Garmin | GFC™ 600 Digital Autopilot | Garmin GFC™ 600 Digital Autopilot Airplane Flight Manual Supplement, GFC600, Textron Aviation 58/58A

Garmin GFC™ 600 Digital Autopilot Airplane Flight Manual Supplement, GFC600, Textron Aviation 58/58A
© Copyright 2018
Garmin Ltd. or its subsidiaries
All Rights Reserved
Except as expressly provided herein, no part of this manual may be reproduced, copied, transmitted,
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unauthorized commercial distribution of this manual or any revision hereto is strictly prohibited.
Garmin International, Inc.
1200 E. 151st Street
Olathe, KS 66062 USA
Telephone: 913-397-8200
www.garmin.com
GFC 600 Autopilot in Textron Aviation 58/58A
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190-02011-04 Rev. 3
FAA APPROVED
Garmin International, Inc
Log of Revisions
FAA Approved Airplane Flight Manual Supplement for
GFC 600 Autopilot
Installed in Textron Aviation 58/58A
REV
NO.
PAGE NO(S)
DESCRIPTION
DATE OF
APPROVAL
FAA APPROVED
1
ALL
Original Issue
4/20/18
Paul Mast
2
ALL
Added older serial numbers, added
software version
06/07/18
Robert G. Murray
ALL
Added VNAV feature and software
version; added language regarding
automatic GPS-to-LOC CDI
switching; added note regarding
VOR course tracking during station
passage for VOR Navigation and
VOR Approach modes.
See Cover
See Cover
3
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Table of Contents
Section 1 – General ....................................................................................................... 7
USE OF THE SUPPLEMENT ................................................................................................................... 7
ABBREVIATIONS AND TERMINOLOGY ................................................................................................ 8
INSTALLED EQUIPMENT INTERFACES ................................................................................................ 9
INSTALLED FEATURES CHECKLIST .................................................................................................. 10
Section 2 – Limitations ............................................................................................... 11
Section 3 – Emergency Procedures .......................................................................... 13
AUTOPILOT MALFUNCTION / PITCH TRIM RUNAWAY..................................................................... 13
AUTOPILOT FAILURE / ABNORMAL DISCONNECT .......................................................................... 14
PITCH TRIM FAILURE ........................................................................................................................... 14
ESP ACTIVATION .................................................................................................................................. 15
OVERSPEED PROTECTION (MAXSPEED) .......................................................................................... 15
UNDERSPEED PROTECTION (MINSPEED)......................................................................................... 16
ENGINE FAILURE .................................................................................................................................. 16
Section 3A – Abnormal Procedures .......................................................................... 17
AUTOPILOT PRE-FLIGHT TEST FAIL .................................................................................................. 17
LOSS OF AIR DATA............................................................................................................................... 17
MANUAL AUTOPILOT DISCONNECT .................................................................................................. 17
LOSS OF HEADING DATA .................................................................................................................... 17
LOSS OF NAVIGATION INFORMATION............................................................................................... 18
YAW DAMPER FAILURE (if installed).................................................................................................. 18
ELEVATOR MISTRIM ............................................................................................................................. 19
AILERON MISTRIM ................................................................................................................................ 20
RUDDER MISTRIM ................................................................................................................................. 20
Section 4 – Normal Procedures ................................................................................. 21
GFC 600 Power Up ................................................................................................................................ 21
Flight Director / Autopilot Normal Operating Procedures................................................................. 21
VERTICAL MODES ............................................................................................................................. 23
LATERAL MODES ............................................................................................................................... 25
APPROACHES .................................................................................................................................... 27
VERTICAL NAVIGATION .................................................................................................................... 31
DISABLING ESP.................................................................................................................................. 34
ICING CONDITIONS ........................................................................................................................... 34
Section 5 – Performance ............................................................................................ 35
Section 6 – Weight and Balance ................................................................................ 37
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Section 7 – System Description ................................................................................. 39
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FAA APPROVED
Section 1 – General
The information in this supplement is FAA-approved material and must be attached to the Pilot’s Operating
Handbook and FAA Approved Airplane Flight Manual (POH/AFM) when the airplane has been modified by
installation of the Garmin GFC 600 Autopilot system in accordance with Garmin International, Inc. approved
data.
The information in this supplement supersedes or adds to the basic POH/AFM only as set forth below.
Users of the manual are advised to always refer to the supplement for possibly superseding information
and placarding applicable to operation of the airplane.
USE OF THE SUPPLEMENT
The following definitions apply to WARNINGS, CAUTIONS and NOTES found throughout the supplement:
WARNING
Operating procedures, techniques, etc., which may result in personal injury or loss of life if not
carefully followed.
CAUTION
Operating procedures, techniques, etc., which may result in damage to equipment if not
carefully followed.
NOTE
Operating procedures, techniques, etc., which is considered essential to emphasize.
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ABBREVIATIONS AND TERMINOLOGY
The following glossary is applicable within the airplane flight manual supplement
AFCS
AFM
AFMS
Automatic Flight Control System
Airplane Flight Manual
Airplane Flight Manual
Supplement
AGL
Above Ground Level
AP
Autopilot
APR
Approach
ATC
Air Traffic Control
BC
Back Course Approach
CDI
Course Deviation Indicator
CWS
Control Wheel Steering
DA
Decision Altitude
DISC
Disconnect
DWG
Drawing
ESP
Electronic Stability and Protection
FAA
Federal Aviation Administration
FD
Flight Director
GA
Go Around
GFC 600
Garmin Autopilot
GI 285
Garmin Remote Autopilot Mode
Annunciator Panel
GMC 605
Autopilot Mode Control Panel
GPS
Global Positioning System
GS
Glideslope
GSA
Garmin Servo Actuator
HDG
AFCS heading mode
HSI
Horizontal Situation Indicator
IAS
Indicated Airspeed
ILS
Instrument Landing System
INT
Interrupt
KIAS
Knots Indicated Airspeed
KTS
Knots
LED
Light Emitting Diode
LNAV
Lateral Navigation
LNAV + V
Lateral Navigation with Advisory
Vertical Guidance
LNAV/VNAV Lateral Navigation / Vertical
Navigation Approach
LOC
Localizer (no glideslope available)
LP
Localizer Performance
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LP+V
LPV
LVL
MDA
MPH
N/A
PFT
POH
STC
VHF
VNAV
VOR
VS
Localizer Performance with
Advisory Vertical Guidance
Localizer Performance with
Vertical Guidance
Level
Minimum Descent Altitude
Miles Per Hour
Not Applicable
Preflight Test
Pilot’s Operating Handbook
Supplemental Type Certificate
Very High Frequency
Vertical Navigation
VHF Omni-directional Range
Vertical Speed
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FAA APPROVED
INSTALLED EQUIPMENT INTERFACES
The following is the list of installed equipment and functions associated with the GFC 600 Autopilot
installation in this airplane.
DEVICE TYPE
GPS Navigator #1
Manufacturer / Model
If not installed, note N/A
Additional Information
Roll Steering Capable?
 YES
 NO
Vertical Navigation Capable?
 YES
GPS Navigator #2
 NO
Roll Steering Capable?
 YES
 NO
Vertical Navigation Capable?
