All The Tech In My New Plane - Sling TSi Garmin G3X Touch
HTML-код
- Опубликовано: 12 сен 2024
- Build Your Sling TSi at LookUp Aviation www.lookupavia...
Interested in buying a TSi call 336.585.7875
Here is an overview of the systems in my airplane. Many of you are already familiar with this avionics panel, but here is an in-depth look at the functions of each switch and buttons in the airplane.
I fly a sling tsi that is equipped with dual Garmin G3X touch, a GTN 650 for instrument flying and a backup Garmin G5 that has an independent battery for 45 minutes.
Here is a short List of my equipment:
- Two 10” G3X touch screens
- A Garmin G5 for backup
- A Garmin GTN 650 for IFR flights
- A Garmin GMC 507 autopilot.
JOIN mojogrip.net/mvp
Sling TSi Specs
- Rotax 915 140 hp engine
- Dual G3x + G5 Backup + GTN 650 + GMC 507 Autopilot
- Range: up to 1000 miles
- Climb rate: 1200 fpm
- Speed: 170 mph
- Fuel: 7 gph
- Build Price + Training: $325,000
Buy one at LookUp Aviation www.lookupavia...
Become A Commercial Pilot In 9 Months www.slingpilot...
Use the referral code: "MOJOGRIP" to get $1000 OFF
Manage your aircraft with COFLYT coflyt.com/moj...
My Merch www.bonfire.co...
![Eminem - Fuel (Shady Edition) feat. Westside Boogie & GRIP [Official Audio]](http://i.ytimg.com/vi/k1OquBida9s/mqdefault.jpg)
Your panel and switch setup is great, however I believe that you have a lot of dead screen space while traveling. Screen setup falls down to personal taste at the end of the day, so it isn't "wrong" but the information that you could be gathering at a glance could be improved. That setup is better for a 2 person crew over a single pilot set up. 3 AHRS, 2 engine monitor tapes, and 3 moving maps with traffic are a little too much redundancy, and I say this as an CFII who trains people on glass cockpits as well as traditional avionics. you'd like you're screens to give you the most information possible to reduce the need to dial, search, or have you lean over and/or squint to try and read information you are trying to acquire while flying. Your PFD is too busy imo, it would be better to center the AHRS on the screen and remove the sectional chart and engine monitor tape. The AOA indicator is a wonderful little thing but an inset traffic map set to 6 nm range on the bottom left would be more useful. For your MFD I would move the engine monitor tape from the right side to the left side of the screen and the rest of it should be a moving map (charts or terrain) on the rest of the screen. This will show traffic and weather ideally, giving you a general overview of your situation to help you stay ahead of the aircraft. Your 650 should be the screen you change the most in XC and IFR flight. I prefer to have it on the default nav page myself but the flight plan page is also a good choice. Due to how close it is to you I would use that to get airport information and to load and activate approaches, use the nearest page group etc. Again, this all falls back to personal taste however maximizing your screen usage can reduce your pilot workload considerably.
I agree with you on the avionics redundancy in a light, single-engine cockpit. When I trained and was typed in the Cessna Citation 500-series back in the mid-80's, the avionics on the left side of the instrument panel was the latest-&-greatest, and the right side was basic analog. YES, a symmetrical EFIS screen, two-pilot instrument panel layout is impressive, but let's be realistic - it isn't necessary. If you, General, were to design a single-pilot EFIS panel aircraft (my unlimited budget) what would you include? Single-engine, single-pilot, side-by-side seating, IFR, Lay out my panel. Thanks. I appreciate the input.
