Autopilot comparison chart

[EugeneR]

There is also a Dynon option, but that’s if you want to go full glass at the same time AND Dynon’s AP is approved for your make and model. While their glass of certified for 600+ models, the autopilot is available only on P35-V35B Bonanzas and C172, with A36 Bo coming soon and Mooneys shortly after.

But it’s a very nice install, and less expensive to purchase and to install than G3X + GFC500.

Just finished installation in my Bonanza, waiting for the paperwork and W&B to complete before flying.

 

[MooneyDriver78]

There is also a Dynon option, but that’s if you want to go full glass at the same time AND Dynon’s AP is approved for your make and model. While their glass of certified for 600+ models, the autopilot is available only on P35-V35B Bonanzas and C172, with A36 Bo coming soon and Mooneys shortly after.

But it’s a very nice install, and less expensive to purchase and to install than G3X + GFC500.

Just finished installation in my Bonanza, waiting for the paperwork and W&B to complete before flying.

Did you get a quote for both the Dynon vs Garmin G3X? I briefly looked at equipment prices, didn’t seem to be a big difference.

 

[Indiana_Pilot]

NICE! Where are you based? I grew up and flew out of KPPO many moons ago.

Who did your install?

KCEV and First Wing Jet Center @KTYQ. They did a great job


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[asicer]

Did you get a quote for both the Dynon vs Garmin G3X? I briefly looked at equipment prices, didn’t seem to be a big difference.

As I recall, I think it was @Jesse Saint that mentioned that installation cost of the Dynon was much lower.

 

[David Megginson]

I'm glad that there's an alternative to the GFC 500, even if I do end up getting one eventually.

I hate the look of the boxy G5 in a panel (that's why I didn't install one with my GTN 650 three years ago). I do like the round GI-275's look a lot better, but still, I don't want an autopilot to dictate what else I have to have in my panel.

In the meantime, my old, single-axis STEC-20 is chugging along just fine, and is fully approach certified. With the STEC GPSS converter, it does a nice job flying RNAV approaches, holds, etc. using input from the GTN. I guess I'd save on at least one axis's worth of servos if I upgraded to the STEC 3100 when the STEC-20 finally gives up the ghost.

 

[Hang 4]

One other thing to think about is what you are coming from. As @David Megginson mentions, if you have a competent 2 axis AP with GPSS, you get most of what you get with any of the other ones mentioned, except vertical guidance. I have an STEC 30 with Alt Hold and was thinking about the GFC500 or the Aerocruze. I have backed off either one as my STEC can do anything my GTN tells it to and I just have to adjust power and trim for the vertical portion of the approach.

If I was starting with no AP or had one that was crapping out, I'd be all over one of the new ones.

 

[CRQFlier]

OP, curious why you DQ'd the Trio.

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[EugeneR]

Did you get a quote for both the Dynon vs Garmin G3X? I briefly looked at equipment prices, didn’t seem to be a big difference.

I didn’t get a full quote for G3X as I decided to go ahead with Dynon already. However, the equipment cost for dual G3X + GFC500 was noticeably more than dual screen Dynon. Even single screen setup was more expensive, even though I had G5 AI already.

What’s funny, I couldn’t even get quotes from any avionics shops in the area. They never called me back or replied to my emails. What is attractive (and contributed to my decision a lot) in Dynon installs is that any A&P is authorized to install it, and they sell directly to consumer (me).

I was lucky that my shop got a good avionics guy already, so we could schedule the setup quickly and go ahead.

In terms of installation efforts, Dynon wiring is much simpler (Ethernet in custom pin out and DB9 connectors) and it comes with most of the harnesses already pre-wired. That shaves a lot of time from the installation costs.

It also comes with the avionics shelf that hosts the screen and most of the components (ADAHRS, ARINC, EMS and backup battery).

Speaking of components - they are smaller than Garmin counterparts, so easier to mount.

There are also install kits/brackets for servos, specific to the airframe, so that saves on install time too.

Oh, and even the data subscription is free for nav data and $99/year for georeferenced approach plates, airport diagrams and VFR sectionals/IFR charts.

This is the supplied avionics shelf/screen mount with ADAHRS/EMS/ARINC in the stack, backup battery (for one screen, both screens and backup EFIS have their own batteries) and ADS-B receiver on the side.