 YES
 NO
Is #2 GPS interfaced to GFC 600?
 YES
 NO
ADS-B Out Transponder
with GPS interface to GFC 600
Primary Flight Display
HSI
DG
Air Data Computer OR;
Air Data Module
VHF Nav Radio #1
VHF Nav Radio #2
Is #2 NAV interfaced to GFC 600?
 YES
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FAA APPROVED
 NO
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INSTALLED FEATURES CHECKLIST
The checked autopilot modes and features are available on this aircraft.
Basic AP Features
 Flight Director
Electronic Stability and Protection
 Control Wheel Steering
 Pitch/Roll Attitude
 High Speed Protection
 Yaw Damper
 Low Speed Protection
 Manual Electric Pitch Trim
 Auto Pitch Trim
 Overspeed Protection
 Underspeed Protection
Vertical Autopilot Modes
Lateral Autopilot Modes
 Pitch (PIT)
 Level (Zero vertical speed)
 Go Around (GA)
 Altitude Hold
 Vertical Speed
 Roll (ROL)
 Level (Wings Level)
 Altitude Capture via Altitude Preselect
 Indicated Airspeed (IAS)
 Vertical Navigation (VNV)
 VNAV Target Alt Capture
 GPS Approach Glidepath
 ILS Glideslope
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 Go Around (GA)
 Heading
 GPS Navigation
 Roll Steering
 VHF Navigation
 VOR
 Approach Mode
 GPS
 VOR
 LOC
 LOC BC
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FAA APPROVED
Section 2 – Limitations
This AFMS is applicable to the software versions shown below:
Software Item
Software Version (or later FAA Approved version for this STC)
GFC 600 Software Version
v308101
GFC 600 Software Version
v325401
A pilot must be seated in the left pilot’s seat, with seatbelt fastened, during all autopilot operations.
Do not use autopilot or yaw damper during takeoff and landing.
The GFC 600 AFCS preflight test must complete successfully prior to use of the autopilot, flight director or
manual electric trim.
Autopilot maximum engagement speed is 213 KIAS (245 MPH).
Autopilot minimum engagement speed is 90 KIAS (104 MPH).
The autopilot must be disengaged below 200 feet AGL during approach operations and below 800 feet
AGL during all other operations.
The pilot must monitor the lateral/vertical guidance associated with a coupled mode (GPS/VOR/LOC
GS/GP). Use of a mode without the ability to monitor the associated lateral/vertical guidance is
prohibited.
The GFC 600 autopilot is approved for Category 1 precision approaches and non-precision approaches
only.
Maximum fuel imbalance with autopilot engaged is 15 gallons.
Automatic GPS-to-LOC CDI switching must be disabled when using NAV/APR modes unless the
following conditions are met:
GMC 605 software version 2.21 or later
AND
GTN 6XX/7XX software version 6.50 or later
AND
G500/600 with software version 7.30 or later OR G500/600 TXi with software version 2.20 or
later.
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FAA APPROVED
Section 3 – Emergency Procedures
Some emergency situations require immediate memorized corrective action. These steps are printed in bold
in the emergency procedures and should be accomplished without the aid of the checklist.
AUTOPILOT MALFUNCTION / PITCH TRIM RUNAWAY
If the airplane deviates unexpectedly from the planned flight path:
1. Control Wheel ................................................................................................................ GRIP FIRMLY
2. AP DISC / TRIM INT Button .................................................................................. PRESS AND HOLD
3. Aircraft Attitude ............................................................ MAINTAIN / REGAIN AIRCRAFT CONTROL
NOTE
Do not release the AP DISC / TRIM INT Button until after pulling the AUTOPILOT circuit
breaker. Pulling the AUTOPILOT circuit breaker will render the autopilot and yaw
damper (if installed) inoperative.
4. Elevator Trim ................................................................. RE-TRIM if necessary using Pitch Trim Wheel
5. AUTOPILOT Circuit Breaker .......................................................................................................... PULL
6. AP DISC / TRIM INT Button ................................................................................................... RELEASE
WARNING
IN FLIGHT, DO NOT OVERPOWER THE AUTOPILOT. THE TRIM WILL OPERATE IN
THE DIRECTION OPPOSING THE OVERPOWER FORCE, WHICH WILL RESULT IN
LARGE OUT-OF-TRIM FORCES.
DO NOT ATTEMPT TO RE-ENGAGE THE AUTOPILOT OR USE MANUAL ELECTRIC
PITCH TRIM UNTIL THE CAUSE OF THE MALFUNCTION HAS BEEN CORRECTED.
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AUTOPILOT FAILURE / ABNORMAL DISCONNECT
(Red LED, AP FAIL in Message Window on GMC 605 display, Continuous aural tone)
1. AP DISC / TRIM INT Button ..............................................................................PRESS AND RELEASE
(to cancel disconnect tone)
2. Aircraft Attitude ................................................................ MAINTAIN / REGAIN AIRCRAFT CONTROL
NOTE
The autopilot disconnect may be accompanied by an AP FAIL on the GMC 605 Status
message window, indicating the automatic flight control system has failed. The autopilot
cannot be re-engaged with this annunciation present.
PITCH TRIM FAILURE
(Amber AP LED, PTRM FAIL in Message Window on GMC 605 display)
Indicates a failure of the pitch trim servo of the autopilot. The autopilot may remain engaged, but after
disengagement it cannot be re-engaged until the problem is resolved. The yaw damper (if installed) will
remain operative.
1. Control Wheel .................................................................................................................. GRIP FIRMLY
2. AP DISC / TRIM INT Button ............................................................................... PRESS and RELEASE
(Be prepared for possible high elevator control forces)
3. Elevator Trim .............................................................RE-TRIM if necessary using PITCH TRIM WHEEL
NOTE
The autopilot disconnect may be accompanied by an AP FAIL on the GMC 605 Status
message window, indicating the automatic flight control system has failed. The autopilot
cannot be re-engaged with this annunciation present.
4. Yaw Damper ................................................................................................. ENGAGE AS REQUIRED
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FAA APPROVED
ESP ACTIVATION
1. Power............................................................................................................................. AS REQUIRED
2. Aircraft Attitude ............................................................ MAINTAIN / REGAIN AIRCRAFT CONTROL
3. LVL key ....................................................................................................... PRESS to engage autopilot
NOTE
If ESP is active for at least 50% of the last 20 seconds, the autopilot will automatically
engage in LVL mode, an aural ‘ENGAGING AUTOPILOT’ will be played, and the
autopilot will roll the wings level and fly at zero-vertical speed. Refer to Section 7 –
System Description for further information.
4. Autopilot................................................................................................SELECT desired autopilot mode
OVERSPEED PROTECTION (MAXSPEED)
(MAXSPEED in Message Window on GMC 605 display)
1. Power....................................................................................................................................... REDUCE
2. Aircraft Attitude and Altitude .............................................................................................. MONITOR
After overspeed condition is corrected:
3. Autopilot ..............................................RESELECT VERTICAL AND LATERAL MODES (if necessary)
4. Power .......................................................................................................... ADJUST AS NECESSARY
NOTE
Overspeed protection mode provides a pitch up command to decelerate the airplane at or
below the maximum autopilot operating speed. Overspeed recovery is not active in altitude
hold (ALT), glideslope (GS), or glidepath (GP) modes.