@@EJWash57 the 2 G3X touches are excellent for a no limit avionics glass panel. He just has too much redundancy. Your transponder should be able to see classic TCAS, 978 and 1090 ads-b traffic, with the capability to have satellite weather. This way, you're moving map on your MFD can give you the big view for situational awareness. If I were to add a panel to Mike's setup, it would be an independent engine monitor panel below the G5. The split screen G3X touch is more for the pilot who only has 1 screen. Post G530 Garmin's have the ability to ID a nav aid like a VOR and localizer without having to listen to the Morse code which is extremely convenient. What makes the G3X touch so interesting is that it is extremely easy to customize, you can even have the display mimic round dials if you prefer. In IFR I like to have my approach plate on the right MFD if I'm not using my tablet. The 650 is as big as you would need but you could upgrade to the 750 if you wanted to go bigger, 650 is more space efficient though. I haven't flown with Garmin's new autopilot but FlightChops has a video where a flight school upgraded a Cessna 182 to have more capability than an airliner and they have 2 G5s, an MFD for engine monitoring and a 650 with a space to mount your iPad. A mirrored setup works for single pilot but you just need to have the screens display different information otherwise you are wasting money on buying the screen.
@@EJWash57 i also gave a detailed description of how to make his setup better for single pilot ops on his night training video.
Spot on. What you describe is my plan for my set up coming soon.
@@generalrendar7290 Thanks, I appreciate it. I've watched FlightChop's '73 C-182 panel upgrade video. I've looked at panel examples on the Aerotronics and SteinAir websites for layout ideas.
I assume you mean alternators and not really generators. For some: EFIS = electronic flight instrument system and pitot heat is an element in your pitot tube. It melts ice so that all your air pressure driven instruments work.
With that said, this a nice setup that I'd love fly. As a tech guy, this looks very sweet. Thank you, Mike.
and going just a bit deeper, if the pitot becomes unreliable for any reason, like icing, then the entire suite of AP/AD become unreliable. So the pitot heater is VERY VERY Critical to the safe operation of the aircraft with respect to the system that depend on a reliable indicated airspeed for input. (flashing back to the notoriously dangerous and deadly outcomes from the 737MAX mcas system!)
They are generators. They need to operate the FADEC independently in case of electrical failure. If they were alternators they would be dependent on the main battery for the field windings and have a lot more failure modes.
@ ryan - that's interesting...a bit of research the fadec equipped Rotax 915is powered Sling Tsi has two GENERATORS.
A gen provides 13 amps for EMS (ecu)
B Gen at something higher, 30 amps for everything else (nav, com, lights, actuation, flight surface limit switches, etc)
* in the video mike tries to explain these as "lanes" but I think he really oversimplified the purpose of the two switches. But in his defense, he was not trying to provide expert level training for some kind of certification course either...just a breezy overview to get noobs somewhat familiar about "all those buttons"..lol..
I love your panel setup! It’s perfect in every way I wouldn’t change anything. I fly a plane with dual Garmin G1000’s and I can immediately see the advantages of the Garmin G3’s.
You have a beautiful airplane. Nice setup!
Mike and Midwest just hit the ball out of the park. This panel is sick!!!😉
That is a very impressive panel. In my opinion you have done an excellent job of both building, equipping and informing your viewers in the aspects of creating not only your dream machine but bringing it to the rest of us. Thanks!
Fabulous capability, Mike.
I know you like to keep your videos accessible to as many people as possible, but I like these technical videos better.
I learned allot. I'm still trying to decide between the Garmin and the Avidyne. I like them both but I have plenty of time to decide.
No steam gauge backup whatsoever. We're in different times for sure and I like it.
Been following this channel for a couple years now. This is yet the best video yet mike!!
And super helpful as i build my TSi panel!!!
Awesome man! Wish we could have gotten you into a Velo but it is what it is! if you want to visit, you have an open invitation!
The feeling is mutual. I genuinely wanted to check out the Velocity. Made the appointments twice. Spent the money to come by but ehh.
Thanks Mike! I still have my student rating. Hoping to complete it now that my son is out of college.
You didn't mention that big T handle just below the heater controls. If it is what I think it is, you need to have the safety pin installed when not in flight.
It is a very nice panel indeed.
Correct, its for the parachute.. and the safety pin needs to be installed when on the ground.
