Lawrence Sperry, the son of famous inventor Elmer Sperry, demonstrated it in 1914 at an aviation safety contest held in Paris. Sperry demonstrated the credibility of the invention by flying the aircraft with his hands away from the controls and visible to onlookers. Elmer Sperry Jr., the son of Lawrence Sperry, and Capt Shiras continued work on the same autopilot after the war, and in 1930, they tested a more compact and reliable autopilot which kept a U.S. Army Air Corps aircraft on a true heading and altitude for three hours.Autopilots in modern complex aircraft are three-axis and generally divide a flight into taxi, takeoff, climb, cruise (level flight), descent, approach, and landing phases. Autopilots that automate all of these flight phases except taxi and takeoff exist. An autopilot-controlled approach to landing on a runway and controlling the aircraft on rollout (i.e. keeping it on the centre of the runway) is known as an Autoland, where the autopilot utilizes an Instrument Landing System (ILS) Cat IIIc approach, which is used when the visibility is zero. These approaches are available at many major airports’ runways today, especially at airports subject to adverse weather phenomena such as fog. The aircraft can typically stop on their own, but will require the disengagement of the autopilot in order to exit the runway and taxi to the gate. An autopilot is often an integral component of a Flight Management System.
The autopilot was further developed, to include, for example, improved control algorithms and hydraulic servomechanisms. Adding more instruments, such as radio-navigation aids, made it possible to fly at night and in bad weather. In 1947, a U.S. Air Force C-53 made a transatlantic flight, including takeoff and landing, completely under the control of an autopilot. Bill Lear developed his F-5 automatic pilot and automatic approach control system, and was awarded the Collier Trophy in 1949.
CAT IIIa -This category permits pilots to land with a decision height as low as 50 feet (15 m) and a RVR of 200 metres (660 ft). It needs a fail-passive autopilot. There must be only a 10 probability of landing outside the prescribed area.
Not all of the passenger aircraft flying today have an autopilot system. Older and smaller general aviation aircraft especially are still hand-flown, and even small airliners with fewer than twenty seats may also be without an autopilot as they are used on short-duration flights with two pilots. The installation of autopilots in aircraft with more than twenty seats is generally made mandatory by international aviation regulations. There are three levels of control in autopilots for smaller aircraft. A single-axis autopilot controls an aircraft in the roll axis only; such autopilots are also known colloquially as “wing levellers”, reflecting their single capability. A two-axis autopilot controls an aircraft in the pitch axis as well as roll, and may be little more than a wing leveller with limited pitch oscillation-correcting ability; or it may receive inputs from on-board radio navigation systems to provide true automatic flight guidance once the aircraft has taken off until shortly before landing; or its capabilities may lie somewhere between these two extremes. A three-axis autopilot adds control in the yaw axis and is not required in many small aircraft.
An autopilot system is sometimes colloquially referred to as “George” (e.g. “we’ll let George fly for a while”). The etymology of the nickname is unclear: some claim it is a reference to inventor George De Beeson, who patented an autopilot in the 1930s, while others claim that Royal Air Force pilots coined the term during World War II to symbolize that their aircraft technically belonged to King George VI.