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UNDERSPEED PROTECTION (MINSPEED)
(AIRSPEED Aural sounds, MINSPEED in Message Window on GMC 605 display)
1. Power......................................... INCREASE POWER AS REQUIRED TO CORRECT UNDERSPEED
2. Aircraft Attitude and Altitude .............................................................................................. MONITOR
After underspeed condition is corrected:
3. Autopilot ............................................. RESELECT VERTICAL AND LATERAL MODES (if necessary)
4. Power ………............................................................................................... ADJUST AS NECESSARY
NOTE
Autopilot Underspeed Protection Mode provides a pitch down command to maintain 2
KIAS (2.3 MPH) above stall warning airspeed if the selected vertical mode is ALT, GS,
GP, or GA. Otherwise, Underspeed Protection will maintain 90 KIAS (104 MPH).
If the autopilot was in ALT, GS, GP, or GA modes when Underspeed Protection was
entered, the autopilot will roll wings level.
ENGINE FAILURE
1. AP DISC / TRIM INT Switch............................................................................... PRESS and RELEASE
2. ONE-ENGINE INOPERATIVE PROCEDURES................................................................... COMPLETE
3. Trim Tabs ......................................................... Manually ADJUST Elevator, Aileron, and Rudder Trim
4. Autopilot ................................................................................ PRESS ‘AP’ key to re-engage (if desired)
5. Rudder Trim………………..……Manually ADJUST as required after power and configuration changes
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190-02011-04 Rev. 3
FAA APPROVED
Section 3A – Abnormal Procedures
AUTOPILOT PRE-FLIGHT TEST FAIL
(Red LED illuminated next to AP key, AP FAIL in Message Window on GMC 605 display)
Indicates the AFCS system failed the automatic Pre-Flight test. The autopilot, yaw damper (if installed),
ESP, and electric elevator trim are inoperative. Flight Director may still function.
LOSS OF AIR DATA
(AIRDAT FAIL in Message Window on GMC 605 display)
If pressure altitude, indicated airspeed, or true airspeed is invalid or missing, AIRDAT FAIL is displayed in
the message window. This indicates that any mode dependent on air data may not be supported such
as ESP high speed, ESP low speed, OSP, USP, IAS, VS, ALT, or VPTH modes.
MANUAL AUTOPILOT DISCONNECT
If necessary, the autopilot may be manually disconnected using any one of the following methods.
1. AP DISC / TRIM INT Button ................................................................................. PRESS and RELEASE
(Pilot’s control wheel)
2. AP Button (GMC 605 mode control panel) ................................................................................. PRESS
(Yaw damper remains engaged)
3. Pitch Trim Switch………………...…............................................ ACTIVATE either half of the split switch
(Yaw damper remains engaged)
4. AUTOPILOT Circuit Breaker .......................................................................................................... PULL
LOSS OF HEADING DATA
The information contained within this section is only applicable to installations with a Garmin PFD.
NOTE
If magnetic heading information is lost and the autopilot has an active lateral mode
other than GPS (roll steering), the autopilot will roll the aircraft wings level and default
to roll mode (ROL).
1. NAV Source……………………………………………………………….SELECT GPS nav source
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LOSS OF NAVIGATION INFORMATION
(Amber FD LED flashes for 10 seconds, GPS, VOR, LOC, VAPP, or BC flashes for 10 seconds on GMC
605 mode panel display)
NOTE
If a navigation signal is lost while the autopilot is tracking it, the autopilot will roll the
aircraft wings level and default to roll mode (ROL).
1. GMC 605 Mode Panel..................................................... SELECT HDG mode and SET desired heading
2. NAV Source………………………………………………………………………SELECT a valid nav source
3. GMC 605 Mode Panel…………………………………………………………………………..SELECT NAV
If on an instrument approach at the time the navigation signal is lost:
4. Missed Approach Procedure ……………………………………………………..EXECUTE (as applicable)
YAW DAMPER FAILURE (if installed)
(Amber YD LED, YD FAIL in Message Window on GMC 605 display)
1. Indicates a failure of the yaw damper. The yaw damper will disconnect. The autopilot may be reengaged and disengaged normally, but the yaw damper will remain inoperative.
2. Autopilot ............................................................................................................................ AS DESIRED
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190-02011-04 Rev. 3
FAA APPROVED
ELEVATOR MISTRIM
(Amber AP LED flashes for 10 seconds, ELE TRM UP or ELE TRM DN displayed in Message Window on
GMC 605 display)
Indicates a mistrim of the elevator while the autopilot is engaged. The autopilot will normally trim the
airplane as required. However, during rapid acceleration, deceleration, configuration changes, or near
either end of the elevator trim limits, momentary illumination of this message may occur. If the autopilot is
disconnected while this message is displayed, high elevator control forces are possible.
WARNING
Do not attempt to overpower the autopilot in the event of a pitch mistrim. The autopilot
servo will oppose pilot input and will cause pitch trim to run opposite the direction of
pilot input. This will lead to a significant out-of-trim condition, resulting in large control
wheel force when disengaging the autopilot.
NOTE
Momentary display of the ELE TRIM UP or ELE TRIM DN message during
configuration changes or large airspeed changes is normal.
1. Control Wheel……………………………………………………………………………………GRIP FIRMLY
WARNING
Be prepared for significant sustained control forces in the direction of the mistrim
annunciation. For example, ELE TRM DN indicates nose down control wheel force will
be required upon autopilot disconnect.
2. AP DISC / TRIM INT Switch ……………………………………………………..…PRESS AND RELEASE
3. Manual Elevator Trim …………………………………………………………………..RE-TRIM as required
4. The autopilot should be considered inoperative until the cause of the mistrim has been investigated
and corrected. Yaw damper may be re-engaged and used normally.
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AILERON MISTRIM
(Amber AP LED flashes for 10 seconds, AIL TRM LF or AIL TRM RT displayed in Message Window on
GMC 605 display)
Indicates a mistrim of the ailerons while the autopilot is engaged. If the autopilot is disconnected while this
message is displayed, high aileron control forces are possible.
NOTE
Observe the 15 gallon maximum fuel imbalance limitation.
1. RUDDER TRIM……………………………………………………..VERIFY slip / skid indicator is centered
2. AILERON TRIM………….ROTATE SLOWLY in the direction of indicated mistrim until message clears
If annunciation remains:
3. CONTROL WHEEL………………………………………………………………………….…..GRIP FIRMLY
WARNING
Be prepared for significant sustained control forces in the direction of the mistrim
annunciation. For example, AIL TRM RT indicates right wing down control wheel force
will be required upon autopilot disconnect.
4. AP DISC / TRIM INT switch ……………………………………………………………………………PRESS
5. AUTOPILOT…………………………………………………..If lateral trim is re-established, RE-ENGAGE
RUDDER MISTRIM
(Amber AP LED flashes for 10 seconds, RUD TRM LF or RUD TRM RT displayed in Message Window on
GMC 605 display)
Indicates a mistrim of the rudder while the yaw damper is engaged. During engine failure, or single
engine operation, display of this message may occur. If the yaw damper is disconnected while this
message is displayed, high rudder pedal forces and yawing motion are possible.