I am old school! Trained in C150 with old time avionics! Please do a video on how to use the garmin! Thank you!
A very impressive setup for your plane.
Mike, you tell us that you color code the switches on the left side of the panel - in front of you, because you can't read how the switches are placarded (titled). In turn, can you read how the circuit breakers on the right side of the panel are placarded? If you need to pull a breaker on the right side of the panel, can you read its title?
Good idea on color labeling switches
The G5 have a backup battery that can last 4 hours not 45 minutes. That goes both on the certified and non-certified models.
This instrument panel is so cool!
& Thats "What money can do for you" .
Would be cool to have a same type video but for your Garmin system. Options and fonctions. Anywaus always great to see your videos !
This is a great tool to get familiar with the instruments, Can up explain more on “How to pitch tune the propeller” when your up in the air...
I didn't see an Aitificial Horizon ( steam gauge) they don't weigh much so you could add one if you wanted to!! This for back up in case you got struck by lightning and all your "stuff" got Fried!!!.. Great looking panel.. Thanks for taking time out in your busy schedule to explain your aircraft!!! 🐦...
He has standby attitude G5 so he's covered.
Great looking panel and set up sensibly!! Great job!!
Dang dude this is soooo sick
It’s super rad dude.
that is one great set up you have Mike..it would be hard to get lost with that..lol
Nice flightpanel. Great tour of it. 👍
Hey Mike, great video and great panel! Do you ever miss having a fisical audio panel or is controlling its function through the G3X screen fine enough?
Great panel. Way beyond my price range :-)
Where’s some night flying ? That would be nice to ride with u see some nice night lights
I would have added some key analogue instruments as backup instead of a second electronic backup. Key analogue backups simply never ever fail (Altimeter, Airspeed Indicator, Heading Indicator, Attitude Indicator, Turn Coordinator, and Vertical Speed Indicator). I know it might not look as cool but I trust them as backups any day.
Thank you very much for this video
I will buy an RV-10.
Where did you buy your throttle control quadrant?
I love your channel!
Please advise,
Blessings!
Throttle quadrant came with the kit
Hey Mike - Impressive setup dude 🇿🇦
Love this, great content.
Sweet plane.
Great episode Mike 👍🏾
Mike: I assume with this panel and all the redundancy, you no longer need a Foreflight type app. Do you get as much info (and probably a lot more) than Foreflight with this setup? You and Midwest hit it out of the park with this setup.
Hi John I still use ForeFlight for proper flight planning. Beauty is once I’m ready to go, I shoot my flight plan directly in the G3X via Bluetooth.
Great setup! nice overview.
Hello my brother, first and foremost, I just want to thank you and let you know that I truly enjoy your content. Ive been following you for quite a while. I was wondering if you’ve ever thought about including your aircraft in the pay ware scheme of aircraft additions to MS2020 flight sim? I’m hoping one day I can fly your exact aircraft. I’m not sure how you would go about doing that but if you ever venture in that direction, I will be your first customer in purchasing the aircraft. Again, thank you for all you do. Greatly appreciated.
I’ll look into it
Very interesting and informative. Thank you
Hi Mike, thanks for the videos, I enjoy watching them. I have a question for you about the Service Bulletins for your TSI and how as a owner of a TSI you are dealing with them? It would be good to understand what SB's you have to address and how well Sling supports and informs owners of SB's? Considering AD's are not produced for Experimental Aircraft, it puts a much greater importance on Manufactures SB's and the owner community as well.
Beautiful airplane. How does ground power work? Do you simply plug the whole airplane into an external power source?
Good overview.
It would be very instructive to see how an ILS and an RNAV approach play out on the Garmin system.
What are your personal parameters for parachute deployment? What is the procedure? Were you specifically trained on this particular procedure (hands on simulation)?
