Here is an update on my plane (an RV-8) with a GNS 480 and a Garmin G-600. Originally I had an EFIS manufactured by an company who’s logo includes colored hills. I found that the original EFIS was not up to my expectations, so I replaced it with the new G-600. The G-600 is everything that I hoped the original EFIS would be, and more. It was more expensive, but in the end, for me it is well worth it.
The display on the G-600 is nothing short of amazing, even in direct sunlight, it is very clear and readable. At night it dims down nicely and reverts to a night mode, much like the 496 does at sunset.
The learning curve is steep, but after figuring out what all the functions are, it all starts to make sense. The left screen is always an ADI and HSI, The right screen can be a moving map with the flight plan and weather over laid, a list of way points and other information from the flight plan, a systems page, or a page that displays approach plates, either "JeppView", or Garmin's own charts "Chartview", which are just the NOAA charts. Either type of chart is available by subscription, but the Garmin charts are cheaper. 90% of the time I have the right screen set to view the map, which is great for situational awareness. During approaches, I find myself flipping back and forth between the map, and the approach plate. It would have been nice if they would make an option to put the HSI (Lower Left Screen) in Arc mode with the flight plan displayed in Magenta, much like it is in an FMS equipped Airplane. That way you would keep your Situational Awareness as you progress through the approach procedure and still have the plate to look at. I understand that with JeppView, the aircraft position is displayed on the chart, which would help. Perhaps next year I'll spring for JeppView to see if I like it better. Also included are databases for Terrain, Obstacles, Safe Taxi, and Airways. All of which can be updated for a price.
The interface with the Autopilot could use some work. I have a Trutrak AP 100 Autopilot. It will fly both analog or digital course (GPSS), and an analog or digital glide slope (GPSV). The Lateral part of the interface works fine. The autopilot will fly the heading bug if commanded to do so. If I tune in a VOR or Localizer and set the autopilot to fly the course, it works fine. If I am flying a GPS course or GPS approach and engage GPSS, the Autopilot flies the course flawlessly.
Vertical steering is where things break down. In Altitude Hold, with the Glide Slope armed, the autopilot captures the Glide Slope just fine, However, on a GPS Approach, near as I can tell, there is no way to make it follow the GPS Glide Slope - It will not capture the GPS Glide Slope at the final approach fix. The best I can do is to follow it down, adjusting the Vertical Speed to keep the VDI centered. If I try to engage GPSV at any time, it will not arm and I get an audio alert from the autopilot saying "Vertical Steering Not Available".
Garmin Tech Support was not helpful once they found out that I didn't have one of the prior approved autopilots. The Autopilot Manufacture was not much help either. The workaround that my avionics dealer has come up with is to tie the autopilot directly to the GNS 480 during GPS approaches. This will be done with two relays, in series. When both (precision approach) and (GPS guidance) are active, (Pins P5-68 & P7-17 pulled low), the Arink 429 signal will be switched from the G-600 directly to the 480. The problem is, that although the GNS 480 provides both GPSS and GPSV, only GPSS comes out of the G-600.
I can hear some of you now saying to your selves, "he must not be a very good pilot if he needs the autopilot to fly the approach for him", but after 30 years of flying, yes I can hand fly the approach, but my situational awareness is higher if I let the autopilot fly it for me. Also, I believe that everything on the airplane should work as advertised.
Hopefully the lack of GPSV on the G-600 is a temporary thing. This is not the only thing that needs improvement, but over all, I am very pleased.
I have to say it has been a pleasure to work with Gardner Aviation Specialists in Peachtree City Georgia. They have gone above and beyond to make sure that all the problems are worked out, and they definitely think outside the box when occasion calls for it. Gardner did all the wiring behind the panel which left me to install the Remote Compass, AHARS, Air Data Computer, and Temperature Probe.
I believe that Garmin has a "Killer Application" with the G-600 and that they will capture considerable market share in the future with this product. It is small enough to fit in an RV-8 and interfaces with existing radios (GNS 430, 480, 530, SL-30), so it's not like learning a whole system. Also the price is very reasonable when compared with the likes of a G-1000 or G-900.