1. RUDDER TRIM…………………………………………………….……..ADJUST as required to extinguish
If annunciation remains:
2. RUDDER PEDALS and CONTROL WHEEL......……………………………………….…..HOLD FIRMLY
WARNING
Be prepared for significant sustained control forces in the direction of the mistrim
annunciation. For example, RUD TRM RT indicates right rudder pedal force will be
required upon yaw damper disconnect.
3. AP DISC / TRIM INT switch ……………………………………………………………………………PRESS
4. AUTOPILOT…….…………………..……………….……….If rudder trim is re-established, RE-ENGAGE
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190-02011-04 Rev. 3
FAA APPROVED
Section 4 – Normal Procedures
GFC 600 Power Up
During power-up of the GFC 600 system, an initialization splash screen displays on the GMC 605 Mode
Selection Panel. The splash screen displays the following information:
• GFC 600 title
• Electronic Stability and Protection (ESP)
• Software version number
When this information has been reviewed, the pilot is prompted to continue (CONT) by pressing the HDG
key and the GFC 600 enters preflight test.
During the preflight test the GMC 605 will display PFT in the Message Window. LED fault lights on the
GMC 605 autopilot mode panel cycle through a test sequence, three amber lights followed by three red
lights, then extinguish if the preflight test successfully passes. The autopilot disconnect tone sounds at
the completion of the preflight test. If the GFC 600 passes preflight test, the display on the GMC 605 will
be blank and all LED fault lights extinguished.
If the GI 285 remote autopilot mode display is installed, it will cycle through an annunciator light test during
the GFC 600 preflight test. All lateral mode annunciations will illuminate amber, followed by AP, YD, TRIM
annunciations in amber, all vertical mode annunciations illuminated amber, and finally the AP, YD, and
TRIM annunciations in red. If the preflight test passes, all annunciations on the GI 285 will extinguish.
Flight Director / Autopilot Normal Operating Procedures
Autopilot/Flight Director mode annunciations on the GMC 605 displayed in bold fonts indicate active
autopilot/flight director modes. Armed modes are indicated in smaller fonts. Normal mode transitions will
flash inverse video for 10 seconds before becoming steady. Abnormal mode transitions will flash for 10
seconds before the default mode is annunciated as the active mode. Default autopilot/flight director modes
are Roll (ROL) and Pitch (PIT) modes.
If installed, active modes are indicated on the GI 285 Annunciator Panel in green, and armed modes in
white. Abnormal mode transitions will flash amber for 10 seconds before the default mode is annunciated
as the active mode in green.
The GMC 605 display panel is divided into three sections. From left to right the sections are, lateral
autopilot modes, vertical autopilot modes, and the message window.
GMC 605 Autopilot Mode Control Panel
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GI 285 Annunciator Panel
Autopilot Engagement — The autopilot may be engaged by pushing the AP Key on the GMC 605 Mode
Control Panel. A green LED will illuminate indicating the autopilot is engaged in the active modes as
shown on the display.
Autopilot Engagement with Flight Director Off — Upon engagement, the autopilot will be set to hold the
current attitude of the airplane, if the flight director was not previously on. In this case, ‘ROL’ and ‘PIT’ will
be annunciated.
Autopilot Engagement with Flight Director On — If the flight director is on, the autopilot will smoothly
pitch and roll the airplane to capture the FD command bars. The prior flight director modes remain
unchanged.
Autopilot Disengagement — The most common way to disconnect the autopilot is to press and release
the AP DISC / TRIM INT Switch located on the control stick. An autopilot disconnect tone will sound and
annunciated on the GMC 605/GI 285. Other ways to disconnect the autopilot include:
– Pressing the AP Key on the GMC 605 Mode Controller
– Operating either side of the Electric Pitch Trim Switch (located on the control wheel)
– Pulling the AUTOPILOT circuit breaker
In the event of unexpected autopilot behavior, press and hold the AP DISC / TRIM INT switch to
disconnect the autopilot and remove all power to the servos.
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FAA APPROVED
VERTICAL MODES
VERTICAL SPEED (VS) MODE
1. Press VS Button, autopilot synchronizes to the airplane’s current vertical speed.
2. Vertical Speed Reference ............................................................. ADJUST using NOSE UP/DN Wheel
INDICATED AIRSPEED (IAS) MODE
1. Press IAS Button, autopilot synchronizes to the airplane’s current indicated airspeed.
2. AIRSPEED Reference ................................................................ ADJUST using NOSE UP / DN Wheel
3. POWER...................................................................................................................ADJUST as required
ALTITUDE HOLD (ALT) MODE
1. When at the desired altitude, PRESS the ALT Key. The autopilot will hold the altitude at which the ALT
key was pressed.
NOTE
If climbing or descending at a high rate when the ALT button is pressed, the airplane will
overshoot the reference altitude and then return to it. The amount of overshoot will
depend on the vertical speed when the ALT button is pressed.
2. If altitude preselect is available with a compatible PFD:
To capture a selected altitude:
a) Altimeter Setting ................................................................................ ADJUST to appropriate value
b) Altitude Preselect……………………………………………………………….…SET to desired altitude
c) Vertical Mode and Reference………………….……………………………….…SELECT on GMC 605
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GO AROUND (GA)
1. GO AROUND button .................................................................. PRESS – Verify GA / GA on GMC 605
autopilot will not disengage
2. Autopilot (if engaged)....................... VERIFY airplane pitches up following flight director command bars
3. Power……………………………………………………………………………..….APPLY Go Around power
4. GMC 605 Mode Panel ......................................... PRESS NAV to couple to selected navigation source
OR;
PRESS HDG to Fly ATC Assigned Missed Approach Heading
5. Altitude Preselect (if installed) .......................................................... VERIFY Set to appropriate altitude
NOTE
The pilot is responsible for initial missed approach guidance in accordance with
published procedure. When the GA button is pressed the Flight Director command bars
will command go-around pitch attitude and wings level. The pilot must select the CDI to
the appropriate navigation source and select the desired lateral and vertical flight director
modes.
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LATERAL MODES
HEADING MODE (HDG)
1. GMC 605 HDG Key..................................................................................................................... PRESS
2. HDG Knob .................................................................. ROTATE to set heading bug to desired heading
NOTE
If heading bug is rotated quickly, the airplane could turn in the opposite direction as the
heading bug’s movement.
3. When the airplane reaches the heading bug, the autopilot will roll the wings level to track the heading
reference.
NAVIGATION (VOR)
1. Navigation Source. ..........................................................................................SELECT CDI to VHF NAV
Tune and identify the station frequency
2. CDI ........................................................................................................................ SET / VERIFY course
If HSI is installed:
3. Intercept Heading ...............................................…...ESTABLISH in HDG or ROL mode (if required)
If DG is installed (no HSI):
3. Desired VOR radial……………………………………….……….ALIGN aircraft on desired VOR radial
3a. HDG Bug (on DG) …………………………………………..…………………………………..SET course
4. GMC 605 NAV key .......................................................................................................................PRESS
5. Bold or subdued font VOR annunciation .................................................................VERIFY on GMC 605
NOTE
For installations which do not include a Garmin G500/600 or G500/600 TXi PFD, VOR
course tracking during station passage can be degraded. The flight crew should monitor
the CDI for excessive deviation and select HDG mode as required to manually track the
desired course.