In the early days of aviation, aircraft required the continuous attention of a pilot to fly safely. As aircraft range increased, allowing flights of many hours, the constant attention led to serious fatigue. An autopilot is designed to perform some of the pilot’s tasks.Some autopilots also use design diversity. In this safety feature, critical software processes will not only run on separate computers and possibly even using different architectures, but each computer will run software created by different engineering teams, often being programmed in different programming languages. It is generally considered unlikely that different engineering teams will make the same mistakes. As the software becomes more expensive and complex, design diversity is becoming less common because fewer engineering companies can afford it. The flight control computers on the Space Shuttle used this design: there were five computers, four of which redundantly ran identical software, and a fifth backup running software that was developed independently. The software on the fifth system provided only the basic functions needed to fly the Shuttle, further reducing any possible commonality with the software running on the four primary systems. The hardware of an autopilot varies between implementations, but is generally designed with redundancy and reliability as foremost considerations. For example, the Rockwell Collins AFDS-770 Autopilot Flight Director System used on the Boeing 777 uses triplicated FCP-2002 microprocessors which have been formally verified and are fabricated in a radiation-resistant process. There are two types of yaw damper: the series yaw damper and the parallel yaw damper. The actuator of a parallel yaw damper will move the rudder independently of the pilot’s rudder pedals while the actuator of a series yaw damper is clutched to the rudder control quadrant and will result in pedal movement when the rudder moves. In 1930, the Royal Aircraft Establishment in the United Kingdom developed an autopilot called a pilots’ assister that used a pneumatically spun gyroscope to move the flight controls. Some aircraft have stability augmentation systems that will stabilize the aircraft in more than a single axis. The Boeing B-52, for example, requires both pitch and yaw SAS in order to provide a stable bombing platform. Many helicopters have pitch, roll and yaw SAS systems. Pitch and roll SAS systems operate much the same way as the yaw damper described above; however, instead of damping Dutch roll, they will damp pitch and roll oscillations to improve the overall stability of the aircraft.
In radio-controlled modelling, and especially RC aircraft and helicopters, an autopilot is usually a set of extra hardware and software that deals with pre-programming the model’s flight.
Fail-operational autopilot: in case of a failure below alert height, the approach, flare and landing can still be completed automatically. It is usually a triple-channel system or dual-dual system.CAT IIIb – As IIIa but with the addition of automatic roll out after touchdown incorporated with the pilot taking control some distance along the runway. This category permits pilots to land with a decision height less than 50 feet or no decision height and a forward visibility of 250 feet (76 m) in Europe (76 metres, compare this to aircraft size, some of which are now over 70 metres (230 ft) long) or 300 feet (91 m) in the United States. For a landing-without-decision aid, a fail-operational autopilot is needed. For this category some form of runway guidance system is needed: at least fail-passive but it needs to be fail-operational for landing without decision height or for RVR below 100 metres (330 ft). An option midway between fully automated flight and manual flying is Control Wheel Steering (CWS). Although it is becoming less used as a stand-alone option in modern airliners, CWS is still a function on many aircraft today. Generally, an autopilot that is CWS equipped has three positions: off, CWS, and CMD. In CMD (Command) mode the autopilot has full control of the aircraft, and receives its input from either the heading/altitude setting, radio and navaids, or the FMS (Flight Management System). In CWS mode, the pilot controls the autopilot through inputs on the yoke or the stick. These inputs are translated to a specific heading and attitude, which the autopilot will then hold until instructed to do otherwise. This provides stability in pitch and roll. Some aircraft employ a form of CWS even in manual mode, such as the MD-11 which uses a constant CWS in roll. In many ways, a modern Airbus fly-by-wire aircraft in Normal Law is always in CWS mode. The major difference is that in this system the limitations of the aircraft are guarded by the flight computer, and the pilot cannot steer the aircraft past these limits. The first aircraft autopilot was developed by Sperry Corporation in 1912. The autopilot connected a gyroscopic heading indicator and attitude indicator to hydraulically operated elevators and rudder. (Ailerons were not connected as wing dihedral was counted upon to produce the necessary roll stability.) It permitted the aircraft to fly straight and level on a compass course without a pilot’s attention, greatly reducing the pilot’s workload.
CAT II – This category permits pilots to land with a decision height between 200 feet (61 m) and 100 feet (30 m) and a RVR of 300 metres (980 ft). Autopilots have a fail passive requirement.
Fail-passive autopilot: in case of failure, the aircraft stays in a controllable position and the pilot can take control of it to go around or finish landing. It is usually a dual-channel system.
