I agree.
But……you might be surprised at how many people don’t understand their own autopilot and it’s interactions with the PFD. For many, hitting the red button is a “reset” function: shut it all off and start over. Or don’t.
But yes, looking down at critical moments to find the AP button is very unhelpful.
Garmin is already full of Garminisms. On top of that, Cirrus has added their own Cirrusisms as well. They also removed the CWS button from the autopilot. Why???
Not only that. If you have a G3/G5 with older software, you have to press the AP and the YD buttons, otherwise you’ll land with the YD on.
You mean Control Wheel Steering?
The 737-100/200 had Control Wheel Steering. You engaged the autopilot in CWS mode, and it simply held whatever pitch and roll attitude you had when you released pressure on the control wheel. It was like hand-flying with full-time stability built in.
It was great.
Yes, all other airplanes with GFC700 have it. Airbus mode. Put the attitude where you want it, it will keep it there forever. I love that!
I like to use it in ROLL+ALT mode, so the AP keeps altitude and you can maneuver laterally yourself. Pretty nice flying VFR with a Bravo shelf above you.
I’ve read at least twice in this thread about a supposed YD mishap on landing. I believe these are references to the Granbury, TX landing accident. However, the NTSB Final Report found, in pertinent part:
Analysis:
… The pilot indicated that the yaw damper was on when he landed. However, the airplane was equipped with a recoverable data module that recorded the flight’s configuration and navigation data, which indicated that the yaw damper was off about 1/4 mile before the landing runway threshold.
Given the available information, the pilot likely did not maintain directional control of the airplane during the crosswind landing.
Probable Cause and Findings
The National Transportation Safety Board determines the probable cause(s) of this accident to be:
The pilot’s failure to maintain directional control during a crosswind landing, which resulted in the airplane exiting the runway and impacting a ditch, tree, and fence.
Fly safely!
PS: As for the OPs original question in this guest discussion thread, I believe that Dr. Turrisi already posted the correct answer, to which I have nothing new to add.
David-
I fly a couple different airplanes (non Cirrus) and my memory is not as good as it used to be, also my memory is not as good as it used to be, how does the AP/FD behave if you “trim off” the autopilot? Is the FD also disabled?
He did, but for one caveat, Perspective aircraft with software v0764.36 or later feature automatic yaw damper disconnect below 200 ft AGL.
On my G6, the pitch trim switch is completely disabled when the AP is engaged. 
Well that nixes that idea…
Hey Hans, since you have experience with other airframes. What happens if you fight the autopilot? Will it disengage?
That’s something I really like about the Airbus implementation. You move the stick, the airplane is yours. It will throw the master warning in case you just hit the stick by accident, but you can cancel the warning by clicking the red button, which you should’ve done in the first place. Tesla’s implementation is similar too, which I like.
Hans,
You can change roll trim with the AP on, and it does not disconnect.
I have not tried changing the pitch trim with AP on, so I don’t know what happens. I’ll have to try it.
Perhaps someone else knows.
EDIT…I just saw Marlon’s reply that in the G6 the pitch trim does not disconnect.
I agree with your addition. The OP’s question seemed a little more basic. The OP wrote: “None of the procedures for my plane mention anything about manually engaging/disengaging the yaw damper so it make me assume it’s automatic. also, my SW is up to date.” None of us is sitting with him in the aircraft. But, I read into Dr. T’s answer that he’s probably seem pilots experience Garmin buttonology confusion before, and I thought he did a good job explaining it. Anyway, the OP seemed satisfied that Dr.T’s answer was helpful, and I assume was also grateful for the other replies.
PS: The YD may be automatic on/off in the G6 but I’ve found in the SR22 G6 NA, you still need to be on the rudder pedals. It’s pretty effective in cruise trim. However, it does not eliminate the need for rudder input during high AoA maneuvering flight, takeoff/departure climb, and pattern work. During CPPP events, we disable it on the AUX page. I’ve read there’s another (unpublished) way to disable it at startup.
On a couple that I can think of yes, once you introduce sufficient force to overpower the servos the AP will disengage, you can feel the servo release through the control column (feedback), and you get the associated annunciation and aural warning.
Honestly this is not something I do often enough to recall how each plane behaves.
What is quite common is to have the MEPT switches disengage the AP.
Nobody does this. There are two approved ways to disconnect the Airbus autopilot (A320 or A330) and this is not one of them. Bumping the stick accidentally will often disconnect the autopilot, but it usually comes with a resultant pitch or roll bump; not desirable.
Correct.
I would even say that there is one way to disconnect the Airbus autopilot; push the red AP disconnect button on the stick. You hear the “cavalry charge” AP disconnect warning. Wait once second and push the button again to cancel the warning.
If you push the AP engage button on the FCU, it will disconnect, but you have more warnings to deal with.
Yep. The red button is used 99.9% of the time, but the FCU AP button is an approved method. (I flew Airbus 22 of my 36 airline years, and I am a fan 
) I never heard of or saw anybody attempt to disconnect the AP by just grabbing the stick. And any Airbus pilot who claims to never have disconnected the AP by accidentally bumping the stick is lying.
25 years for me. AWA/USAir/AA Training Dept discouraged pushing the FCU button, but did grudgingly admit it was approved.
I admit to bumping the stick “a few” times.
It gets your attention, right? 
I agree. My point is on the implementation specifically. Imagine you have a traffic evasion (no TCAS), or a flock of birds, or anything that makes you react purely by instinct. I’d much rather have the AP give up immediately, like the Airbus does, instead of having the AP fighting with me forever.