If the Course Deviation Indicator (CDI) is greater than half scale deflection, the autopilot
will arm the VOR mode. The pilot must ensure that the current heading will result in a
capture of the selected course. If the CDI is within half scale deflection, the autopilot will
enter the capture mode when the NAV key is pressed.
In aircraft with a DG installed and no HSI, VOR mode cannot be armed. HDG mode must
be used to align the aircraft on the selected course with less than half scale deflection
prior to pressing the NAV key.
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NAVIGATION (GPS)
1.
Navigation Source ............................................................................................... SELECT CDI to GPS
2.
Flight Plan ........................................................................................................ LOAD in GPS navigator
3.
CDI ............................................................................................................. SET / VERIFY desired track
If HSI is installed:
4. Intercept Heading .................................................... ESTABLISH in HDG or ROL mode (if required)
If DG is installed:
4. Active Navigation Leg ………………..….ALIGN aircraft on active navigation leg using HDG mode
4a. HDG Bug (on DG) ……………..………………………………………………….……SET desired track
5.
GMC 605 NAV key .................................................................................................................... PRESS
6.
Bold or subdued font GPS annunciation ...............................................................VERIFY on GMC 605
NOTE
If the Course Deviation Indicator (CDI) is greater half scale deflection, the autopilot will
arm the GPS mode. The pilot must ensure that the current heading will result in a capture
of the selected course. If the CDI is within half scale deflection, the autopilot will enter
the capture mode when the NAV key is pressed.
In aircraft with a DG installed and no HSI, GPS mode cannot be armed. HDG mode must
be used to align the aircraft on the active course with less than half scale deflection prior
to pressing the NAV key.
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APPROACHES
ILS
1. Navigation Source. ...........................................................................................SELECT CDI to VHF Nav
Tune and Identify an ILS station frequency
2. CDI ……………......................................................................................................SET / VERIFY course
If HSI is installed:
3. Intercept Heading .....................................................ESTABLISH in HDG or ROL mode (if required)
If DG is installed (no HSI installed):
3. Final Approach Course ………..….……. ALIGN aircraft on final approach course using HDG mode
3a. HDG Bug (on DG) …………….……………………..…….…………………………………. SET course
4. GMC 605 APR Key ......................................................................................................................PRESS
5. Bold or subdued font LOC and GS annunciations ...................................................VERIFY on GMC 605
6. Airspeed ....................................................MAINTAIN 100 KIAS (115 MPH) or greater (recommended)
NOTE
If the Course Deviation Indicator (CDI) is greater than half scale deflection, the autopilot
will arm the LOC mode. The pilot must ensure that the current heading will result in a
capture of the selected course. If the CDI is within half scale deflection, the autopilot will
enter the capture mode when the APR key is pressed.
When the selected navigation source is an ILS, glideslope coupling is automatically
armed when the APR key is pressed. The glideslope cannot be captured until the
localizer is captured. The autopilot can capture the glideslope from above or below the
glideslope.
In aircraft with a DG installed and no HSI, LOC mode cannot be armed. HDG mode must
be used to align the aircraft on the approach course with less than half scale deflection
prior to pressing the APR key.
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GPS
1. Navigation Source. ..................................................................................................SELECT CDI to GPS
2. Approach Procedure ..................................................................................... SELECT in GPS Navigator
3. CDI ...............................................................................................................SET / VERIFY desired track
If HSI is installed:
4. Intercept Heading ....................................................ESTABLISH in HDG or ROL mode (if required)
If DG is installed (no HSI):
4. Approach Course ..........................................ALIGN aircraft on approach course using HDG mode
4a. HDG Bug (on DG) ……………….……………..……………........................………. SET desired track
5. GMC 605 APR Key ......................................................................................................................PRESS
6. Bold or subdued font GPS and GP annunciations ..................................................VERIFY on GMC 605
7. Vertical Mode and Reference……………………….………………………………. SELECT on GMC 605
If required for GPS approach without vertical guidance
8. Airspeed .....................................................MAINTAIN 100 KIAS (115 MPH) or greater (recommended)
NOTE
If the Course Deviation Indicator (CDI) is greater than half scale deflection, the autopilot
will arm the GPS mode. The pilot must ensure that the current heading will result in a
capture of the selected course. If the CDI is within half scale deflection, the autopilot will
enter the capture mode when the APR key is pressed.
When the selected GPS approach includes vertical guidance (LPV, LNAV/VNAV,
LNAV+V, LP+V), glidepath coupling is automatically armed when the APR key is
pressed. The glidepath cannot be captured until the lateral approach path is captured.
The autopilot can capture the glidepath from above or below the glidepath.
In aircraft with a DG installed and no HSI, GPS mode cannot be armed. HDG mode must
be used to align the aircraft on the approach course with less than half scale deflection
prior to pressing the APR key.
In aircraft without GPS roll steering capability, it is recommended that HDG mode is used
to make large course changes on the approach procedure. An example of a large course
change is the 90⁰ turn on a Terminal Arrival Area “T” approach transition. Reselect APR
mode when the aircraft is established inbound on the final approach course.
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VOR
1. Navigation Source. ...........................................................................................SELECT CDI to VHF Nav
Tune and Identify a VOR station frequency
2. CDI ……………......................................................................................................SET / VERIFY course
If HSI is installed:
3. Intercept Heading .....................................................ESTABLISH in HDG or ROL mode (if required)
If DG is installed (no HSI installed):
3. Final Approach Course ………….………..ALIGN aircraft on final approach course using HDG mode
3a. HDG Bug (on DG) ………………………….………………………...……………….………..SET course
4. GMC 605 APR Key ......................................................................................................................PRESS
5. Bold or subdued font VAPP annunciation ...............................................................VERIFY on GMC 605
NOTE
For installations which do not include a Garmin G500/600 or G500/600 TXi PFD, VOR
course tracking during station passage can be degraded. The flight crew should monitor
the CDI for excessive deviation and select HDG mode as required to manually track the
desired course.
6. Airspeed .....................................................MAINTAIN 100 KIAS (115 MPH) or greater (recommended)
7. Vertical Mode and Reference……………………….………………………………. SELECT on GMC 605
NOTE
If the Course Deviation Indicator (CDI) is greater than half scale deflection, the autopilot
will arm the VAPP mode. The pilot must ensure that the current heading will result in a
capture of the selected course. If the CDI is within half scale deflection, the autopilot will
enter the capture mode when the APR key is pressed.
In aircraft with a DG installed and no HSI, VAPP mode cannot be armed. HDG mode
must be used to align the aircraft on the approach course with less than half scale
deflection prior to pressing the APR key.