Mike,I've been watching your channel for a while. Love the content and the information. How does your Sling TSI, compare to the CirrusSR20/22 and the Cessna TTX. I don't have any flying experience, but if i had to have a plane it might be the sr20/22. What is the useful load in your plane. I may have missed it among your videos.
You actually don't tell us for each switch when you would have it on and when you would have it off -- at least in most cases, notably the lane switches. In some of those cases, why would you ever want to turn them off? Kind of frustrating, because I really wanted to know how those switches are used.
Sor, did you also install a compressor for your air-con? How does it affect the power of your aircraft's engine?
What’s the use of the GTN 650? Doesn’t the G3X have a GPS function? (Assuming you have the antennas)
Avi 8 watch 👌🏽
LOVE THIS.
nice
I like that colour markings of the switches. Can you pls provide link where I can buy that or what is the name fot that ?
I bought these on Aliexpress www.aliexpress.com/item/4001271845464.html
How about the giant red T handle dead center at the bottom of the panel?
Mike does your Sling have a LIDAR installed? I've noticed an audible tone which emits as you near touchdown, with increasing frequency the closer you get to the runway.
The G3X supports an angle of attack sensor. You hear it indicating that the wing is nearing a stall during the landing flare.
It uses a second port in the pitot probe set at an angle. A comparison of the two pitot pressures is used to calculate the AoA.
Lane A and B are for both ECU's to run the engine. And not for the avionics. Thats rubbish. Those are power through a separate alternator and master switch. Stick to the facts.
Your master switch does not power the engine.
Priming the battery? Thats again electrical nonsense.
I assume he is saying priming, but what is really happening is that he is voltage testing the standby battery and potentially arming it. I am concerned that this is not helpful in understanding primary and secondary circuits and how the backup actually works. This is pretty critical.
Actually, Priming is a popular concept in Battery Maintenance. It's simply a process of reducing the charge to a trickle then applying a load, oftentimes by the use of a capacitor, and repeating that process for a set amount of time. It creates uniformed activity within the cells, helping the cells to function at their maximum capacity. The way he explains things are not accurate, which is why I have been asking him to stay away from technical information.
3:52 (flashing vs steady) Don't you rather have it the other way?
Just curious. Is that $55,000 for just the Garmin equipment and panel/switches/CB's? Or does that include the labor cost also?
Includes labor and setup
@@mojogrip Nice. That is well worth it man. You seem pretty stoked about the whole thing. Thanks for the reply
Wow
Looking for a good CFI in the Atlanta area, any suggestions?
How close are you to the financing project you were working on? I’m dying to build a TSI but I don’t have 300K in home equity (yet) to use a HELOC to finance it.
Working on it Jacob.. stby
@@mojogrip thanks for the reply - once you’ve got a product you’ve got me as a customer. Dying to get into a sling!
Where is your transponder? My understanding is that none of those instruments are able to act as a transponder.
Instrument rating?
What does prime the battery mean?
I can only imagine, the way he described it, is some kind of battery SOC indication. Perhaps the batteries have a voltmeter to check for proper level before the start up>? maybe there is some test load triggered by that switch to indicate like an ammeter reading. But since he did not explain where on the panel that indication was...I am purely guessing how his aircraft is setup..or even what he was trying to explain fully.
I would imagine there must be some kind of batter gauge useful for pre-flight...and also something that shows the charging system is working and the batteries are actually taking a charge. That would be standard 101.
The triple battery setup was interesting. I would have guessed two max. But hey, given the lighter weight of these nextgen agm/li-ion batteries, I would say having three is a very good idea without the space or weight tax.
@@tdmmcl1532 Two primary batteries, and the G5 is being used as a STANDBY source (not "back-up") has its own battery.
