William Munney

I’m at Anoka County. Ovation. Airplane is in Texas until March getting tanks sealed and a new auto pilot. Let me know. Weather in the Cities has been terrible lately.

So, to clarify, this is accepted wisdom IF you are using an AP/ FD system. You are certainly not required to use it. And, there are many times I do not.

Ok. Thank you.

All: I am currently having a Garmin GFC autopilot and servos and an GI 275 installed in our Ovation. I will be selling the fully functional King KFC 150 autopilot, the Servos, and the L3 backup attitude indicator. What’s a fair price for these? Thank you.

The correct use of the AP and FD is actually a pretty large discussion. I will throw my two cents in and pass on what i have been taught and teach whenever I am asked. I use these techniques all the time as do thousands of airline and corporate pilots everywhere. They also transfer nicely to GA airplanes with AP/FD systems installed as many Mooney’s are. To begin, the airlines and the military have been using FD’s forever. It is a separate system from the autopilot and one more thing that has to be learned and managed if you are to use it correctly. However, with the introduction of relatively affordable and advanced avionics that incorporate things like FD’s and autopilots with VNAV into general aviation, discussion about when and how to use the autopilot (AP) and the FD in general aviation are good to have. Using the AP or FD without thoroughly understanding them may be more dangerous than hand flying in low IFR conditions. Over the years some techniques and procedures have been adopted. For the moment, I have to back up a bit and introduce “levels” of automation first (As it applies to GA): Level 4: AP and FD ON—NAV + VNAV (Your GPS Navigator is totally in charge of the flight path laterally and vertically) Level 3: AP and FD ON—NAV + VS or IAS (GPS Navigator commands lateral Navigation/ You input commands to modify the vertical path) Level 2: Hand flying with the FD ON (Used for Takeoff, Hand flown go arounds, visual approaches backed up by ILS) Level 1: Hand Flying with No FD. (Raw Data) Companies like Boeing, for example, which have done a fair amount of research with automation, always advocate for the highest level of automation while fully understanding that there are times when lower levels may be needed depending on the pilots needs and those of ATC. Except for those conditions listed in Level 2 automation, they also recommend turning OFF the FD whenever the AP is off. If you choose to use the FD, you should learn to manage it and follow the directions of the command bars. Using the FD and flying contrary to its commands, or “looking through” it is highly discouraged. Why? Eventually you will learn to trust and like using the command bars and they will lead you astray one day if the pilot and the FD’s are in different modes. Once you learn to use and trust the FD on a low vis ILS or GPS approach, there is no going back. BUT, lets say you are hand flying a GPS approach to minimums and you have selected NAV or HDG and VS instead of approach for your FD guidance. You may find yourself off the desired lateral and vertical path and even in a controlled flight into terrain scenario. This very thing has caused terrible accidents in the airline/ corporate world. As i said at the top of the post, the flight director is a great tool. Especially for the single pilot in IFR. But, only if it is understood and used correctly. As far as takeoffs and go-arounds, there are MANY automation techniques that you CAN use but only one that makes any sense to me: (Assuming you have a TO/GA (takeoff/go-around) switch installed in the airplane). It is also the one that has become common practice. For any normal takeoff, IFR or VFR, the objective, while you are close to the ground, is wings level and a pitch attitude that takes you safely AWAY from the ground. By using the TO/GA switch as you apply takeoff power…..this is the very guidance you will receive from the flight director. That is, wings level and a safe pitch attitude for climb. You CAN preselect a heading if you have received one from ATC but I would NEVER select HDG mode on the ground. Why? Your flight director will command the turn on the ground before you even become airborne putting you in a situation early in an IFR climb (clouds) where you want to climb BEFORE you turn and the FD is commanding the turn NOW. You can follow the FD and start your turn at two feet above the runway OR IGNORE the FD as you climb. Neither of those is a good option. The better option from the automation standpoint is the following: SELECT TO/GA as you set takeoff power. (Roll and Pitch modes are TO/ TO………wings level, pitch to safely climb) Climb 500-1000’ above field elevation………SELECT ROLL MODE, (HDG or NAV) Verify FMA’s and performance SELECT PITCH MODE (IAS or VS)……..Verify FMA’s and performance SELECT AP ON……no lower than the minimum engagement height. (You should be in sync with FD by this point) ON Go-Around: SELECT TO/GA as you set go-around power…..follow the FD to a safe altitude……OR leave the AP ON. SELECT ROLL MODE (probably NAV) SELECT PITCH MODE (probably IAS) SELECT AP ON (if not already engaged) On the Takeoff or Go Around ATC does NOT expect you to turn or navigate before you have reached a SAFE altitude. What is safe? 500-1000’ AFE. Pre-selecting FD/AP modes other than TO/GA on the ground is not recommended…..by anyone. Hope this helps..long post.

