According to Garmin, the GFC 600 can reduce pilot workload by offering new operational capabilities such as vertical navigation, automatic course deviation indicator (CDI) switching—when paired with a GTN Series navigator—plus enhanced go-around capabilities, including missed approach sequencing.

The autopilot controller incorporates backlit keys and a display that can be read in sunlight. A built-in control wheel allows the pilot to adjust aircraft pitch, airspeed, and vertical speed modes.

“When the level button is selected, the aircraft automatically returns to straight-and-level flight,” according to Garmin. “Environmentally hardened autopilot servos designed for harsh operating conditions contain brushless DC motors offering improved performance and reducing maintenance requirements when compared to decades-old servo designs on the market today. In addition, these servos offer more torque to help pilots better respond to demands required of turbine aircraft.”

The GFC 600 can be integrated with the G600 and G600 TXi flight displays, and the GI 275 electronic flight instrument, as well as the GTN and GTN Xi series of navigators. The GFC 600 offers altitude preselect and indicated airspeed hold mode, along with the ability to select, couple, and fly various instrument approaches, including GPS, ILS, VOR, LOC, and back-course approaches.

Safety Features

As a standard feature, pilots receive Garmin’s electronic stability and protection (ESP) with the GFC 600 digital autopilot. Garmin ESP functions independently of the autopilot and helps pilots avoid inadvertent flight attitudes or bank angles and provides airspeed protection while the pilot is hand flying the aircraft.

There is also a “level mode” button, which automatically engages the autopilot to restore the aircraft to straight-and-level flight. This comes in addition to underspeed and overspeed protection and emergency descent mode that, in the event an aircraft loses cabin pressurization, is capable of automatically descending the aircraft to a preset altitude without pilot intervention to help avert hypoxic situations.

The GFC 600 digital autopilot for the Beechcraft King Air F90 will be available in early September through select Garmin authorized dealers.

The post Garmin Receives STC for Beechcraft King Air Autopilot appeared first on FLYING Magazine.

The GFC 600 is designed for piston singles and twins, and turbine models with a broad range of performance. Garmin said the high-performance unit is more reliable and offers more features than many other autopilots.

• READ MORE: Lessons Learned From Flying the Mail

In addition to familiar functions, such as altitude hold, vertical speed, and heading modes, the GFC 600 also includes altitude pre-select, indicated airspeed hold mode, underspeed and overspeed protection, vertical navigation, a dedicated LVL button to automatically engage the autopilot to restore straight and level flight, and more. The GFC 600, when accompanied by certain additional avionics, can give older aircraft many features associated with new models.

The company also said its Smart Rudder Bias (SRB) system is now certified for PA-31-350s equipped with the GFC 600 autopilot. SRB is meant to aid pilots of twin-engine aircraft when one of the engines fails.

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The system monitors the engines and adjusts rudder force to help the pilot control a sideslip when it detects a predetermined power differential. A yellow annunciator for the inoperative engine is displayed to assist the pilot in identifying the failure.

The GFC 600 digital autopilot for the PA-31-350 is available now through select Garmin authorized dealers. The company continues to add aircraft models to its STC list, which also includes certifications expected to take effect in the next 12 months.

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The GFC 600 autopilot, similar to the GFC 700, is used in high-performance single and multiengine aircraft, and in jet aircraft. Its basic features include altitude hold, vertical speed, and heading modes, and “the GFC 600 also includes altitude preselect, VNAV1, Level Mode, underspeed and overspeed protection and more,” according to the company.

“Pilots can also select, couple and fly various instrument approaches, including GPS, ILS, VOR, LOC and back course approaches when paired with a compatible GPS navigator,” Garmin said.

• READ MORE: Garmin’s GFC 600 Autopilot Approved in Select King Air C90 and E90 Aircraft

The GPS’s features can help pilots with missed approaches, a straight and level autopilot function available at the touch of a button, and underspeed and overspeed protections to help prevent stalls and exceeding maximum structural speeds. Premium functions include airspeed hold mode and attitude pre-select options.

“As a standard feature, pilots receive Garmin Electronic Stability and Protection (ESP) with the GFC 600 digital autopilot, which works to assist the pilot in maintaining the aircraft in a stable flight condition,” Garmin said in a statement. “ESP functions independently of the autopilot and works in the background to help pilots avoid inadvertent flight attitudes or bank angles and can help provide airspeed protection while the pilot is hand-flying the aircraft.”

