Great video Chris and also figuring out what happened. I am getting the GFC500 installed in my Mooney in November. I will definitely keep this video in mind when we are discussing locations for the TOGA button.
Chris, your videos are always informative and well analyzed. I believe this event and the way in which you handled it provides one of the most important lessons to all of us in this day and age of highly advanced avionics. That is, that pilots must recognize quickly the importance of sometimes moving DOWN an automation level in order to maintain positive aircraft control. Upon recognizing an unanticipated behavior of the A/P, you had the situational awareness to immediately disengage it and the proficiency to revert to hand flying while you diagnosed the issue. One of the first things I teach my students making the transition to a glass cockpit is exactly what you demonstrated here. While automation has the POTENTIAL to reduce workload, especially operating single-pilot IFR, its use requires careful pilot monitoring, anticipation and proficiency. Well done!
Thank you for your comments @theflightpractitioner7288! You are totally correct. We can get caught up on an unusual event in our advanced avionics. Glad you teach your students to move down a level (or more) in the automation level while sorting out what the problem is and "aviating-navigating-communicating". I am not sure which class of pilots would do that easier: the ones who actually transitioned to a glass cockpit or those who were "born" with a glass cockpit. As a CFII you have a better handle on that. Regards, Chris
Chris, consider moving either the GFC500 or the TOGA button. What happenned once is likely to happen again. Ideally, I like the AP controls up high and right but that space is occupied by the Gear knob. But, you can remove the old navcom and move the radios lower and insert the AP above the GTN navigator.
I'd say reposition the TOGA button right of the Rudder Trim button. You already have a hole in that area. I see later in the flight, your hand was still lurking around the area.
I do use the rudder trim frequently and repositioning the TOGA next to it would make it more vulnerable to being hit inadvertently. Since this is the first time it has happened in more than one year since I installed the GFC500 I believe I just need to retrain myself to stabilize the hand on top of the GFC500 rather than below. That would be the “KISS” method. :) This incident just made me become more aware as to where I place my hand on the panel. And thank you for watching the video with an observant eye!
STC requires it to be close to throttle. That is most important in Go Around mode. Best approach is to stabilize hand with fingers above the GFC500 control unit.
Good video. Chris, are you still pleased with the 275 set up. I have been going back and forth on this potential decision. Do you know if it drives a G3X autopilot? Have you been satisfied with the fuel and engine monitoring? Thanks.
Thank you! Yes, I am vey pleased with the GI275'd. Garmin is continuously improving on the software and organization of the displays so they are more user friendly. A G3X has a larger screen and has the ability to also include engine data and works better on the 10 inch landscape display. Would need a backup ADI either as a G5 or a GI275. May cost a bit more. I am slightly confused about your question re G3X and autopilot. I presume that you are asking if the G3X can drive the GFC500 autopilot. Yes, it can. Regards, Chris
Great video Chris and also figuring out what happened. I am getting the GFC500 installed in my Mooney in November. I will definitely keep this video in mind when we are discussing locations for the TOGA button.
Hi Frank,
Glad you enjoyed the video. You will really like the GFC500!!
Chris, your videos are always informative and well analyzed. I believe this event and the way in which you handled it provides one of the most important lessons to all of us in this day and age of highly advanced avionics. That is, that pilots must recognize quickly the importance of sometimes moving DOWN an automation level in order to maintain positive aircraft control. Upon recognizing an unanticipated behavior of the A/P, you had the situational awareness to immediately disengage it and the proficiency to revert to hand flying while you diagnosed the issue. One of the first things I teach my students making the transition to a glass cockpit is exactly what you demonstrated here. While automation has the POTENTIAL to reduce workload, especially operating single-pilot IFR, its use requires careful pilot monitoring, anticipation and proficiency. Well done!
Thank you for your comments @theflightpractitioner7288!
You are totally correct. We can get caught up on an unusual event in our advanced avionics. Glad you teach your students to move down a level (or more) in the automation level while sorting out what the problem is and "aviating-navigating-communicating". I am not sure which class of pilots would do that easier: the ones who actually transitioned to a glass cockpit or those who were "born" with a glass cockpit. As a CFII you have a better handle on that.
Regards,
Chris
Great Video... In SRQ with a Mooney and GFC500 and 3 - 275 set up... would love to go flying! Always learning :)
Thanks for sharing.
Thanks for watching!
You handled it better than that Amazon Giant Air pilot did in Texas. RIP to him.
Thank you!
Chris, consider moving either the GFC500 or the TOGA button. What happenned once is likely to happen again. Ideally, I like the AP controls up high and right but that space is occupied by the Gear knob. But, you can remove the old navcom and move the radios lower and insert the AP above the GTN navigator.
I'd say reposition the TOGA button right of the Rudder Trim button. You already have a hole in that area. I see later in the flight, your hand was still lurking around the area.
I do use the rudder trim frequently and repositioning the TOGA next to it would make it more vulnerable to being hit inadvertently. Since this is the first time it has happened in more than one year since I installed the GFC500 I believe I just need to retrain myself to stabilize the hand on top of the GFC500 rather than below. That would be the “KISS” method. :) This incident just made me become more aware as to where I place my hand on the panel.
And thank you for watching the video with an observant eye!
Nice bit of troubleshooting Chris. A good lesson for us fumble-fingered pilots… Thanks
Thank you Tom! 👍
Appreciate your sharing..
Currently using KFC150. Contemplating G500
Very helpful,thanks
I would suggest that you have the avionics shop move your TOGO button 2” above your 500.. problem gone.
STC requires it to be close to throttle. That is most important in Go Around mode. Best approach is to stabilize hand with fingers above the GFC500 control unit.
Good video. Chris, are you still pleased with the 275 set up. I have been going back and forth on this potential decision. Do you know if it drives a G3X autopilot? Have you been satisfied with the fuel and engine monitoring? Thanks.
Thank you! Yes, I am vey pleased with the GI275'd. Garmin is continuously improving on the software and organization of the displays so they are more user friendly. A G3X has a larger screen and has the ability to also include engine data and works better on the 10 inch landscape display. Would need a backup ADI either as a G5 or a GI275. May cost a bit more.
I am slightly confused about your question re G3X and autopilot. I presume that you are asking if the G3X can drive the GFC500 autopilot. Yes, it can.
Regards,
Chris
Great Video... In SRQ with a Mooney and GFC500 and 3 - 275 set up... would love to go flying! Always learning :)