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BC
1. Navigation Source. ...........................................................................................SELECT CDI to VHF Nav
Tune and Identify a LOC BC station frequency
2. CDI …………….................................................................................SET / VERIFY localizer front course
If HSI is installed:
3. Intercept Heading .....................................................ESTABLISH in HDG or ROL mode (if required)
If DG is installed (no HSI installed):
3. Final Approach Course ............................ALIGN aircraft on final approach course using HDG mode
3a. HDG Bug (on DG) …….……….………………….…….………………..…… SET localizer front course
4. GMC 605 BC Key .........................................................................................................................PRESS
5. Bold or subdued font BC annunciation ....................................................................VERIFY on GMC 605
6. Vertical Mode and Reference……………………….………………………...………. SELECT on GMC 605
7. Airspeed .....................................................MAINTAIN 100 KIAS (115 MPH) or greater (recommended)
NOTE
If the Course Deviation Indicator (CDI) is greater than half scale deflection, the autopilot
will arm the BC mode. The pilot must ensure that the current heading will result in a
capture of the selected course. If the CDI is within half scale deflection, the autopilot will
enter the capture mode when the BC key is pressed.
In aircraft with a DG installed and no HSI, BC mode cannot be armed. HDG mode must
be used to align the aircraft on the approach course with less than half scale deflection
prior to pressing the BC key.
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VERTICAL NAVIGATION
Vertical Navigation (VNV) MODE
1.
Navigation Source ................................................................................................. SELECT CDI to GPS
2.
Vertical Navigation Profile ..................................................... LOAD into the GPS navigator’s flight plan
3.
Altitude Preselect ..................................................... ADJUST to desired altitude below current altitude
4.
GMC 605 VNV Key ..................................................................................................................... PRESS
5.
Bold or subdued font VPTH annunciation .............................................................VERIFY on GMC 605
NOTE
If the altitude preselect is not set at least 75ft below the current aircraft altitude, the
autopilot will not capture the vertical navigation path. An advisory/message will be
displayed on the GDU and GTN one-minute prior to the top-of-descent, reminding the
pilot to lower the preselected altitude if it has not been.
The autopilot will capture the vertical navigation path from above or below.
Preselected altitude acts as a safeguard to prevent unintentional autopilot VNAV descents
below altitudes to which the pilot has been cleared. To allow the autopilot to continue to
fly a VNAV profile, the preselected altitude must continue to be adjusted below the next
constraint altitude, along each VNAV flight plan segment.
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Transition to ILS Approach from VNV
1.
Navigation Source. ................................................................................................ SELECT CDI to GPS
2.
Approach Procedure ............................................................. LOAD into the GPS navigator’s flight plan
3.
CDI ............................................................................................................. SET / VERIFY desired track
4.
Altitude Preselect ..................................................... ADJUST to desired altitude below current altitude
5.
GMC 605 VNV Key ..................................................................................................................... PRESS
6.
Bold or subdued font VPTH annunciation.............................................................VERIFY on GMC 605
7.
GMC 605 APR Key.....................................................................................................................PRESS
8.
Bold or subdued font LOC and GS annunciations ......... ......................................VERIFY on GMC 605
9.
Airspeed .....................................................MAINTAIN
(recommended)
100
KIAS
(115
MPH)
or
greater
NOTE
If the altitude preselect is not set at least 75ft below the current aircraft altitude, the
autopilot will not capture the vertical navigation path. An advisory/message will be
displayed on the GDU and GTN one-minute prior to the top-of-descent, reminding the
pilot to lower the preselected altitude if it has not been.
The autopilot can capture the vertical navigation path from above or below.
Preselected altitude acts as a safeguard to prevent unintentional autopilot VNAV descents
below altitudes to which the pilot has been cleared. To allow the autopilot to continue to
fly a VNAV profile, the preselected altitude must continue to be adjusted below the next
constraint altitude, along each VNAV flight plan segment.
Under certain display conditions, VPTH and GS armed modes are combined together
into a single “GS/V” annunciation.
If the Course Deviation Indicator (CDI) is greater than half-scale deflection, the autopilot
will arm the LOC mode. The pilot must ensure that the current heading will result in a
capture of the selected course. If the CDI is within half scale deflection, the autopilot will
enter the capture mode when the APR key is pressed.
When the selected navigation source is an ILS, glideslope coupling is automatically armed
when the APR key is pressed. The glideslope cannot be captured until the localizer is
captured. The autopilot can capture the glideslope from above or below the glideslope.
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Transition to GPS Approach from VNV
1.
Navigation Source. ................................................................................................ SELECT CDI to GPS
2.
Approach Procedure ............................................................. LOAD into the GPS navigator’s flight plan
3.
CDI ............................................................................................................. SET / VERIFY desired track
4.
Altitude Preselect ..................................................... ADJUST to desired altitude below current altitude
5.
GMC 605 VNV Key ..................................................................................................................... PRESS
6.
Bold or subdued font VPTH annunciation.............................................................VERIFY on GMC 605
7.
GMC 605 APR Key .....................................................................................................................PRESS
8.
Bold or subdued font GPS and GP annunciations................................................VERIFY on GMC 605
9.
Vertical Mode and Reference ....................................................... SELECT on GMC 605 after the FAF
If required for GPS approach without vertical guidance
10. Airspeed .....................................................MAINTAIN
(recommended)
100
KIAS
(115
MPH)
or
greater
NOTE
If the altitude preselect is not set at least 75ft below the current aircraft altitude, the
autopilot will not capture the vertical navigation path. An advisory/message will be
displayed on the GDU and GTN one-minute prior to the top-of-descent, reminding the
pilot to lower the preselected altitude if it has not been.
The autopilot can capture the vertical navigation path from above or below.
Preselected altitude acts as a safeguard to prevent unintentional autopilot VNAV descents
below altitudes to which the pilot has been cleared. To allow the autopilot to continue to
fly a VNAV profile, the preselected altitude must continue to be adjusted below the next
constraint altitude, along each VNAV flight plan segment.
Under certain display screen area limitations, VPTH and GP armed modes are combined
into a single “GP/V” annunciation.
If the Course Deviation Indicator (CDI) is greater than half scale deflection, the autopilot
will arm the GPS mode. The pilot must ensure that the current heading will result in a
capture of the selected course. If the CDI is within half scale deflection, the autopilot will
enter the capture mode when the APR key is pressed.
When the selected GPS approach includes vertical guidance (LPV, LNAV/VNAV, LNAV+V,
LP+V), glidepath coupling is automatically armed when the APR key is pressed. The
glidepath cannot be captured until the lateral approach path is captured. The autopilot can
capture the glidepath from above or below the glidepath.
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DISABLING ESP
(ESP OFF message displayed in Message Window on GMC 605 display)
ESP can be disabled with the following procedure. ESP will be re-enabled when either the AP or FD keys
are pressed. The GMC 605 Mode Control Panel will display the message “ESP OFF” when ESP is
disabled.
1.
AP DISC / TRIM INT switch.....................................................................PRESS and HOLD 5 seconds
ICING CONDITIONS
WARNING
DUE TO DISTORTION OF THE WING AIRFOIL, ICE ACCUMULATION ON THE
LEADING EDGES CAN CAUSE A SIGNIFICANT LOSS IN RATE OF CLIMB AND IN
SPEED PERFORMANCE, AS WELL AS INCREASES IN STALL SPEED. EVEN AFTER
CYCLING THE DEICE BOOTS, THE ICE ACCUMULATION REMAINING ON THE
BOOTS AND UNPROTECTED AREAS OF THE AIRPLANE CAN CAUSE LARGE
PERFORMANCE LOSSES. FOR THE SAME REASON, THE AURAL STALL WARNING
SYSTEM MAY NOT BE ACCURATE AND SHOULD NOT BE RELIED UPON. UNDER
THESE CONDITIONS, ESP AND AUTOPILOT UNDERSPEED PROTECTION MAY
ALSO NOT BE ACCURATE AND SHOULD NOT BE RELIED UPON.
