Narrative:

The incident involved partial loss of control of aircraft during IMC approach to landing: there were a series of events. The equipment involved a brand new installation of a garmin G500 'glass-panel' and a two year installation of a garmin GTN750/650 nav/com pair providing navdata to the G500 and cessna 400B autopilot (using signals from the correct garmin box).the scenario:1) the wrong ILS approach was entered into the gtn 750/650 pair (namely ILS-1L rather than ILS-1R).2) the first approach was flown from the arrival gate (huska) to the extension of runway 1L: at which time both pilot and controller noted the error and the pilot was redirected to the final fix for ILS-1R. The turn to the south was made; and the autopilot system redirected the aircraft to the north. Conversations followed between the pilot and tower controller as to what was happening. The pilot reported that he could not obtain reliable direction on the dg portion of the G500.3) in the cockpit while hand flying the aircraft; the pilot was finally able to maintain control and after a few minutes of struggling start placing the aircraft on course; however; when the autopilot was re-engaged; everything went downhill. The pilot completely disconnected the autopilot; hand flew and stabilized the aircraft. It should be noted (and usually happens) that when confronted with problems a pilot's instrument scan becomes somewhat poor. This happened in this case and altitude control suffered.4) finally; with the aircraft under control; back on approach; straight and level; on assigned altitude and heading; and as the pilot entered the correct ILS 1R procedure into the gtn pair; he noticed that the gtn pair was in 'suspend' that is to say the gtn system was flying the missed approach for ILS-1L !!!!5) with the system now properly set up; the autopilot was reengaged and a 'perfect' approach and landing to runway 1R was made.the pilot had recently flown an ipc with his instructor to be able to prove to himself that he could use the new glass panel (installed in jan/feb 2015) in IMC. Supposedly the pilot was familiar with the gtn operation - i.e.; he was aware that the gtn would set up a missed approach. The pilot had two previous IFR flights with the G500 equipment; several practice sessions and one ipc before making this flight. He felt confident!it is known that gnss steering is set in G500 and transferred to the autopilot whenever the heading 'button' is pressed and held for over two seconds. Sometime during the events of the 'bad' approach this fact was overlooked by the pilot. Thus; when he set crs heading into the dg and hand flew the aircraft; all was fine. As soon as he fully engaged the autopilot (to relieve some of the work load); the autopilot followed the gnss (roll steering) signal which was the missed approach!the pilot; at the time of the incident; was here in order for the installation to have a few problems corrected while he attended the garmin G600/500: gtn 750/650 course. It would have been a far better approach (pun intended) to have taken this course far earlier: however; it was the first time this year that garmin offered the course.it is imperative that a pilot fully know his equipment - unfortunately in this case even though the pilot knew his equipment and had carefully trained: more was needed.

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Original NASA ASRS Text

Title: A C210 pilot reports the wrong ILS approach was entered into the GTN 750/650 pair (namely ILS-1L rather than ILS-1R). This causes great difficulty when attempting to make changes using a new G500 with some features that are not fully understood. Eventually the problems are sorted out and a successful coupled ILS approach is accomplished.

Narrative: The incident involved partial loss of control of aircraft during IMC approach to landing: there were a series of events. The equipment involved a brand new installation of a Garmin G500 'glass-panel' and a two year installation of a Garmin GTN750/650 Nav/Com pair providing navdata to the G500 and Cessna 400B autopilot (using signals from the correct Garmin box).The scenario:1) The wrong ILS approach was entered into the GTN 750/650 pair (namely ILS-1L rather than ILS-1R).2) The first approach was flown from the arrival gate (HUSKA) to the extension of runway 1L: at which time both pilot and controller noted the error and the pilot was redirected to the final fix for ILS-1R. The turn to the south was made; and the autopilot system redirected the aircraft to the north. Conversations followed between the pilot and tower controller as to what was happening. The pilot reported that he could not obtain reliable direction on the DG portion of the G500.3) In the cockpit while hand flying the aircraft; the pilot was finally able to maintain control and after a few minutes of struggling start placing the aircraft on course; however; when the autopilot was re-engaged; everything went downhill. The pilot completely disconnected the autopilot; hand flew and stabilized the aircraft. It should be noted (and usually happens) that when confronted with problems a pilot's instrument scan becomes somewhat poor. This happened in this case and altitude control suffered.4) Finally; with the aircraft under control; back on approach; straight and level; on assigned altitude and heading; and as the pilot entered the correct ILS 1R procedure into the GTN pair; he noticed that the GTN pair was in 'suspend' That is to say the GTN system was flying the missed approach for ILS-1L !!!!5) With the system now properly set up; the autopilot was reengaged and a 'perfect' approach and landing to runway 1R was made.The pilot had recently flown an IPC with his instructor to be able to prove to himself that he could use the new glass panel (installed in Jan/Feb 2015) in IMC. Supposedly the pilot was familiar with the GTN operation - i.e.; he was aware that the GTN would set up a missed approach. The pilot had two previous IFR flights with the G500 equipment; several practice sessions and one IPC before making this flight. He felt confident!It is known that GNSS steering is set in G500 and transferred to the autopilot whenever the HDG 'button' is pressed and held for over two seconds. Sometime during the events of the 'bad' approach this fact was overlooked by the pilot. Thus; when he set CRS heading into the DG and hand flew the aircraft; all was fine. As soon as he fully engaged the autopilot (to relieve some of the work load); the autopilot followed the GNSS (roll steering) signal which was the missed approach!The pilot; at the time of the incident; was here in order for the installation to have a few problems corrected while he attended the GARMIN G600/500: GTN 750/650 course. It would have been a far better approach (pun intended) to have taken this course far earlier: however; it was the first time this year that Garmin offered the course.It is imperative that a pilot fully know his equipment - unfortunately in this case even though the pilot knew his equipment and had carefully trained: more was needed.

Data retrieved from NASA's ASRS site and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.