William Munney

I have the Garmin GI275 installed as a backup attitude indicator. It also drives the new GFC500 Autopilot or I would have installed the G5. The Gi275 is a beautiful instrument but it’s crowded. I wish it had a bigger display and that it was a square/ rectangle display. The 60-90 min battery is MORE than enough time to get on the ground with a PFD or electrical failure. Thankfully, the TKS Ovations have TWO alternators and ,of course, TWO batteries so total electrical failure is a remote possibility. Avionics shops are currently out their minds with install prices. My quotes from around the nation varied by +/- 10K for and AP/ GI275 install.

All good ideas. I thought the remote transponder and audio was fantastic until a few days ago. I didn’t get to fully explore what was available for coms with the frozen screen because I quickly tried everything on the screen……(No OFF button on the unit)…..and the pulled the CB and reset. I did 3 different approaches that day to different airports so lots of comm changes, flight plan changes, VNAV profiles etc. No problems through the rest of a busy day that gave it a real workout.. I was VFR practicing multiple instrument approaches with a new GFC-500. IFR would be a bigger deal. The GPS was still working in there, I had a magenta line and a GPS roll mode but I was unable to do anything on the touchscreen. That’s flight plan, Com 1, Nav1, Audio Panel, Transponder. Next time in there, i will pull the CB on the ground and see if it auto-fails to comm 2….which would be nice. If not, I will have to look into seeing how that can be done. I always have the handheld radio and a bunch of batteries.

All: Anyone with experience or hear a tale of the Garmin GTN 750 freezing in flight? We were VFR. Tried to switch frequencies and the touch screen was completely un-responsive. So, Com 1, Nav 1, Audio panel and transponder……Kaput! Tried everything on the touchscreen. Even HOME. Nothing. Pulled the CB for Nav1/ Audio. Reset it. No problems the remainder of the day.

The users manual for the GFC 500 gives you all the information but not the actual method of operation. It’s all in there somewhere but not obvious in some places. One way to look at it is that the selections on the GFC500 for Roll/ AP mode/ Pitch are what you would like the autopilot and FD to do. The FMA’s and the FD are telling you what the AP will actually do NOW and in the future (Alt Armed, VNAV armed etc). The Flight Mode Annunciators and FD are the key to understanding the autopilot. This will probably be new for first time users of this autopilot. It operates more closely to what you would find in a Boeing than what you would find in past GA autopilots. In general, don’t use the FD if you are not using the AP. It’s added work to make the FD do what you are currently doing with your hand flying. And, its dangerous to develop habits that ignore the FD. There are plenty of times I do not use the AP. I like hand flying. Your choice. But, it’s going to be hard to beat this AP/FD on an instrument approach. The only time I use “mixed automation” (AP=off and FD=ON) is on instrument approaches when i am hand flying. In that situation its nice to have to autopilot chiming in saying “this is what i would do” through the FD commands. General recommended AP use: On Takeoff: Select the FD on and push TO/GA to give the FD pre-programmed roll and pitch commands. At a safe height: Select a roll mode (NAV/ HDG) and verify with the FMA. Then, select a Pitch Mode: (PIT/ VS/ IAS) and verify with the FMA. The FD should now be pretty close to your actual pitch and roll. Now, select AP and verify with the FMA. Summary: The FMA’s and the FD position are the windows to the soul of the AP.

Thank you. I like it as well. It was done that way when i bought the airplane and that was my first impression as well. However, when the G500 TXi is in multi-function mode, as seen here, the PFD is centered on the yoke. Most the time I am in multi-function mode looking at the moving map or weather or expanded engine instruments or the flight plan or approach charts etc… When expanded you don’t notice anything. It’s a clean, brand new interior and panel. The transponder and audio panel are remote and controlled through the GTN750. The GI275 is bright and packed with information. I honestly wish it was just a bit larger. The GFC500 is a giant leap ahead of the the King KFC150 which I replaced. The Flight Mode Annunciators (scoreboard) on the PFD and GI275 along with VNAV and ESP make it a true pro autopilot.

First, Don and Paul are fantastic to deal with. I like them both very much personally. I’m just going to say that the airplane was there more than enough time to anccomplish the work and that there were some surprising things left undone and done incorrectly. They are making it right. Still, highly recommend.

Call Jason Doescher at Jed-Aire Aviation in Benson, Minnesota. (KBBB). So what, you fly a little, stay overnight in the little town there and you are out in 2 days with a fairly priced annual and decades of experience with Mooney. He is currently doing my annual and fixing some things that were all screwed up from my visit to Don Maxwell Flying Service in Texas. No question. The best in the Midwest.

So far, so good on mine. Anytime you are in turbulence the AP will chase VS or IAS climb modes. Better off turning it off and holding a pitch attitude and accepting changes in IAS or VS.

G500 TXi PFD, GI275 Backup attitude (drives the GFC500 AP), and the GFC500. A GTN 750 and GNS530 WAAS do all the navigating. It all plays together nicely. Love the Flight mode annunciators on the PFD and the GI 275. I was on the fence about the installation but the GFC is much superior to my old KFC150.

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.