@@EJWash57 gotcha TY!
question for Mike: does the rotax 915iS have a heater to prevent carb icing? Like some kind of exhaust gases that flow into the carb or an electrically heated carb jacket to prevent or reduce the incidence of carb icing? I know it's a turbo...But am not familiar with the rotax 915 methods to reduce anti icing....or does the design of the intercooler provide that function? I know the basic design of the intercooler is to allow the turbo heat to be greatly reduced before it gets to combustion, thereby allowing a much better power and performance. But how is anti icing accomplished in this setup. I didn't see any controls on your panel for it. is it controlled by the fadec automatically?
just really curious...because as you are likely aware, even if ambient conditions are ideal and icing on the flight surfaces are likely not to happen there...icing at the carb can happen and that can be just as serious of a problem. Mainly carb icing is related to humidity and not necessarily temperature. Maybe the turbo/intercooler design for this rotax solves this?
last: good call on standard circuit breakers. The VPX is nice, but it's alot of complexity based on what amounts to a single point of failure for every system connected to it. From a simplicity and safety POV, I think this is what makes many experienced pilots (and maintainers) a bit nervous about that technology. I know some people who use it, but then decide to only establish non flight safety critical circuits to it. And when you consider what is left over, the reasons for "needing" it in that kind of setup make the entire thing questionable. Also very expensive up front and also any kind of repairs, testing and maintenance through the life cycle gets expensive too. I think the design has merit...But I also think that systems like the VPX need to mature a bit more and provide some safeguards against failure. In my personal opinion (Avionics) this sort of system would be more useful, practical AND safe ONLY as a monitoring system, NOT as direct control. For instance, in commercial aircraft, almost every system has some system check circuit added into it. So you have standard power, ground, AND signal. (ARINC) On TOP OF THAT, you also have circuits that are exclusive to those primary power and control circuits that allow for monitoring. In this way, you have one segment of the system that provides power and control and the other attached as a layer as a monitoring/testing circuit. It's a great deal more wiring and of course the electro-mechanical devices are designed to allow for this additional sensing and the wiring regime. But it's very useful and it provides a means to test the circuits on the ground and also in flight, without requiring one to use the primary circuits. In the commercial application, it greatly reduces crew fatigue. You go through a series of BITE checks pre-flight, and you can monitor them in flight too...very easy, very dependable. But these are monitoring only. The Crew will still need to actually perform some tasks based on a fault. One particular monitoring and test systems in use is the BITE. (built in test equipment)...From my understanding, the VPX accomplishes this to some extent, but does not implement the same separate test wiring function (it's not true ARINC...I think it's more like CAN BUS as a analog, which draws from the automotive industry.) So, from my perspective until systems like VPX can function more like true BITE systems....I consider it not very robust, and questionable about what you are actually trying to solve versus some of the safety and reliability issues. With the standard Circuit breakers, YOU make the decision tree on what to do in the event of some circuit issue. Relying on automation sounds good, but that is a heck of alot to ask for a system that is doing all of this using the same wiring for power, ground and control/signal. I will have to admit though, having spent thousands of hours troubleshooting and absorbing circuit diagrams and operations and descriptions sections for nearly every single circuit on every type of airbus (and most types of Boeing), I know I probably have an unrealistic expectation for general aviation and experimental aircraft to begin with. But the VPX appears to be marketed as some kind of BITE automation for circuits/systems but the way its actually implemented is questionable. I don't see that nearly as robust as "it could be"....just saying. I think you've made a very wise choice. Not to mention how I am sure you have found using the money saved for vastly more important priorities! :-)
Engine is fuel injected - no carburetor icing. Solid state circuit breakers have been used for years with great success in many, many, different industries and applications. I’ll be putting the VP-X in my TSI without hesitation.
@@chriskroeker1889 ah yes FI...That makes sense. But VPX? Seems like a very costly system for what amounts to rather small gains in cockpit resource management. Just my opinion. May I ask why you would desire to have it? What does it solve for you that standard C/B cannot? honest question...I'm trying to understand what is being solved with it.
