The Cessna 172D variant was introduced in the early 1960s, and the Rockwell Commander in the early 1970s. Both are still widely used today.

The GFC 500 autopilot was designed for light piston aircraft. The GFC 500 integrates with Garmin’s GI 275 or G5 electronic flight instruments interfaced to a G500 TXi flight display or a G3X Touch flight display to provide pilots with an economical and modern autopilot.

The autopilot mode controller features dedicated keys and knobs and a control wheel allowing for easy adjustment to aircraft pitch, airspeed, and vertical speed. The GFC 500 has traditional autopilot capabilities, such as altitude hold, vertical speed, and heading modes, and the GFC 500 also includes altitude preselect, VNAV, underspeed and overspeed protection, as well as the ability for the pilot to select and couple various instrument approaches, such as GPS, ILS, VOR, LOC, and back course approaches when paired with a compatible Garmin GPS navigator.

There is a level mode (LVL) that returns the aircraft to straight-and-level flight with the push of a dedicated button. 

Safety Features

For times when the pilot is hand flying the aircraft, the GFC 500 has the Garmin electronic stability and protection (ESP) function. This is a standard feature of the GFC 500 and helps the pilot maintain the aircraft in a stable flight condition independently of the autopilot. Designed to work in the background, the ESP helps avoid inadvertent flight attitudes or bank angles by nudging the pilot to return the aircraft back to a safe flight attitude.

When there is an uncommanded loss of engine power, the pilot’s workload increases.The GFC 500, in an appropriately equipped aircraft, can also take advantage of Smart Glide, a safety tool that helps pilots during an uncommanded loss of engine power by automating tasks and helping to reduce pilot workload, giving the pilot more time to focus on troubleshooting the emergency.

eLearning Opportunity

To get the most out of the GFC 500, Garmin is launching the GFC 500 Essentials eLearning course. It will demonstrate the features and functionality of the unit and allow pilots to apply what they are learning in scenario-based examples. The course is $29.95 and can be purchased here. 

To learn more about Garmin’s continued development of the STC list for the GFC 500 autopilot, view the most up-to-date aircraft STC list, view certifications that are expected to in the next 12 months, or to express interest in a specific aircraft make/model, click here. 

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The intelligence was there: in the form of electronic stability protection (ESP) to level the airplane, overspeed and underspeed protection, automated emergency-descent management, GPS navigational guidance and approaches that take you to the pavement, and weather, traffic and terrain input to analyze where to go and how best to get there. The brains only needed the “muscle” to make an autoland system happen—managing the throttle or power lever, extending the flaps and gear, executing a proper round-out, and braking to a safe stop on the runway.

We honor the foresight and decade of effort invested by the team at Garmin Aviation, as well as those significant contributions of their OEM partners—Piper Aircraft, Daher, and Cirrus Aircraft—to bring an automated landing within reach of general aviation pilots and passengers. With more than a thousand test landings completed during its run-up to certification, we’re still waiting for that first use of the silent button that will save a life. It’s a privilege to give the 2021 Flying Innovation Award for this incredible leap forward in GA safety to Garmin Aviation.

We also commend our 2021 Flying Editors Choice Award winners: Innovative Solutions & Support with Pilatus Aircraft and Textron Aviation, for the ThrustSense autothrottle in the Pilatus PC-12 and the Beechcraft King Air 360; and SpaceX and NASA, for the successful Crewed Dragon Module that carried astronauts Doug Hurley and Bob Behnken to the International Space Station in 2020.

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Garmin has outlined a host of updated capabilities and compatibilities for its G500 TXi and G600 TXi flight displays, including autopilot integration and engine indication system (EIS) enhancements. The updates primarily focus on the Cirrus SR20 and SR22/22T, and the Piper PA-46-500T Meridian. Garmin began shipping the displays in March 2018.

The dealer-installed updates begin with the capability for owners of Cirrus SR20 and SR22 piston singles equipped with legacy Avidyne flight displays—or the very original six-pack—to upgrade to the G500 TXi in order to modernize, including the addition of engine indications. Percent power, turbocharged engine data, and up to six customizable engine parameters will be available.

Compatibility with the GFC 500 autopilot is still in the works for the Cirrus SR22 and SR22T, with availability projected in the fourth quarter of 2020. In the meantime, the G500 TXi models connect with Avidyne’s DFC90—which is also convenient for those who wish to keep their current autopilot—or those flying the SR20 so equipped. Once the GFC 500 update comes on line, Garmin’s electronic stability and protection (ESP) and descent VNAV will be available.

A new display layout on the 10.6-inch version of the TXi units incorporates an MFD and EIS presentation, showing a strip of EIS data that takes up about 20 percent of the display. Pilots can choose to use the remaining real estate to show the moving map alone, or in a split screen with an approach chart, for example.

Garmin has also added the Piper PA-46-500T Meridian to its list of aircraft able to display EIS information on the TXi. This adds to the list of Pratt & Whitney PT6A-equipped turboprops it can handle, including the Cessna 208/208B Caravan, Daher TBM 700 or 850, and the PA46-310P/350P JetProp. The Meridian is compatible with both the G500 TXi and G600 TXi, putting EIS information next to PFD and MFD presentations in a single display screen.

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