The GFC 600 includes six variants, and Garmin says it will continue working to get FAA approval for more aircraft models for the autopilot over the next year.

• READ MORE: Garmin Achieves STC for GFC 600 for Cessna 310R, Pilatus PC-12/47

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According to Garmin, the GFC 500 autopilot performs by integrating Garmin’s GI 275 or G5 electronic flight instruments, which can be a combination of either a standby GI 275 or G5 electronic flight instrument interfaced to a G500 TXi flight display. It can also be used with a Garmin G3X Touch flight display.

The autopilot mode controller uses large dedicated keys and knobs, along with a control wheel that allows for easy adjustment to aircraft pitch, airspeed, and vertical speed. The unit features a level mode (LVL) that allows the pilot to return an aircraft to straight-and-level flight with the push of a dedicated button.

The GFC 500 has traditional autopilot capabilities, such as altitude hold, vertical speed, and heading modes. In addition, the GFC 500 includes altitude preselect, vertical navigation (VNAV), underspeed and overspeed protection, and more. Pilots can also select, couple, and fly various instrument approaches, including GPS, ILS, VOR, LOC, and back-course approaches when paired with a compatible Garmin GPS navigator.

The GFC 500 includes Garmin Electronic Stability and Protection (ESP), which works to assist the pilot in maintaining the aircraft in a stable flight condition. ESP functions independently of the autopilot, working in the background while the pilot hand-flies the aircraft. ESP helps avoid inadvertent unusual attitudes and bank angles by nudging the pilot to return the aircraft back to a safe flight attitude.

In addition, the GFC 500 can be equipped to take advantage of Garmin’s Smart Glide, a safety tool that helps reduce pilot workload by automating certain tasks. In the event of an uncommanded loss of engine power, Smart Glide flies the airplane while the pilot troubleshoots the problem.

• READ MORE: Garmin Gets STC for GFC 500 Autopilot for Older Aircraft

Smart Rudder for Beechcraft Barons

Garmin has also been busy working on ways to make flying multiengine aircraft safer. This week, the company received certification for Smart Rudder Bias and VNAV functionality for the Beechcraft Baron B55 and B55A aircraft that are equipped with the GFC 600 autopilot.

Smart Rudder Bias can now provide pilots of Beechcraft B55 Baron aircraft assistance against the hazardous effects of one-engine inoperative (OEI) flight when the aircraft is appropriately equipped.

The system is designed to continuously monitor engine parameters using engine indication system (EIS) data displayed on a G500 TXi or G600 TXi flight display. When the system detects a predetermined power differential between each engine, Smart Rudder Bias activates, dynamically adjusting to assist the pilot by providing enough force to the rudder to help control a sideslip.

In addition, there is a yellow annunciator for the inoperative engine along with autopilot annunciations on the G500 TXi or G600 TXi flight display, helping the pilot identify which engine is having the issue more quickly.

Smart Rudder Bias requires a G500 TXi or G600 TXi configured as a primary flight display (PFD) with EIS data, which can be shown as a strip on the G500 TXi or G600 TXi, or on a separate dedicated TXi EIS display. Additionally, Smart Rudder Bias requires the yaw axis option be installed on the GFC 600.

• READ MORE: Garmin Achieves STC for GFC 600 for Cessna 310R, Pilatus PC-12/47

Vertical Navigation (VNAV)

Pilots of Beechcraft B55 Baron aircraft with an autopilot paired with a GTN or GTN Xi touchscreen navigator and the G5, GI 275, G500 TXi/G600 TXi or G500/G600 will now have the option to fly a fully-coupled VNAV profile.

Using the navigator, the pilot can easily enter altitude constraints on the flight plan page to set-up a vertical descent profile.

Using VNAV, pilots also experience a near-seamless transition to an arrival and instrument approach as step-down altitudes are automatically populated. When the GFC 600 or GFC 500 autopilot is fully-coupled on a VNAV descent, pilots can experience a smooth and controlled descent, giving them more time to focus on briefing the approach and preparing for landing.

Garmin To Add More STCs

To view the most up-to-date aircraft STC list and certifications that are expected to begin in the next 12-months, or to express interest in a specific aircraft make/model, visit: www.garmin.com/GFC500 or www.garmin.com/GFC600.

For additional information about Smart Rudder Bias visit: www.Garmin.com/SmartRudderBias.

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With the latest software release (v2.12), those aircraft owners who have the GFC 600 installed in their airplanes can couple the digital autopilot to their primary flight display (PFD) and enjoy a more streamlined operation. The update is intended to lower pilot workload and enhance the safety of single-pilot IFR.

The software update gives the pilot the following:

• the ability to select altitude, vertical speed and airspeed on either the PFD or the GFC 600 panel;
• flight director capability for coupled autopilot operation;
• a fully digital interface that eliminates the need for adapter boxes;
• extended runway centerlines on the multifunction display’s moving map;
• selected altitude/airspeed output for Trio autopilots;
• improved auto brightness levels based upon customer feedback.

The GFC 600 software update pricing is $1,995.

No Backup Required

Aspen also promoted the fact that owners upgrading with the Evolution series may also gain the ability to remove traditional instrument systems previously required as a backup to the glass-panel displays. For most Evolution Pro Max PFD or E5 systems, the FAA now allows for the removal of the attitude indicator—and potentially its associated vacuum system—while retaining the turn and bank, altimeter, and airspeed indicators as the needed backups to the PFD.

For owners installing the Evolution 2000 Max or 2500 Max systems, the vacuum-driven instrument(s) can be removed, as well as the turn and bank, altimeter, and airspeed indicator, completely streamlining the panel.

John Uczekaj, Aspen Avionics president and COO, related his assessment of the move, going back to the early days of installing glass panel displays in general aviation airplanes, when the FAA “was not as comfortable” with the idea of relying upon the then-new electronic instruments. “That created a lot of questions by our customers, why that’s necessary,” when the pilot was relying before on a single mechanical instrument—the vacuum driven attitude indicator—that was itself notoriously unreliable. 

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“Over time, the reliability of these displays and the FAA’s march towards safety-enhancing equipment” eased the situation to bring the industry to this point where an electronic EFIS is recognized as the more reliable—and data-rich—choice, he said.

“For our consumer base, it eliminates one of the most unreliable things in their airplanes,” Uczekaj said.

AirVenture Base

At Oshkosh, Aspen Avionics sponsors a base in the North 40 campground, offering an air-conditioned lounge and refreshments for the wide range of its 14,000-plus customers who fly into the show each year. “We’re the most consumer-based company in certified avionics,” said Uczekaj, and the effort at AirVenture keeps the company close to that base.

The post Aspen Avionics Announces Autopilot Compatibility With Evolution Series appeared first on FLYING Magazine.

“We heard from the 310R crowd loud and clear – the feedback was overwhelming and we’re excited to have this certification program completed,” says Jim Alpiser, Garmin’s director of aviation aftermarket sales.

The GFC 600 digital autopilot is intended for piston single and twin-engine airplanes as well as turbine aircraft. It offers traditional autopilot features such heading, vertical speed and altitude hold, along with advanced functions such as altitude preselect and indicated airspeed hold, VNAV capability—when paired with a GTN or GTN Xi series navigator—and a dedicated LVL button that, when engaged, automatically restores the aircraft to level flight with one press. 

The GFC 600 supports the Smart Glide function,  that when paired with the GTN Xi series navigator and Garmin attitude indicator can automate tasks to reduce pilot workload during uncommanded-loss-of-engine-power emergencies, underspeed and overspeed protection, and the ability to select, couple, and fly various instrument approaches, including GPS, ILS, VOR, LOC and back-course approaches when paired with a compatible Garmin GPS navigator. There’s also a yaw dampening (YD) mode to minimize yawing oscillations and help maintain coordinated flight. 

The Electronic Stability and Protection mode functions independently of the autopilot, working in the background when the pilot is hand-flying the aircraft to help avoid inadvertent flight attitudes or bank angles by nudging the pilot to return the aircraft back to a safe flight attitude 

Garmin notes Smart Rudder Bias is also now certified for Cessna 310R aircraft equipped with the GFC 600. This technology helps the pilot maintain aircraft control in the event of an uncommanded loss of engine power on one side by continuously monitoring engine parameters using engine indication system (EIS) data displayed on a G500 TXi or G600 TXi flight display. 

Smart Rudder Bias activates when the system detects a predetermined power differential between each engine and rudder force is dynamically adjusted to help the pilot maintain control. In addition, a yellow annunciator for the associated inoperative engine is conveniently displayed along with autopilot annunciations helping the pilot more quickly identify the issue. 

Garmin also recently announced that expanded engine monitoring capability is now available for certain Pilatus PC-12/45 and PC-12/47 aircraft with the addition of the TXi engine indication system (EIS) display. This upgrade offers PC-12 owners and operators a fully modernized, complete Garmin cockpit retrofit solution that includes the GFC 600 autopilot, G600 TXi primary flight display, GTN Xi navigators, GTX ADS-B transponders and GWX weather radar and more. Additionally, Garmin has also received an STC for the GFC 600 autopilot in Pilatus PC-12/47 aircraft.

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Garmin announced a series of updates in advance of the Aircraft Electronics Association convention in Dallas, Texas, with transponder functionality added to its GI 275 instrument replacement unit, a new TXi engine indicating system for twin turboprops, and the Pllatus PC-12 and Cessna 441 added to the STC list for the GFC 600.

Enhancements to the GI 275 include the STC approval of the option to control transponder settings on the Garmin GTX 345, GTX 345R, or GTX 45R remotely from the instrument—including squawk code, function, IDENT, and flight ID. This provides a neat solution for those operating single pilot with the transponder itself mounted on the right side of the flight deck. A remote-mounted transponder could also utilize this path, to minimize the use of panel space in a tight cockpit.

Other new features on the GI 275 include easier switching between modes using third-party, non-Garmin autopilots, and the ability to drive a GFC 500 autopilot while maintaining capability as a standby attitude indicator when connected with an original G500-series flight display.

The TXi engine indicating system announced on June 22 is available for twin turboprop aircraft, including the Cessna 425, King Air 90 series, and select Pratt & Whitney PT6A-powered Piper Cheyennes. According to Garmin, the TXi features a dedicated 7-inch flight display in portrait mode and replaces aging round dial EIS gauges with a modernized display “to more clearly read engine information and simplify the cockpit. These twin turbine owners and operators can also benefit from an outside air temperature (OAT) indication that can be set to alert the pilot at thresholds determined by the pilot operating handbook (POH), and actions such as turning on pitot heat can clear the alert from the display.” The TXi is already available on the Cessna 208/208B, Daher TBM 700/850, and the Piper PA-46-310SP/350P JetPROP single-engine turboprop and will be ready for installation via the Garmin dealer network in July.

The GFC 600 digital autopilot also received approval for installation and retrofit on Cessna 441 twins. The package is available through certain Garmin dealers in a standard STC kit and a “de-mod” kit—which enables a Cessna 441 that has not had prior Cessna 400/800/1000 autopilot components installed to receive the GFC 600. To look at the latest list of STCs on the GFC 600—and see what models are next in line—visit the company’s page for the model.

The post Garmin Adds Functionality to GI 275, Additional STCs for GFC 600 appeared first on FLYING Magazine.

The FAA last week approved Garmin’s GFC 600 autopilot for retrofit installation in a select group of Beechcraft King Air C90 and E90 aircraft. Garmin said in a news release the GFC 600 digital autopilot is optimized for this class of aircraft and features new operational capabilities such as vertical navigation (VNAV), automatic course deviation indicator (CDI) switching (when paired with a GTN Series navigator), and enhanced go-around capabilities. The GFC 600 integrates with G600 and G600 TXi flight displays, the GI 275 electronic flight instrument, as well as the GTN and GTN Xi series of navigators. “The addition of an optional autopilot annunciator panel displays the selected autopilot mode in the pilot’s primary field of view and retains an identical footprint of third-party autopilot annunciators on the market,” Garmin said.

A standard feature of the GFC 600 is Garmin’s electronic stability and protection (ESP) that works in the background to help pilots avoid inadvertent extreme flight attitudes or bank angles and provide airspeed protection while the pilot is hand-flying the aircraft. “Pilots can fly coupled ‘go-arounds’ during missed approach sequencing,” according to a blog posted on Garmin’s site. “A remotely-installed go-around button commands the flight director to display the appropriate pitch attitude required for the missed approach procedure and activates a loaded missed approach when paired with a GTN 650/750 or GTN 650Xi/750Xi navigator.”

The GFC600 STC is approved for the King Air C90, C90-1, C90A, C90B, C90SE, C90GT, C90GTi, and E90, but does not include aircraft equipped with Garmin G1000/G1000 NXi, or Collins Pro Line integrated flight decks.

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