting positions for a good angle

• Most secure and stable mount types (suction cups, clamps, etc.)

• How to reduce vibrations and avoid glare

• Ways to keep the setup clean and not obstruct any instruments or views

If you’ve got experience with this kind of setup, I’d love to hear what worked for you. Pics of your mounting solution would be awesome too. Thanks!

Nicolas

I'm suspecting an issue with my AOA.

Is it possible to share with me a G3X log of one of your flight to be able to compare with mine ?

I have VL3 with 915 engine 750kg.

Regards,

Nicolas

Other considerations were:

Almost all functions can be accomplished with buttons rather than touchscreen - very important in turbulence.

The small size of the X25 radio and the 3 KNOB panel instead of the full AP panel left me more space to play with.
I also opted for a Dynon transponder without a front panel - driven only from the HDX. (only negative is inability to dial 7700 when all power including backup battery has failed).

Service and support - there are many reports that Dynon are way ahead and I've had good experience so far.

Only negative I've found is the awkward long push to activate the radio DUAL function.

Why bother?  The FAA computer uses the equipment codes to determine eligibility for RNAV routes and procedures.  You won't be assigned RNAV SIDs, STARs, T-Routes, or Q-Routes within U.S. airspace without the appropriate codes, and some ATC facilities elsewhere are even more picky.  Suffice it to say, the days of simply filing /G are over, at least for IFR flights.  Makes sense since there are various levels of RNAV capability, so a generic /G isn't sufficient to distinguish WAAS (for LPV approaches) and RNAV 2 (for en route navigation), for example.

As relevant for flight plan filing purposes, my VL3 is equipped with a GTN 650Xi navigator, a GNC 215 secondary NAV/COM, and a GTX 45R transponder.  The codes would be the same with a GTN 750Xi navigator, but would change, for example, if you didn't have a conventional NAV radio (for VOR and ILS reception).

Here's are the codes for my equipment configuration:

Aircraft Equipment: SBGRYZ

S: "Standard" equipment (i.e., VOR, ILS, and VHF)
B: LPV approach capable
G: GPS
R: Performance-based navigation ("PBN") as detailed in PBN/ field below
Y: VHF w/ 8.33 kHz channel spacing (not required in U.S. airspace)
Z: Other as detailed below

Surveillance Equipment: EB2

E: Mode S transponder w/ 4-digit ID, Mode C altitude encoding, and extended squitter
B2: ADS-B, 1090 MHz In+Out

Other Information: PBN/B2C2D2O2S2 NAV/SBAS SUR/260B REG/Nxxxxx CODE/nnnnn PER/A RMK/EXPERIMENTAL

B2: RNAV 5 (not required in U.S. airspace)
C2: RNAV 2 (en route navigation, T-Routes, Q-Routes)
D1: RNAV 1 (SIDs, STARs)
O2: Basic RPN 1 (RNP SIDs, STARs)
S2: RNAV (GPS) Approaches (with baro-based vertical navigation)

NAV/SBAS: Satellite-based Augmentation System (WAAS)

SUR/260B: Compliance w/ 1090 MHz ADS-B Out standard

REG/Nxxxxx: Tail number (only required if operating under a different callsign, like some flight school fleets, or for ATC data link services not usually applicable to light aircraft)

CODE/nnnnn: Hexadecimal Mode S Transponder Address (not required in U.S. airspace)

PER/A: Approach speed of 91 KIAS or less (not required in U.S. airspace)

RMK/EXPERIMENTAL: Typically required by Operating Limitations in EAB Airworthiness Certificates

Example flight plan from Manassas (KHEF) to Lancaster (KLNS), which has a solid Italian restaurant on-field, attached accordingly.  It's a screenshot from 1800wxbrief.com, but the field values would be the same in Foreflight, etc., although the form might look different.

Thankfully, this is one of those things you setup once in an aircraft profile, and then rely on your flight planning software to automatically populate when filing flight plans going forward.  But, all the more reason to get it right!

As I understand, light airplanes flying IFR is far more common in the United States than in Europe, so flying IFR in a VL3 is still fairly new.  Of course, we still need to be smart about it.  I'll start climbing and descending through some cloud layers en route, but I won't be shooting approaches to minimums like in this video right out of the gate.

Joking aside, I'm glad I learned to fly (and to fly on instruments) with an old-school six pack and dual CDIs, but also glad technology has come a long way since then.  No denying the safety benefits, as long as we don't become too dependent on the magenta line.

Having a secondary VOR/LOC/GS radio on top of a GTN 650Xi, which incorporates a VOR/LOC/GS receiver, may seem like overkill, but my concern is having a single point of failure for IFR operations.  The GPS in the G3X Touch is VFR-only and its database does not contain instrument approach procedures.  So, if the GTN 650Xi were to fail, I would have no way to fly any type of instrument approach.

The Midwest Panel Builders YouTube channel has a good video explaining the pros/cons of each (plus lots of other interesting and useful avionics-related content).

I recently completed JMB's five-hour VL3 training course at the factory airport outside of Prague.  The training airplane had a loaded panel with dual Garmin G3X Touch displays and a Garmin GTN 750Xi in the center stack.  See attached photos.  The center stack also included a Garmin GMC 507 autopilot control panel (above the 750) and a compact Trig radio and transponder (below the 750).  No room for anything else.

In my own panel, I'm going with the more compact GTN 650Xi to leave room for a GMA 245 audio panel and a GNC 255A nav/com.  I prefer physical buttons rather than doing everything through touchscreens.

The videos are a bit long but clearly narrated and well worth watching, especially if you don't have much experience with these advanced avionics.