@@tdmmcl1532 increased awareness of faults, increases panel space, and adds flexibility to future changes to the airplane, allows for automation. It also simplifies the wiring. It’s like the other features that attracted me on the TSI, including the fadec engine and electric prop. I like moving forward whenever possible. That said, some people like steel bike frames, flip phones, or refusing to use microwaves. Choice is a satisfying sauce.
@@chriskroeker1889 oh no doubt about it...and some people like walking down a busy street playing with "smart phones" into traffic too...so there is that? Or sleeping in the wheel in a perfectly automated tesla at a high rate of speed into the center line.
I get your point..just having some fun...okay? nothing personal...we just differ on some key points...trust me, if I was opposed to "new" technology, I would not have spent the last 30 years of my life involved in it.. And not just with Airbus and Boeing either!
on pure data, what would you estimate the statistics show for critical flight safety issues due to wiring faults, arcing, sensor failure?
On even anecdotal reports, what amount of pilot resource management do you think is "saved" by such a system? Versus the standard C/B....Let's put a number to it. Do you think it saves 10 percent of resource management time and skill? 20? less more? because that's really what we are talking about if we want to be all technical about it. '
or are you just saying...you like new technology because its cool to have?
I can accept that. Obviously, many people chose that without blinking.
also: if you actually believe that SS C/B systems "simplify wiring", I would urge you to actually do a bit of research about what is actually involved. true, you can streaming the wiring systems..but then what does that leave you if the intended promise of these systems are not fully implemented? Spoiler: it's quite a bit of additional wiring...alot!
I'm just expressing my own opinion ....
the only thing I have learned more than anything else about technology in the cockpit is this:
it must be reliable.
it must be completely natural to the other instrumentation/indication in both design, more and ergonomics.
it must be established with lots of data that it is fault tolerant in the most hazard conditions.
it must solve a problem
I'm not convinced this particular technology achieves any of those conditions.
it definitely hits a a few of them and I recognize that...but not all of them.
it probably maybe might achieve that over time....sure..
anecdote:
when the first mobile phones rolled out....those huge bricks..I owned one. It was reliable...it solved a problem...there wasn't much reliable data showing it to be fault tolerant....and the design and ergo was nothing like any of the controls of the crew cab I was driving in the deepest swamps of board roads into oil fields across the south....
BUT ..it was the only thing available that COULD solve the communication problem. This gave my business a huge advantage over the competition. It certainly was not safe to drive and operate....that was clear after a few near misses.
but then again, I could always pull over and deal with problems..
you get my drift?
simple wins ever single time in a critical flight event.
every single time.
the decisions we make when building these systems are the ones we have to live with at altitude...
What is your airplane models ?
How does the go around button work?
A go around button is a function that mostly deals with the autopilot and a glass cockpit. If you are flying an approach in instrument conditions and you can't see the runway at the missed approach point or decision height you are supposed to disengage the autopilot (if you haven't already), hit the go around button, match your miniature airplane on your AHRS to the pink flight director wings, then reengage the auto pilot. This will put you into a nose up attitude and wings level while initiating a go around while you activate the missed approach procedure on your GPS and your autopilot. You will not see this on traditional avionics because they do not have a flight director able to be displayed. A flight director is a visual guide given by the glass AHRS on what your given pitch and bank should be to get to your desired course. i.e. if you had it plugged into your GPS that you wanted to cruise 2000 higher than you were and divert to an airport off to your right, the flight director would show that you would need to pitch up and bank to the right (22 degrees is the max bank it will ever recommend) in order to intercept that course.
This button tells the GTN650 to activate the missed approach procedure (if an approach is selected and active), and will also command the autopilot to fly the missed approach, which usually involves a climb to a set altitude and a location fix. Throttle must be manually rolled forward, which is why this button is located near (or even sometimes on) the throttle.
Great looking plane! Congrats! If you ever want to see my RV give me a shout on IG @ RV8Ater. One question... is there a flow to the colored switches? I know you discussed them but is there a reason some are green, blue etc?
There is. Yellow for lights illumination etc. green for major switches, lane master etc