 

[Llk]

I didn’t get a full quote for G3X as I decided to go ahead with Dynon already. However, the equipment cost for dual G3X + GFC500 was noticeably more than dual screen Dynon. Even single screen setup was more expensive, even though I had G5 AI already.

What’s funny, I couldn’t even get quotes from any avionics shops in the area. They never called me back or replied to my emails. What is attractive (and contributed to my decision a lot) in Dynon installs is that any A&P is authorized to install it, and they sell directly to consumer (me).

I was lucky that my shop got a good avionics guy already, so we could schedule the setup quickly and go ahead.

In terms of installation efforts, Dynon wiring is much simpler (Ethernet in custom pin out and DB9 connectors) and it comes with most of the harnesses already pre-wired. That shaves a lot of time from the installation costs.

It also comes with the avionics shelf that hosts the screen and most of the components (ADAHRS, ARINC, EMS and backup battery).

Speaking of components - they are smaller than Garmin counterparts, so easier to mount.

There are also install kits/brackets for servos, specific to the airframe, so that saves on install time too.

Oh, and even the data subscription is free for nav data and $99/year for georeferenced approach plates, airport diagrams and VFR sectionals/IFR charts.

This is the supplied avionics shelf/screen mount with ADAHRS/EMS/ARINC in the stack, backup battery (for one screen, both screens and backup EFIS have their own batteries) and ADS-B receiver on the side.

And that, to me, should be the future of GA. An A&P should be able to install it without the dealer crap brought in by Garmin.

Crimping, lacing, troubleshooting, while difficult, shouldn’t be the super secret thing of certified dealers. This unnecessarily raises the cost of it all at a time when my grandmother can spell Ethernet and IP. RS232, high density connections, and god knows the newer protocols are already 20-30 years old. Screw Garmin, happily cheering for Dynon- Bendiwhat?


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[MooneyDriver78]

I didn’t get a full quote for G3X as I decided to go ahead with Dynon already. However, the equipment cost for dual G3X + GFC500 was noticeably more than dual screen Dynon. Even single screen setup was more expensive, even though I had G5 AI already.
counterparts, so easier to mount.

I assume you pulled the G5s since they won’t serve as a backup to skyview?
Did you install the Dynon autopilot?
I assume you meant you compared the dual G3X+GfC500 to dual skyview and it’s autopilot?
What’s your ADSB IN box?
TIA, Tom


Tom

 

[EugeneR]

I assume you pulled the G5s since they won’t serve as a backup to skyview?
Did you install the Dynon autopilot?
I assume you meant you compared the dual G3X+GfC500 to dual skyview and it’s autopilot?
What’s your ADSB IN box?
TIA, Tom


Tom

Yep, pulled the G5 (I had just one in AI configuration, so no magnetometer to pull out).

I installed pretty much the whole enchilada sans Dynon transponder and radio:

Dual 10” Dynon HDX
3-axis autopilot (w/yaw damper but no auto trim yet as it’s not approved, however the trim controller is physically there and will work with any 3rd party electric trim).
Dynon ADS-B in
Autopilot mode control panel
Knob control panel (heading/altitude/baro)
Engine monitoring - replaces all engine/fuel gauges and instruments, including flap position and gear, although I kept my original gear lights there as well
Wi-Fi module to connect Dynon to Foreflight (provides ADAHRS and ADS-B data + flight plan sync)
ARINC module to connect to my 430W

The equipment cost for all of that was $26K with all harnesses/brackets/etc.

I kept my 430W, KX155 and KT-74 transponder, Aera 660 in dock and GDL39 hardwired to it and 430W. The rest is gone and replaced with Dynon. I also put PS Engineering 450B as “while we are at it” item

Finished setup:

 

[MooneyDriver78]

I’ve already invested in a GDL88, JPI, and dual G5s. So the Garmin prices out differently because I have less to throw away.

 

[EugeneR]

I’ve already invested in a GDL88, JPI, and dual G5s. So the Garmin prices out differently because I have less to throw away.

Yeah, G3X without EIS + GFC500 makes much more sense for you then as you have most of the modules in place. You can reuse GMU11 and GAD42, temperature probe, don’t need EIS and can keep one G5 (or both). So your install cost would be mostly the screen itself and autopilot servos and control head.

I had an old EI engine monitor, so it made sense to throw everything away.

 

[JohnAJohnson]

On a GFC500 and G5 system, what actions, if any, must be taken on the G5? Is the G5 used to set barometric pressure, or to move a heading bug, etc.?