WARNING
MONITOR AIRSPEED CLOSELY IN ICING CONDITIONS AND OBSERVE THE
LIMITIATION FOR MINIMUM AIRSPEED IN ICING CONDITIONS SPECIFIED IN THE
BASIC FLIGHT MANUAL.
1. Autopilot…………………………………………DISCONNECT PERIODICALLY while in icing conditions
2. Flight Controls……...…..........VERIFY FREE without UNUSUAL CONTROL FORCE or DEFLECTION
If flight controls are normal:
3. Autopilot…………………………………………………………………………...RE-ENGAGE (as desired)
If flight controls abnormalities are suspected:
4. Procedure for Exiting Severe Icing Environment……..……………………………………...…COMPLETE
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Section 5 – Performance
No Change.
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Section 6 – Weight and Balance
No change to loading information. Refer to current weight and balance report and equipment list for
changes to empty weight/moment and installed equipment.
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Section 7 – System Description
AFCS OVERVIEW
The Garmin GFC 600 Pilot’s Guide, part number 190-01488-00, may be referenced for a detailed system
description.
The GFC 600 is a digital Automatic Flight Control System (AFCS). It is a two-axis autopilot, with optional
3rd axis yaw damper, and flight director system which provides the pilot with the following features:
Flight Director (FD) — The flight director processing occurs in the GMC 605 mode panel. Selected
modes for the flight director are displayed on the GMC 605 display and the GI 285 annunciator panel (if
installed).
The flight director provides:
 Command Bars showing pitch/roll guidance
 Vertical / lateral mode selection and processing
Autopilot (AP) — Autopilot operation occurs within the pitch, roll, and pitch trim servos. It also provides
servo monitoring, and automatic flight control in response to flight director steering commands, attitude
and rate information, and airspeed.
Optional Yaw Damper (YD) — The yaw servo is self-monitoring and provides Dutch roll damping and
turn coordination in response to yaw rate, roll angle, lateral acceleration, and airspeed.
Electric Pitch Trim — The pitch trim servo provides manual electric pitch trim capability when the
autopilot is not engaged.
Internal Attitude Source – The GMC 605 contains internal sensors which calculate the aircraft attitude,
allowing the GFC 600 to operate without relying on any external source of attitude. Internal monitoring
detects attitude errors and will automatically disconnect the autopilot in the unlikely event of internal
attitude failure.
Airspeed and Altitude Information – The GFC 600 requires airspeed and altitude information. It may be
interfaced to an external air data computer. If an external air data computer is not available, a small Air
Data Module will be attached to the back of the GMC 605 rack to provide basic air data information to the
GFC 600.
Pilot commands to the AFCS are entered through the GMC 605 autopilot mode panel.
Other components of the AFCS include the GSA 87 pitch, roll, pitch trim, and optional yaw servos that
also contain autopilot processors, control wheel mounted elevator trim switch, control wheel mounted
autopilot / yaw damper disconnect and trim interrupt switch (AP DISC / TRIM INT), Control Wheel
Steering switch (CWS), and a Go-Around (GA) switch.
The following conditions will cause the autopilot to automatically disconnect:

Electrical power failure, including pulling the AUTOPILOT circuit breaker

Internal autopilot system failure (including internal AHRS failure)
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The following pilot actions will cause the autopilot to disconnect:

Pressing the red AP DISC / TRIM INT switch on the pilot’s control wheel

Actuating either half of the manual electric trim split switch (if installed)

Pushing the AP key on the GMC 605 mode controller when the autopilot is engaged

Pulling the AUTOPILOT circuit breaker
The red AP DISC / TRIM INT switch on the pilot’s control wheel will interrupt power to the manual electric
trim for as long as the switch is depressed.
AFCS CONTROL UNIT
The following tables list the available AFCS vertical and lateral modes with their corresponding controls
and annunciations. The NOSE UP/DN Wheel can be used to change the vertical mode reference while
operating in Pitch Hold, Vertical Speed, Altitude Hold, or IAS mode. Increments of change and maximum
ranges of values for each of these references using the NOSE UP/DN Wheel are also listed in the table.
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AFCS VERTICAL MODES
Control
Annunciation
Reference Range
Reference Change
Increment
(default)
PIT
20° Nose up
15° Nose Down
0.5°
*
ALTS
**
ALTV
ALT Key
ALT nnnnn FT
Vertical Speed
VS Key
VS nnnn FPM
IAS Hold
IAS Key
IAS nnn KTS
VNV Key
VPTH
APR Key
GP
GS
Go Around
GA
Switch
GA
7°
Level (LVL)
LVL Key
LVL
Zero Vertical
Speed
Vertical Mode
Pitch Hold
Selected Altitude
Capture
Vertical Path
Constraint Altitude
Capture
Altitude Hold
Vertical Path
Tracking (VNAV)
Glidepath
Glideslope
ESP High Pitch
Engagement
ESP Low Pitch
Engagement
ESP High
Airspeed
Engagement
10 ft
-2000 to +1500
FPM
90 to 213 kt
(104 to 245 MPH)
100 fpm
1 kt
ESP High Pitch Attitude engages at 21° nose up
ESP Low Pitch Attitude engages at 25° nose
down
ESP High Airspeed engages at 226 KIAS (260
MPH)
When above 200 ft AGL, ESP Low Airspeed
engages when stall warning activates. (This
mode only available if height above terrain is
available from a compatible Garmin GPS).
* ALTS arms automatically when PIT, VS, IAS, or GA is active, if the aircraft is equipped with altitude
preselect.
ESP Low
Airspeed
Engagement
** ALTV arms automatically when VPTH is armed or active and the aircraft is descending towards a vertical
path constraint altitude that is higher than the preselected altitude, if the installation supports enhanced
descent-only vertical navigation.
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AFCS LATERAL MODES
Lateral Mode
Maximum Roll
Command Limit
Control
Annunciation
Roll Mode
(default)
ROL
25°
Heading Select
HDG Key
HDG
25°
GPS
30°
VOR
25°
LOC
22°
BC
22°
GPS
22°
VAPP
22°
LOC
22°
Navigation, GPS Arm/Capture/Track
Navigation, VOR Enroute Arm/Capture/Track
Navigation, LOC Arm/Capture/Track (No
Glideslope)
Backcourse Arm/Capture/Track
Approach, GPS Arm/Capture/Track
(Glidepath Mode Automatically Armed, if
available)
Approach, VOR Arm/Capture/Track
NAV Key
BC Key
APR Key
Approach, ILS Arm/Capture/Track
(Glideslope Mode Automatically Armed)
Go Around
GA Switch
GA
Wings Level
LVL (Level)
LVL Key
LVL
Wings Level
ESP Roll Attitude Engagement
ESP Roll
Attitude
engages at 45°
The CWS Button does not change lateral references for Heading Select, Navigation, Backcourse, or
Approach modes. The autopilot guides the aircraft back to the Selected Heading/Course upon release of
the CWS Button.
