AOPA Pilot Magazine - August 2021 - 84

RUDDER & WRENCH
vertical stabilizers which reduce the yaw dynamics when an
engine fails. As a result, the critical nature of the VMC
event has
been downplayed in recent years. Higher performance airplanes
with short-chord vertical stabilizers can exhibit very violent VMC
characteristics, up to and including a snap roll.
Let's fly it
The G500 TXi with EIS in the demo BE-58 is a clean installation.
Adding Smart Rudder Bias requires no additional preflight
actions, and adds no cost to a panel upgrade. The winds were
gusting in the high 30s and the ride was rough, but the GFC 600
took it all in stride until the turbulence subsided above 4,000 feet.
Disconnecting the autopilot, I rolled briskly toward 60
84
degrees of bank. The stability protection started pushing back
at 45 degrees of bank. While easily overcome, it encourages
reducing bank angle back to 30 degrees. Resisting the stability
protection for 50 percent of the preceding 20 seconds, 10 seconds
continuously, caused the autopilot to engage. Then the
forces became much heavier and the airplane returned to a level
attitude. Pressing the A/P disconnect button returned aircraft
control to the pilot, and a 5-second press on the red button disabled
stability protection completely. Pushing the red button at
any time ensures the pilot is flying the airplane.
Simulated engine failures were next. With rudder bias disabled,
even with the reduced power available at 4,500 feet,
closing the throttle on the left Continental IO-550 produces a
significant yaw. At lower altitudes, the power is higher and the
yaw dynamics would be more pronounced.
With rudder bias enabled, retarding the throttle on the left
engine caused an engine failure annunciation on the pilot's primary
flight display and yaw as expected, but considerably less.
Setting zero thrust, the airplane stabilized in yaw at about the
one-half ball out of center, which is desired to offset the sideslip
caused by an engine-out. While rudder bias is engaged, banking
the airplane over 7 degrees into the dead engine activates
stability protection, and the airplane is nudged back toward a
wings-level attitude. Immediately following an engine failure
there can be some chaos and the system will reduce the dynamics
in that phase.
In an actual engine failure, the next step is to execute " The
Drill " from memory, followed by the engine failure checklist,
which confirms the memory items were completed along with
the secondary items as needed. The flight manual limitations
for the GFC 600 require the rudder bias system to be disabled
after the engine is secured. This is unfortunate as the system
will fly the airplane in the correct zero-sideslip configuration
at, or slightly above VYSE
with the pilot's feet on the floor.
The stability protection nudged the nose down when slowing
the Baron below 90 KIAS to maintain that speed. This is
a huge feature because many engine failure accidents occur
OFF THE WATER IN JUST 6 SECONDS | CERTIFIED DAY/NIGHT - VFR/IFR | 2250# GW
FASTER, STRONGER, MORE
GARMIN TXi PANEL
AVAILABLE WITH AUTOPILOT
FAA IFR CERTIFIED
EXTENDED LANDING GEAR
(307) 317-5550
AVIATAIRCRAFT.COM/AOPA
Photo: Bradford Fuller | ©2021 Aviat Aircraft
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AOPA Pilot Magazine - August 2021

Table of Contents for the Digital Edition of AOPA Pilot Magazine - August 2021
