Page 19 - TNTMay18

the Twin & Turbine fleet, there is no “under-speed protection.” A few will automatically disengage the autopilot if the stall horn sounds; on the others there is no disengagement at all. In these autopilots it will hold back pres- sure in the stall, which almost assured- ly results in a deadly spin. In my opin- ion, this feature is the primary “safety feature” of the GFC 600, and probably makes the GFC 600 worth considering for upgrade even if only for this feature.
Stability Protection
While hand-f lying, I performed Steep Power Turns (the FAA maneuver required on most practical tests) at 45 degrees of bank. As the steep bank is sensed (even if the autopilot is OFF), the roll actuator applies pressure or “nudges” the controls back to a more level attitude. It’s not over-bearing, and the force can be overridden. But, it is a nice feature that could help a pilot avoid an unusual attitude. For those who have driven late-model cars with “lane protection,” it’s similar.
The Blue Button
This feature works well. In just about any regime of flight, the blue “level” button can be pushed, and the autopilot automatically engages and rolls the air- plane to wings-level and pitches to hold altitude.
To be completely forthright, I’m lukewarm about this feature because I think it gives a pilot the illusion that the autopilot can “save the day” in any situation, and that is simply not accu- rate. If the airplane truly does enter into a “loss of control” situation, the pi- lot needs to fly the airplane, not trust the Blue Button to save the airplane. But, there are situations where the Blue Button could help (such as a non- pilot passenger taking command of the airplane with an unresponsive pilot), and I’m glad to have it available.
Certification Forthcoming?
At press time, Garmin has yet to an- nounce exact dates to start the certifi- cation program for the list of targeted aircraft, although several are planned to begin it in the next 12 months. When it becomes available, should you con- sider upgrading? Answer: Yes! For any airplane without IAS Mode or any air- plane that only has pitch-attitude mode for climb, the GFC 600 upgrade will be a no-brainer. Aside from all of the safe- ty features (which are each in itself a
Integrated “smart” servos incorporate digitally controlled speed and torque limits on these inputs allow faster, crisper and more powerful response. The servos incorporate brushless DC motors and a gear train that eliminate the need for a mechanical slip clutch. The servos also provide virtually no control system friction with the autopilot turned off, decoupling the motor drives so you can hand- y with ease.
consideration. If that “Garmin pan- el” has the latest and greatest GTN’s (G750/G650) and a great display (G500/ G500TXI), the GFC 600 upgrade will “complete” the panel to a best-of-breed variant that makes real sense. If your panel is a “Garmin panel,” but has older Garmin equipment (G530/G430) and a vacuum-driven attitude indicator, the decision will be much harder to make. I’d probably only upgrade to a GFC 600 if the rest of the panel were to also re- ceive an upgrade, which will increase the scope of work (and cost).
Already av•ailable in a few Twin & Turbine aircraft, I suspect the GFC 600 will be available in many more in the next year. When it does, I’ll be one of the first to get in line. It’s going to be a game-changer! T&T
Joe Casey is an FAA-DPE and an ATP, CFI, CFII (A/H), MEI, CFIG, CFIH, as well as a U.S. Army UH- 60 standardization instructor/exam- iner. An MMOPA Board member, he has been a PA46 instructor for 16-plus years and has accumulated 12,000-plus hours of f light time, 5,500 of which has been in the PA46. Contact Joe at: www.flycasey.com, by email at joe@flycasey.com, or by phone at 903.721.9549.
good reason to upgrade), the GFC 600 is quite simply a far superior autopilot. In fact, I think the GFC 600 will resurrect some aircraft that have lagged in the marketplace due to older avionics and allow them to trade at levels that will be much more representative of their true value.
For the pilot of an aircraft that al- ready has a recent “Garmin panel,” I also think an upgrade is worthy of
May 2018
TWIN & TURBINE • 17
With the autopilot engaged, GFC 600 also provides overspeed and underspeed protection. In a high airspeed situation — for example, if you’re descending and your aircraft is approaching VNE or VMO — the system will increase the aircraft’s pitch attitude, preventing a further increase in airspeed and potential structural damage. Likewise, at the other end of the speed spectrum, GFC 600 provides underspeed (stall) protection. For example, in the event the pilot does not immediately advance the throttle to full power, with the autopilot engaged while ying a missed approach sequence, the autopilot will help prevent an aircraft stall by reducing pitch attitude and provide the pilot with an “airspeed, airspeed” audible alert.