Dane Patterson
The display on the G-600 is nothing short of amazing, even in direct sunlight, it is very clear and readable. At night it dims down nicely and reverts to a night mode, much like the 496 does at sunset.
The learning curve is steep, but after figuring out what all the functions are, it all starts to make sense. The left screen is always an ADI and HSI, The right screen can be a moving map with the flight plan and weather over laid, a list of way points and other information from the flight plan, a systems page, or a page that displays approach plates, either "JeppView", or Garmin's own charts "Chartview", which are just the NOAA charts. Either type of chart is available by subscription, but the Garmin charts are cheaper. 90% of the time I have the right screen set to view the map, which is great for situational awareness. During approaches, I find myself flipping back and forth between the map, and the approach plate. It would have been nice if they would make an option to put the HSI (Lower Left Screen) in Arc mode with the flight plan displayed in Magenta, much like it is in an FMS equipped Airplane. That way you would keep your Situational Awareness as you progress through the approach procedure and still have the plate to look at. I understand that with JeppView, the aircraft position is displayed on the chart, which would help. Perhaps next year I'll spring for JeppView to see if I like it better. Also included are databases for Terrain, Obstacles, Safe Taxi, and Airways. All of which can be updated for a price.
The interface with the Autopilot could use some work. I have a Trutrak AP 100 Autopilot. It will fly both analog or digital course (GPSS), and an analog or digital glide slope (GPSV). The Lateral part of the interface works fine. The autopilot will fly the heading bug if commanded to do so. If I tune in a VOR or Localizer and set the autopilot to fly the course, it works fine. If I am flying a GPS course or GPS approach and engage GPSS, the Autopilot flies the course flawlessly.
Vertical steering is where things break down. In Altitude Hold, with the Glide Slope armed, the autopilot captures the Glide Slope just fine, However, on a GPS Approach, near as I can tell, there is no way to make it follow the GPS Glide Slope - It will not capture the GPS Glide Slope at the final approach fix. The best I can do is to follow it down, adjusting the Vertical Speed to keep the VDI centered. If I try to engage GPSV at any time, it will not arm and I get an audio alert from the autopilot saying "Vertical Steering Not Available".
Garmin Tech Support was not helpful once they found out that I didn't have one of the prior approved autopilots. The Autopilot Manufacture was not much help either. The workaround that my avionics dealer has come up with is to tie the autopilot directly to the GNS 480 during GPS approaches. This will be done with two relays, in series. When both (precision approach) and (GPS guidance) are active, (Pins P5-68 & P7-17 pulled low), the Arink 429 signal will be switched from the G-600 directly to the 480. The problem is, that although the GNS 480 provides both GPSS and GPSV, only GPSS comes out of the G-600.
I can hear some of you now saying to your selves, "he must not be a very good pilot if he needs the autopilot to fly the approach for him", but after 30 years of flying, yes I can hand fly the approach, but my situational awareness is higher if I let the autopilot fly it for me. Also, I believe that everything on the airplane should work as advertised.
Hopefully the lack of GPSV on the G-600 is a temporary thing. This is not the only thing that needs improvement, but over all, I am very pleased.
I have to say it has been a pleasure to work with Gardner Aviation Specialists in Peachtree City Georgia. They have gone above and beyond to make sure that all the problems are worked out, and they definitely think outside the box when occasion calls for it. Gardner did all the wiring behind the panel which left me to install the Remote Compass, AHARS, Air Data Computer, and Temperature Probe.
I believe that Garmin has a "Killer Application" with the G-600 and that they will capture considerable market share in the future with this product. It is small enough to fit in an RV-8 and interfaces with existing radios (GNS 430, 480, 530, SL-30), so it's not like learning a whole system. Also the price is very reasonable when compared with the likes of a G-1000 or G-900.
Dane Patterson
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