Autopilot upgrade

[YankeeClipper]

Keep in mind that Genesys keeps threatening to stop supporting the 55x. Two years ago when Covid-related supply chains were stirring up panic (and prices) they said (by phone anyway) that they were going to stop making new parts for it.

As for the 650xi--never heard of it but pretty sure it isn't on the radar for Garmin to add to their AML. They recently stated that they're currently working on the software, and would likely implement (once the bugs are squashed) as a GFC 600. That would be nice as I think it's an attitude-based platform.

[mdrob1985]

Thanks. All the components of my S-Tex 65 work on the 55X so I only need the main control box. They’re not super pricey for certified used units. I was just wondering if it was even worth the hassle/expense of swapping. The same with the Garmin nav setup. I currently have two GTN 650’s but wonder if I should exchange them for 650 Xi’s while they’re still giving a relatively good price to upgrade them? I’m looking to get 10-13 years out of this panel with hard IFR capability and then call it a day. I’m even considering adding an old KN 63a and radar altimeter. We have been told to expect a move to Alaska sometime this year. With the many mountains and frequent low vis on the coast, I want all the relevant upgrades and redundancy I can pack into that thing. Not sure the 55X swap is worth it and not sure the GTN 650 gps to 650 Xi gps is worth it.

[Galvine]

I reached out to Garmin again about the GFC 500 AP

They said “no new news, still no sooner than 2026, but we do still plan on covering it… cheers “


FYI

[mdrob1985]

Let’s hope, based on aircraft weight and performance that they actually do with the GFC 600 and not the 500. If they do come through on a solution.

[n86121]

Ye olde 400 series autopilots analog left/right pickoff from ILS / VOR head.

My new avidyne (2 years) autopilot will follow course just fine from the new head.

Just no vertical follower circuit.

But that’s fine with me. I can push nose over, reduce power etc.

[Cglencross]

Originally Posted by mdrob1985

Let’s hope, based on aircraft weight and performance that they actually do with the GFC 600 and not the 500. If they do come through on a solution.

I'm not sure why you need the 600. We don't need rudder bias and there are many planes out there that are approved that have equal or better performance than the 337. In addition, they have already approved the PA-34 and PA-30 so twins with asymmetric thrust are okay.

The only benefit of the 600 that I can see is you don't need a GI-275 (when I spoke with them they where not going to approve it with the G5).

Is there something I'm missing?

[hayesjaj]

Originally Posted by Cglencross

I'm not sure why you need the 600. We don't need rudder bias and there are many planes out there that are approved that have equal or better performance than the 337. In addition, they have already approved the PA-34 and PA-30 so twins with asymmetric thrust are okay.

The only benefit of the 600 that I can see is you don't need a GI-275 (when I spoke with them they where not going to approve it with the G5).

Is there something I'm missing?

The 600 has more powerful actuators. A critical performance demonstration is required for certification where a test pilot takes the aircraft to maximum altitude, puts it in a dive (I think to some high % of VNE) and then commands an autopilot recovery. One of the Garmin engineers told me a few years ago they were concerned about the control forces required with the higher gross weight aircraft (think 4650 or 4700 for later models). I guess there were some issues with 210s in this regard. I know Senecas are just below that weight but their control forces are a little lighter than 210s/337s.

I've flown the 500 in 182s and 210s and can confirm it struggles a little bit with the heavier 210, at least in the examples I flew. Its brilliant in the 182 so hopefully they can make it work.