CAT IIIc – As IIIb but without decision height or visibility minimums, also known as “zero-zero”. Not yet implemented as it would require the pilots to taxi in zero-zero visibility. An aircraft that is capable of landing in a CAT IIIb that is equipped with autobrake would be able to fully stop on the runway but would have no ability to taxi.Yaw dampers use a sensor to detect how fast the aircraft is rotating (either a gyroscope or a pair of accelerometers), a computer/amplifier and an actuator. The sensor detects when the aircraft begins the yawing part of Dutch roll. A computer processes the signal from the sensor to determine the rudder deflection required to damp the motion. The computer tells the actuator to move the rudder in the opposite direction to the motion since the rudder has to oppose the motion to reduce it. The Dutch roll is damped and the aircraft becomes stable about the yaw axis. Because Dutch roll is an instability that is inherent in all swept-wing aircraft, most swept-wing aircraft need some sort of yaw damper.
A stability augmentation system (SAS) is another type of automatic flight control system; however, instead of maintaining the aircraft required altitude or flight path, the SAS will move the aircraft control surfaces to damp unacceptable motions. SAS automatically stabilizes the aircraft in one or more axes. The most common type of SAS is the yaw damper which is used to reduce the Dutch roll tendency of swept-wing aircraft. Some yaw dampers are part of the autopilot system while others are stand-alone systems.The autopilot in a modern large aircraft typically reads its position and the aircraft’s attitude from an inertial guidance system. Inertial guidance systems accumulate errors over time. They will incorporate error reduction systems such as the carousel system that rotates once a minute so that any errors are dissipated in different directions and have an overall nulling effect. Error in gyroscopes is known as drift. This is due to physical properties within the system, be it mechanical or laser guided, that corrupt positional data. The disagreements between the two are resolved with digital signal processing, most often a six-dimensional Kalman filter. The six dimensions are usually roll, pitch, yaw, altitude, latitude, and longitude. Aircraft may fly routes that have a required performance factor, therefore the amount of error or actual performance factor must be monitored in order to fly those particular routes. The longer the flight, the more error accumulates within the system. Radio aids such as DME, DME updates, and GPS may be used to correct the aircraft position.
Instrument-aided landings are defined in categories by the International Civil Aviation Organization, or ICAO. These are dependent upon the required visibility level and the degree to which the landing can be conducted automatically without input by the pilot.
An autopilot is a system used to control the path of an aircraft, marine craft or spacecraft without requiring constant manual control by a human operator. Autopilots do not replace human operators. Instead, the autopilot assists the operator’s control of the vehicle, allowing the operator to focus on broader aspects of operations (for example, monitoring the trajectory, weather and on-board systems).CAT I – This category permits pilots to land with a decision height of 200 feet (61 m) and a forward visibility or Runway Visual Range (RVR) of 550 metres (1,800 ft). Autopilots are not required.
Modern autopilots use computer software to control the aircraft. The software reads the aircraft’s current position, and then controls a flight control system to guide the aircraft. In such a system, besides classic flight controls, many autopilots incorporate thrust control capabilities that can control throttles to optimize the airspeed.
Attached is an image showing the dimly lit LED, this is illuminated even though the autopilot is not engaged. The glow happens whenever the HGD/GPSS converter is set to HDG, regardless of whether the Autopilot is tracking. Furthermore, the glow remains if I use the Autopilot to track a VOR/LOC or in steering mode, but with no adverse effect. If however the GPSS mode switch is in GPSS mode it extinguishes, so the leakage is happening only when the converter is in HDG mode, so something is happening between the HSI and the STEC, when the Converter is switched out of the circuit.
The setup is standard for a Cirrus G1; it was just prior to the introduction of the PFD so there is a central MFD, two alternators and batteries, and the gyros are analogue but all electric.