My install is not complete as of today so I have only read a generic GFC 500 POH supplement. The pitch attitude for TO/GA is configured during the installation for make and model. I don’t know if the lawyers will allow the install techs to change this for user preference. But, i do know that this is supposed to be a “TO/GA” button. (Takeoff/Go-around). All modern flight decks incorporate a version of TO/GA. It is designed to get you to away from the ground to a safe altitude before you engage the autopilot. Same principle on the go-around. Pitch and roll modes are NOT selected until after the minimum safe altitude. You are not prohibited from pitching less/ more than the command bars as the situation or personal preference dictates. The FD command bars shows you what the AP will do if engaged and also provide a target reference when you are hand flying IF you want them, NEVER become a slave to the FD command bars. I have flown with people that would turn the airplane upside down and pull if that’s what the FD bars commanded. The sequence of events should be: TO/GA button selected at the start of the takeoff roll; fly wings level and a pre-programmed pitch to the minimum AP engagement height; select AP ON; select a ROLL mode and verify the FMA’s and performance; select a PITCH mode and verify FMA’s and performance. Doing the above also makes every takeoff the same from an automation point of view and every go-around identical to a takeoff…… but initiated at minimums instead of at the runway. Selecting other roll and pitch modes on the ground is unnecessarily complicated and could be dangerous. No airline I have ever worked at recommends this. Takeoffs during low IFR conditions are busy. IF you are going to use the automation it’s best to keep it simple near the ground. (TO/GA). As for pre-selecting modes other than TO/GA for take off because you feel overloaded otherwise………AVIATE, NAVIGATE, COMMUNICATE……in that order. And, slow down. ATC only pushes you as fast as you will let them. The rest of the “pressure” is self-imposed. Merry Christmas all.

As an update to this thread, I chose to have the GFC500 autopilot installed in the Ovation instead of having it painted. The install also includes a GI 275 backup attitude indicator which, I believe, actually drives the autopilot. It should be done in February sometime along with the complete fuel tanks reseal. It will replace the current King KFC150 autopilot/ servos and the L3 backup attitude indicator which will be for sale. I view it as an important safety upgrade and it will completely integrate with the G500 TXi PFD and the GTN 750 navigator. Pictures and a post when I pick it up. Thanks all. PS. Lance….having all the work done in Texas! I’ll send a note when it’s time to pick it up. KGGG

I know it’s an old thread but still a very good video. And, the GFC 500 isn’t going anywhere. In fact, I am having one installed next month in the Ovation. A few things from some experience with auto flight systems: If you have the TO/GA button (Pronounced “toe-guh”) you should use it for takeoff in (TO/TO) to a safe altitude before you select your roll and pitch modes. Especially during a low visibility takeoff. What is safe? Probably 500-1000’ above the airport. ATC understands this. You activate the TO/GA button as you apply takeoff power. You are essentially commanding wings level and a pre programmed pitch attitude to the safe altitude before selecting your roll and pitch modes. On the go-around the sequence is to press the TO/GA button as you add go-around power commanding the autopilot roll and pitch modes to GA/GA (wings level and a pre-programmed pitch attitude)…..at positive rate, select gear up……then cleanup the aircraft. At a safe altitude, select GPS sequencing and then select your desired roll and pitch modes. You do not want to be goofing around with autopilot modes close to the ground. Select TO or GA as needed and fly the command bars to a safe altitude before selecting other modes. VNAV makes life great if you know how to use it. Practice VFR first. Also, VNAV on the GFC500 only works to the FAF. Use APPCH for approaches with vertical guidance: LPV, LP+V, LNAV/VNAV, LNAV+V, ILS. I think the visual approach’s in the GTN works too. Use NAV for approaches with no vertical guidance. When you are “cleared for the approach”, you can select APPCH (for approaches with vertical guidance). This arms the approach to become active when parameters are met. Be VERY careful NOT to select APPCH for an ILS unless you are within the service volumes for the localizer and glideslope. False localizers and glideslopes are possible. Every time you select an altitude, or a roll or pitch mode on the GFC 507 autopilot control head, you MUST verify your selection on the FMA’s (Flight Mode Annunciators…..or, the “scoreboard”) because THAT is what the autopilot will fly. DO IT EVERY TIME. More than a few aircraft have been lost because of autopilot mode confusion. If the autopilot is doing something you don’t understand turn it off and fly the airplane. There are NO EXCEPTIONS to this rule. DO NOT just push buttons and watch the autopilot to see what it will do. Know what modes you are in and what modes are armed and anticipate the changes to the FMA’s before they happen so you can anticipate what the autopilot should be doing before it does it. You will then know immediately if it’s not doing what it’s supposed to be doing. Finally, flying airplanes on automation is a separate and important skill from hand flying airplanes. It requires a lot of study and practice as your job is now translating ATC instructions into commands that the autopilot understands. Ultimately, you should be able to engage the automation a few hundred feet after takeoff, fly to your destination on automation and disengage it a few hundred feet from landing. After you can do this, use it at your discretion. Autopilots can be a powerful safety tool or another very real danger in the cockpit depending on the user. Hope this helps someone.

I use a 30 lb dumbbell or two in the baggage compartment. It makes a difference.

Anyone know where I can source an alternate air cable for a 1996 Ovation? My Alt Air lever is very stiff….feels like the cable is kinked or catching on something?

Imron. Made a note. Thanks.

Great advice.

I can and so you must be correct!

It probably is then. G500 TXI through a GAD 43E. Could be two squirrels on a spinning wheel for all I know.

Does anyone know where i can source the cable for the Alternate Air Lever for a 1996 Ovation? Mine is getting very stiff and feels like there is a kink inside it or something.