The autopilot may be engaged within the following ranges:
Pitch 50° nose up to 50° nose down
Roll ±75°
If the above pitch or roll limits are exceeded while the autopilot is engaged, the autopilot will disconnect.
Engaging the autopilot outside of its command limits, but within its engagement limits, will cause the
autopilot to return the aircraft within command limits. The autopilot is capable of commanding the aircraft
in the following ranges:
Pitch 20° nose up to 15° nose down
Roll ±30°
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PREFLIGHT TEST
During the preflight test the GMC 605 will display PFT in the Message Window. LED fault lights on the
GMC 605 autopilot mode panel cycle through a test sequence, three amber lights for one second, followed
by three red lights for one second, then extinguish if the preflight test successfully passes. The autopilot
disconnect tone sounds at the completion of the preflight test. If the GFC 600 passes preflight test, the
display on the GMC 605 will be blank and all LED fault lights extinguished. If GFC 600 fails the PFT, PFT
FAIL is displayed in the message window the AP LED in red illuminates.
MESSAGES
GMC 605 Messages
AIL TRM LF
Aileron Trim Left - Autopilot is holding left wing down roll force. Amber AP
LED flashes amber for 5 seconds then remains steady amber.
AIL TRM RT
Aileron Trim Right - Autopilot is holding right wing down roll force. Amber
AP LED flashes amber for 5 seconds then remains steady amber.
AIRDAT FAIL
Air data input to the GFC 600 has failed. Vertical modes that require air
data input are failed.
ALT KEY STK
ALT key stuck – System has sensed ALT key input for 30 seconds or longer.
AP FAIL
Autopilot Failed – The autopilot is inoperative. Red AP LED will flash until
the pilot presses the AP key. Once AP FAIL acknowledged, the Red AP
LED will be steady.
AP KEY STK
Autopilot key stuck – System has sensed AP key input for 30 seconds or
longer.
APR KEY STK
Approach key stuck – System has sensed APR key input for 30 seconds or
longer.
BC KEY STK
Back Course key stuck – System has sensed BC key input for 30 seconds or
longer.
CWS
System is in Control Wheel Steering mode.
DISABLD KEY
Disabled Key – The pressed key is inactive; it has no associated mode.
This message will extinguish after 3 seconds.
ELE TRM DN
Elevator Trim Down – Autopilot is holding elevator nose down force. The
pitch trim needs to be adjusted nose down. Amber AP LED flashes amber
for 5 seconds then remains steady amber.
ELE TRM UP
Elevator Trim Up – Autopilot is holding elevator nose up force. The pitch
trim needs to be adjusted nose up. Amber AP LED flashes amber for 5
seconds then remains steady amber.
ESP FAIL
Electronic Stability and Protection Has Failed – ESP function is not
available.
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GFC 600 Autopilot in Textron Aviation 58/58A
Page 43 of 46
GMC 605 Messages
ESP OFF
Electronic Stability and Protection is OFF – The pilot has turned ESP OFF.
FD KEY STK
Flight Director key stuck – System has sensed FD key input for 30 seconds
or longer.
HDG KEY STK
Heading key stuck – System has sensed HDG key input for 30 seconds or
longer.
IAS KEY STK
Indicated Airspeed key stuck – System has sensed IAS key input for 30
seconds or longer.
LVL KEY STK
Level Mode key stuck – System has sensed LVL key input for 30 seconds or
longer.
MAXSPEED
Autopilot Overspeed Protection mode is active.
MINSPEED
Autopilot Underspeed Protection mode is active.
NAV KEY STK
Nav Mode key stuck – System has sensed NAV key input for 30 seconds or
longer.
P TRIM FAIL
Pitch Trim Fail – Autopilot and Manual Electric Pitch Trim is inoperative.
Amber AP LED flashes for 10 seconds and becomes steady.
PFT FAIL
Preflight Test Failed – Autopilot failed the preflight test. The autopilot is
inoperative. FD modes may still be available. Red AP LED illuminates
steady.
PFT
Preflight Test is in Progress.
RUD TRM LF
Rudder Trim Left – Yaw Damper is holding left rudder force. Amber AP LED
flashes amber for 5 seconds then remains steady amber.
RUD TRM RT
Rudder Trim Right – Yaw Damper is holding right rudder force. Amber AP
LED flashes amber for 5 seconds then remains steady amber.
SET HDG=CRS
When the GFC 600 is configured to use a DG (not an HSI), the heading bug
must be set to the desired track or navigation course when in NAV or
APPROACH modes. This message will be displayed continuously when
NAV or APPROACH modes are active.
VNV KEY STK
Vertical Navigation Mode key stuck – System has sensed VNV key input for
30 seconds or longer.
VS KEY STK
Vertical Speed Mode key stuck – System has sensed VS key input for 30
seconds or longer.
YD FAIL
Yaw Damper has failed. Amber YD LED flashes for 10 seconds and
becomes steady.
GFC 600 Autopilot in Textron Aviation 58/58A
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FAA APPROVED
GMC 605 Messages
Yaw Damper key stuck – System has sensed YD key input for 30 seconds
or longer. Yaw damper is inoperative.
YD KEY STK
LED ANNUNCIATOR LIGHTS
GMC 605 GREEN LED LIGHTS
AP
Steady Green AP LED - Autopilot is engaged and functioning.
FD
Steady Green FD LED - Flight Director is displayed and functioning.
YD
Steady Green YD LED - Yaw Damper is operating
GMC 605 AMBER LED LIGHTS
Flashing Amber AP LED for 5 seconds, then extinguish – Normal AP disconnect
OR;
AP
FD
Flashing Amber AP LED for 10 seconds, then steady, accompanied by a GMC 605
message for ELE or AIL mistrim message – See abnormal procedure for mistrim
message.
Flashing Amber FD LED for 10 seconds, then extinguish – The coupled lateral or
vertical mode has been lost, and the GMC has reverted to ROL mode (if lateral mode
was lost) or PIT mode (if vertical mode was lost).
Amber flashing YD LED for 10 seconds, then extinguished - Normal YD disconnect
YD
Flashing Amber YD LED for 10 seconds, then steady – Abnormal YD disconnect
Steady Amber YD LED – Failed Yaw Damper – YD FAIL in message window
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GFC 600 Autopilot in Textron Aviation 58/58A
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GMC 605 RED LED LIGHTS
Continuous Flashing Red AP LED – Abnormal AP disconnect
AP
Steady Red AP LED – Autopilot Fail.
message window.
FD
Not used
YD
Not used
Cause of the failure will be annunciated in the
NO ILLUMINATED LED LIGHT
AP
Autopilot is OFF
FD
Flight Director is OFF
YD
Yaw Damper is OFF
LIGHTING
When the aircraft’s dimming bus is selected off, or full dim, GMC 605 mode panel and GI 285 annunciator
panel lighting (if installed) is controlled by integrated photocells which sense the ambient cockpit lighting.
When the aircraft’s dimming bus is activated, GMC 605 and GI 285 (if installed) lighting is controlled using
the aircraft’s instrument panel lighting dimmer control.
GFC 600 Autopilot in Textron Aviation 58/58A
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