Otherwise, to troubleshoot, you need to check the signals properly. A heading bug is normally a voltage, plus or minus x mV either side of “straight ahead” and this is easy to check.During “lockdown” I spent many hours probing, measuring, replacing LRUs and test-flying to find an intermittent ARINC fault (which turned out to be a dry CanBus joint), so I sympathise…
If anyone is still following, my question is, where is this leak likely to be happening? Is it potentially somewhere in a connector? The STEC 30 sees the same analogue steer left / right commands from the GPSS converter that it would “see” from the heading bug, yet the heading mode causes the problems and GPSS mode does not.
Somewhere there is voltage leaking into an otherwise unused LED in heading mode causing it to offset its null. And it is intermittent. And it glows whether or not the autopilot is engaged,
The LED is probably a redherring. It will be driven from a transistor or some such. The heading signal won’t be flowing through it. It does tend to point to a duff instrument, but if you have a broken wire that could be picking up RF etc and if you drive an LED with “AC” it can glow with a varying brightness. Being intermittent is also difficult. It basically means you have to go over all connectors and wiring first and look for anything loose. It could also be the instrument so maybe swap that out for another. If that does not work it could be a dry joint in the converter box, or possibly a fault in the HSI error output – which would need one or other replacing to determine which is faulty. Since it is most likely the Roll Steering computer, I will initially swap this out with a replacement (it has to be correctly strapped for the NSD-1000/STEC 30
There is an STEC 30 with altitude hold. In the Cirrus there are no extra autopilot servos, the autopilot drives the electric trim cartridges directly for both aileron and elevator, so the “Trim Up” and “Trim Down” Lights are never used and never illuminate in any mode, other than in the start-up routine, where they glow brightly with all other led’s on the face of the instrument as part of the “boot up” so they are all intact.
Turning the heading bug to the right increases the glow from this rogue LED, until around 180 degrees away from the new null point, it glows at maximum brightness. Minumum glow is co-incident with the null. The glow is still there, but not as bright.With that in mind, and after reading this thread, I gently wiggled the connectors to see if that would solve the problem, and it did; on the ground, but the moment the engine started the vibration caused the fault to emerge, literally as the engine ran the light came on again, intermittently then constantly.
When the HDG/GPSS mode is switched to HDG (bypassing the converter) the null on the HDG bug intermittently has a fault, where the aircraft will hold level with about an 80 degree left offset of the bug. Any attempt to centralise the bug produces a turn to the right. So to fly straight the bug has to be set 80 degrees left of heading.The fault arose on the first flight since lockdown, which made me suspicious that it is a bad contact most likely in the connectors going into the converter. Can you reproduce it on the ground? If not you have a big problem. Your only hope then is to find a bad connection by accident; failing that, attach some wires to some signals, bringing them back to the cockpit where they can be probed, and go for a flight with somebody checking the voltages. It does seem that the Autopilot is not at fault, as it only has one input for the left/right error signal, which clearly is working as advertised when the converter is in GPSS mode.It is as if somehow voltage is leaking across the led, causing the calibration of the heading bug to offset it’s nul relative to where it should be, The further away I turn the heading bug to the right, the brighter the glow (corresponding to an increased voltage from the HSI) Turns to the left away from the null have less effect on the glow, (presumably because the voltage across the diode is reversed) At anything approaching 180 degrees from the new nul, the glow is brightest 2. Replace each of these LRUs in turn. If you want to start with a used ST-901 roll steering converter I’ll happily lend you one which was recently made redundant and which I haven’t got around to selling yet. It was in a Maule, but I’m sure it won’t mind slumming in a Cirrus for a short while. Jacko, if your ST-901 was connected to NSD-1000 or equivalent, and an STEC-30 then it will have the correct resistors and jumpers set, and so if it turns out that it is not a connector issue then in that case I will take you up on your offer, with the option of purchasing it if the fix works.OK so removed the plugs visually inspected, sprayed them with contact cleaner and replaced. Heading mode worked perfectly on the ground and then for 15 minutes in flight,, before the problem came back. