Avionics News September 2017 - 19
PROOF IN THE COCKPIT:
A SMOOTH-FLYING GFC 500
Avionics News accepted Garmin's invitation to fly a
Cessna 172 Skyhawk used to certificate the GFC 500
package, and it was, in a few words, an eye opener.
Thanks to an invitation to fly the GFC 500 system coupled
with two G5 electronic flight instruments, we spent
an hour flying over south-central Kansas sampling its
capabilities.
Even with an hour in the Cessna 172 Skyhawk Garmin
used to STC the GFC 500, we lacked the time to sample
every feature of the system. But from the sampling we
flew, the package - available for less than $10,000, plus
installation - far exceeds the standards for flight-control
systems in its price range; at least for certificated aircraft.
After departing Runway 17 at Lloyd Stearman Field
Airport, about 15 miles northeast of Wichita, we took up a
heading to get clear of the traffic using four other nearby
airports, and started the demo with Garmin's Jessica Koss.
With the Skyhawk established in a climb, we set
heading mode to hold our course and armed the autopilot
to hold a climb rate until capturing and leveling off at an
altitude of 3,500 msl. The changes in pitch were barely
discernible as the GFC 500 pitched us to level - and then
prompted us to trim for the altitude we selected.
Using the heading bug control in the GFC 500's control
head, we could see the bug change position on the G5
serving as the DG as the flight-control system produced
smooth, precise turns to the new heading - with no
altitude deviations. Pilots may use either method to
change the heading bug - the one on the G5 DG or the bug
controller in the panel-mounted control head.
Controlled descents worked as smoothly as ascents,
with the altitude capture gradual enough to almost miss
seeing it happen. Again, a trim-prompt message on the G5
PFD helps us trim for the altitude captured.
For aircraft with the capabilities to use autotrim, the
GFC 500 (and GFC 600) can be coupled to the autopilot for
automatic altitude capture and pitch-trim to neutral.
As noted previously, both the GFC 500 and GFC 600 can
fly all manner of coupled approaches - providing, that
is, that an approved navigator is connected to the flightcontrol system.
To sample today's most-populous approach option -
the lateral precision with vertical guidance approach,
or LPV, we called up the LPV approach to Runway 15
at nearby El Dorado Airport, about 15 miles from Lloyd
Stearman Field in Benton, Kansas.
Koss entered the approach from the list of the
Garmin GTN 750 all-in-one navigator/communicator
in the Skyhawk's panel, armed the GFC 500, and the
Skyhawk smoothly banked east toward the initial
approach fix, GOPHR from where we intercepted the
arrival, an intersection labeled INDIC.
Intercepting turns happened smoothly, at our
set altitude of 3,100 msl, and the GFC 500 banked
precisely to hit GOPHR on the money. Once the
GFC 500 started our descent, we only managed the
throttle, then flaps, as El Dorado Airport's Runway
15 grew ever larger in the windshield - right on the
glideslope and runway centerline.
At about 1,650 msl, we broke off the approach.
In an aircraft where the go-around button is
pressed, the flight director/autopilot will pitch up to
an appropriate climb attitude for go-around.
The return to Stearman Field gave us a chance to
play more with heading-bug changes and program a
course back to intercept final approach to Stearman's
Runway 17 - chores the GFC 500 handled as smoothly
and accurately as one should ever expect.
And the flight control system did its job on a hot,
dry day with ample bumps in the atmosphere thanks
to the near-100-degree temperatures. It left me
convinced that the GFC 500 offers more for the money
than most other options in the price range.
Plus, if an operator already uses the G5, the GFC 500
comes in under $7,000 - plus install. Or the operator
can opt to go big with the G5/GFC 500 package to give
the plane a dual G5 panel.
Throw in the G5's four-hour standby battery life and
any pilot who adopts this package will enjoy a degree
of redundancy beyond most piston singles flying
today.
The line forms to the right. q
avionics news
*
september
2017
19
Table of Contents for the Digital Edition of Avionics News September 2017
No label
Avionics News September 2017 - Intro
Avionics News September 2017 - No label
Avionics News September 2017 - Cover2
Avionics News September 2017 - 1
Avionics News September 2017 - 2
Avionics News September 2017 - 3
Avionics News September 2017 - 4
Avionics News September 2017 - 5
Avionics News September 2017 - 6
Avionics News September 2017 - 7
Avionics News September 2017 - 8
Avionics News September 2017 - 9
Avionics News September 2017 - 10
Avionics News September 2017 - 11
Avionics News September 2017 - 12
Avionics News September 2017 - 13
Avionics News September 2017 - 14
Avionics News September 2017 - 15
Avionics News September 2017 - 16
Avionics News September 2017 - 17
Avionics News September 2017 - 18
Avionics News September 2017 - 19
Avionics News September 2017 - 20
Avionics News September 2017 - 21
Avionics News September 2017 - 22
Avionics News September 2017 - 23
Avionics News September 2017 - 24
Avionics News September 2017 - 25
Avionics News September 2017 - 26
Avionics News September 2017 - 27
Avionics News September 2017 - 28
Avionics News September 2017 - 29
Avionics News September 2017 - 30
Avionics News September 2017 - 31
Avionics News September 2017 - 32
Avionics News September 2017 - 33
Avionics News September 2017 - 34
Avionics News September 2017 - 35
Avionics News September 2017 - 36
Avionics News September 2017 - 37
Avionics News September 2017 - 38
Avionics News September 2017 - 39
Avionics News September 2017 - 40
Avionics News September 2017 - 41
Avionics News September 2017 - 42
Avionics News September 2017 - 43
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Avionics News September 2017 - 45
Avionics News September 2017 - 46
Avionics News September 2017 - 47
Avionics News September 2017 - 48
Avionics News September 2017 - 49
Avionics News September 2017 - 50
Avionics News September 2017 - 51
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Avionics News September 2017 - 53
Avionics News September 2017 - 54
Avionics News September 2017 - 55
Avionics News September 2017 - 56
Avionics News September 2017 - 57
Avionics News September 2017 - 58
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Avionics News September 2017 - 60
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Avionics News September 2017 - 63
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Avionics News September 2017 - 67
Avionics News September 2017 - 68
Avionics News September 2017 - 69
Avionics News September 2017 - 70
Avionics News September 2017 - 71
Avionics News September 2017 - 72
Avionics News September 2017 - Cover3
Avionics News September 2017 - Cover4
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