 

[WannFly]

On a GFC500 and G5 system, what actions, if any, must be taken on the G5? Is the G5 used to set barometric pressure, or to move a heading bug, etc.?

The only thing I do on G5 AI is to set the altimeter. Everything is easier to do on the GFC control head. Mine sits right above the yoke, so I don’t bother touching the G5 anymore unless there is a altimeter change. Unless I am flying ILS , I also don’t touch the HSI.

There are other things that you on G5 like adjusting brightness etc, but that’s about it. Bw G5 is the brain for GFC.

 

[JohnAJohnson]

The only thing I do on G5 AI is to set the altimeter. Everything is easier to do on the GFC control head. Mine sits right above the yoke, so I don’t bother touching the G5 anymore unless there is a altimeter change. Unless I am flying ILS , I also don’t touch the HSI.

There are other things that you on G5 like adjusting brightness etc, but that’s about it. Bw G5 is the brain for GFC.

Thanks. I'm trying to determine my options. I have a Dynon HDX system in my Cardinal, and no autopilot. I would be willing to stick a G5 in the panel as a third attitude reference, and to provide attitude & heading to the GFC500, and I'd be willing to set the baro as required. I wonder if the Dynon's 429 output would drive the GCF500? I have an IFD540 for a navigator, and it talks to the Dynon via 429 bus.

 

[nrimmer]

There seems to be a lot of misinformation here about the TruTrak Vizion with regard to approach and heading capabilities. It will take a heading from a G5 or an Aspen. It also flies LPV approaches with a 700’ AGL limitation. From the manual...

 

[chemgeek]

I'm glad that there's an alternative to the GFC 500, even if I do end up getting one eventually.

I hate the look of the boxy G5 in a panel (that's why I didn't install one with my GTN 650 three years ago). I do like the round GI-275's look a lot better, but still, I don't want an autopilot to dictate what else I have to have in my panel.

In the meantime, my old, single-axis STEC-20 is chugging along just fine, and is fully approach certified. With the STEC GPSS converter, it does a nice job flying RNAV approaches, holds, etc. using input from the GTN. I guess I'd save on at least one axis's worth of servos if I upgraded to the STEC 3100 when the STEC-20 finally gives up the ghost.

My STEC-20/G5/GNS-430W has been amazing flying GPSS commands. The only nit to pick is that the STEC is a little wobbly tracking in mild turbulence or in a crosswind approach, probably due to its rate-based nature. I can hand fly a bit smoother under those conditions. It's been utterly reliable.

 

[WannFly]

Thanks. I'm trying to determine my options. I have a Dynon HDX system in my Cardinal, and no autopilot. I would be willing to stick a G5 in the panel as a third attitude reference, and to provide attitude & heading to the GFC500, and I'd be willing to set the baro as required. I wonder if the Dynon's 429 output would drive the GCF500? I have an IFD540 for a navigator, and it talks to the Dynon via 429 bus.

I know IFD works just fine, most likely without a G5 GFC will not be a full fledged system. But I will let someone else comment. [mention]asicer [/mention] or [mention]flyingcheesehead [/mention] might know. Or [mention]bnt83 [/mention]

 

[Ryan Klems]

There seems to be a lot of misinformation here about the TruTrak Vizion with regard to approach and heading capabilities. It will take a heading from a G5 or an Aspen. It also flies LPV approaches with a 700’ AGL limitation. From the manual...

Check the AFMS, while it is _capable_ to fly an LPV and other approaches, it is not approved to do so.

“This autopilot has not been evaluated by the FAA to meet the certification requirements for coupled instrument procedures, including coupled approaches. Therefore, these types of procedures are not authorized without further evaluation and approval.”

 

[Ryan Klems]

I know IFD works just fine, most likely without a G5 GFC will not be a full fledged system. But I will let someone else comment. [mention]asicer [/mention] or [mention]flyingcheesehead [/mention] might know. Or [mention]bnt83 [/mention]

Without a G5 (or GI-275, or G3X), the GFC500 isn’t anything. Those units are the entire brains of the autopilot (you mentioned that in an earlier post), so there is literally nothing to drive the servos. The GMC507 is basically just a mode controller for the autopilot, unlike a more traditional autopilot where similar looking boxes are the autopilot computer.

 

[Flyingfanatic]

OP, curious why you DQ'd the Trio.

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It’s price is closer to the GFC 500, so I think we’d just go with that instead. I’ve heard the install is lengthy and I don’t have as much confidence in the STC group as I do BK or Garmin.

 

[David Megginson]

There seems to be a lot of misinformation here about the TruTrak Vizion with regard to approach and heading capabilities. It will take a heading from a G5 or an Aspen. It also flies LPV approaches with a 700’ AGL limitation. From the manual...

RNAV approaches are supported by the TT, but not authorised for IFR use (even above 700 ft AGL). It's fine to practice in VMC, of course, or even for IFR use in a genuine emergency.

Update: It might also be a great option for long, straight-in VFR night approaches, to reduce the risk of falling into the black-hole effect. There's still lots you can do with an A/P that's not approach-certified.

 

[Flyingfanatic]

Will a G3x drive a GFC 500?

 

[MooneyDriver78]

Will a G3x drive a GFC 500?

Yes

 

[tee]

I’m evaluating autopilots for our club’s Archer. I’m looking for a comparison chart of autopilots to show the membership. No luck with a Google search.

I’m comparing The GFC 500, AeroCruze and Trio.

Anyone know where I can find a chart?

Lots of autopilots out there. Just make sure to avoid analog ones. Expect most of the money to go into installation. Also expect weeks if not months to install. Total cost $15k to $50k. Don’t overlook the no install patented technology from PortaPilot.com, provided they have a compatible unit. Been flying with it for several years. Just great, but not IFR certified. At $2k. No typo, this is for the single axis model.

 

[David Kagey]

It’s price is closer to the GFC 500, so I think we’d just go with that instead. I’ve heard the install is lengthy and I don’t have as much confidence in the STC group as I do BK or Garmin.

Did you get autotrim on your 550? I was at the same place..the cost difference between either AeroCruze and Trio was close enough. Then someone said you need to also add auto track and it added another $5k. Not sure how you get trim need feedback from the 550 where the other two give you up/down indications. Someone said the G5 annunciation gives this, but I don’t understand how
How are you set up?
Thanks

 

[MooneyDriver78]

I always thought either I fly the plane or autopilot does, 1 axis and or no auto trim violates this guideline.
If using this plane for IFR and it already has a Garmin GPS , I’d go with the GFC 500.

 

[FORANE]

I always thought either I fly the plane or autopilot does, 1 axis and or no auto trim violates this guideline.
If using this plane for IFR and it already has a Garmin GPS , I’d go with the GFC 500.

I frequently fly the Trio Pro Pilot with roll servo on only especially when in IMC. This allows me to control altitude while freeing up some mental cpu for other tasks without concern for heading wander.
One of my biggest gripes with the GFC 500 is that it lacked the ability to engage the servos independently.

 

[MooneyDriver78]

I frequently fly the Trio Pro Pilot with roll servo on only especially when in IMC. This allows me to control altitude while freeing up some mental cpu for other tasks without concern for heading wander.
One of my biggest gripes with the GFC 500 is that it lacked the ability to engage the servos independently.

You’d free up a lot more mental cpu if you didn’t have to be concerned about heading, altitude or trim.

 

[FORANE]

You’d free up a lot more mental cpu if you didn’t have to be concerned about heading, altitude or trim.

Agreed, but my Lancair is extremely sensitive in pitch. A tiny movement of the stick results in large changes in pitch. Even extending my arm in the cockpit and raising it up or down will result in pitch oscillations. Try as I might, I cannot climb or descend on any autopilot without an increasing sine wave in pitch axis. The best I can do in pitch on autopilot is hold altitude fairly well in smooth air.

It currently has a Trio which allows for powering servos independently. It works fairly well in roll and allows me to control pitch independently. At one point I installed the Garmin autopilot with the GMC507. It worked better in roll and pitch most of the time. However, I could not turn off the pitch servo independently when it performed unacceptably so I had to turn off the entire autopilot at times. Those times tended to be when in IMC when I could have used it the most.

 

[Salty]

Agreed, but my Lancair is extremely sensitive in pitch. A tiny movement of the stick results in large changes in pitch. Even extending my arm in the cockpit and raising it up or down will result in pitch oscillations. Try as I might, I cannot climb or descend on any autopilot without an increasing sine wave in pitch axis. The best I can do in pitch on autopilot is hold altitude fairly well in smooth air.

It currently has a Trio which allows for powering servos independently. It works fairly well in roll and allows me to control pitch independently. At one point I installed the Garmin autopilot with the GMC507. It worked better in roll and pitch most of the time. However, I could not turn off the pitch servo independently when it performed unacceptably so I had to turn off the entire autopilot at times. Those times tended to be when in IMC when I could have used it the most.

How much did you play with gain and other adjustments? Seems like you should be able to resolve that with configuration.

 

[FORANE]

How much did you play with gain and other adjustments? Seems like you should be able to resolve that with configuration.

The trio, on and off for years.
The Garmin, for about 5 months flying weekly. Tried emailing back and forth with g3xpert so much I think they grew tired of dealing with an issue they couldn't resolve. When responses started becoming what I considered disrespectful, I figured there wasn't anymore to gain. My wife thought the Garmin autopilot (as it was performing in my plane) was so unsafe that she said she wanted it out or she wouldn't fly in that plane with me. So I removed it.

 

[midlifeflyer]

But it’s a very nice install, and less expensive to purchase and to install than G3X + GFC500.

First time I ever saw a G3X, I immediately thought, "they copied the Dynon HDX."

 

[Salty]

First time I ever saw a G3X, I immediately thought, "they copied the Dynon HDX."

That’s odd considering the g3 came first.

 

[tee]

I’m evaluating autopilots for our club’s Archer. I’m looking for a comparison chart of autopilots to show the membership. No luck with a Google search.

I’m comparing The GFC 500, AeroCruze and Trio.

Anyone know where I can find a chart?

It is silly some pilots are wiling to spend upwards of $40k on an autopilot (including cost of installation and required modifications), while for $3k I got a two axis no-install PortaPilot that does all the functionality I need. Further, just the thought of a runaway trim or out of reach servos freezing on me send a shiver down my spine. To disconnecting it, all i have to do is yank its servo pack mounted in front of me.

 

[tee]

The GFC500 just way outclasses those others you mentioned. The only new autopilot that I'd consider over a Garmin product is the STEC3100, which is just as good as the two Garmin products. The STEC is just expensive if you don't already have an STEC in your plane with serviceable servos.

But have you taken look at a $3k (installed) two axis PortaPilot. I’ve been using it for years. Super reliable and no possibility of the two most scary autopilot failures; frozen servos and runaway trim. If you’re in the Puget Sound area, I can show it to you.

 

[tee]

B-K has the AeroCruze 230 as a slide-in replacement for the old KFC 150, but they're really struggling with their product management. Right now, they're listing the AeroCruze 100 (former TruTrak) as their "Basic Autopilot" at US $5,100, and the AeroCruze 230 as their "Advanced Autopilot" at $9,800. I'm sure that made sense in a hastily-assembled Powerpoint deck, but it doesn't pass the sniff test for anyone taking an impartial, outside look at their product line.

• Who would buy an AeroCruze 230 if they didn't already own a KFC 150 to replace with it?
• If B-K adds any new features to the AeroCruze 100, or goes for IFR approach certification, it won't be the "Basic Autopilot" any more and will threaten the AeroCruze 230.

That means the AeroCruze 100/TruTrak is essentially blocked in terms of future development, unless B-K ditches the 230 (which they won't, since it's an internal product with internal champions). It doesn't even make internal business sense, because the products are 100% different — by comparison, Garmin's current autopilots (like their GPSs) can share the same software base and a lot of the same hardware, reducing development and production costs, while the AeroCruze 100 is (for B-K) an expensive one-off diverting engineering resources from the rest of their product line (e.g. if they improve something in the 100, the improvement can't migrate to the 230).

The best thing that could happen for both B-K and the product would be to either drop the 230 and develop a new advanced A/P based on the 100/TT, or to sell off the 100/TruTrak to someone else who wants to invest in it its future as a serious competitor to the GFC 500, but they're probably worried about the competition against their own 230 if they sold the TT. So they'll just let it slowly die, while pretending to support it.

Reading your post, I must assume you are not aware of the PortaPilot. I’ve been using it for years in my C172. Fantastic digital AP at $3k (no installation required)

 

[Salty]

it’s silly some home owners pay thousands for indoor plumbing when a portaPotty can do the same job for much less.

 

[midlifeflyer]

That’s odd considering the g3 came first.

My mistake. I've seen HDX manuals 3 years older than the oldest G3X manual I've seen.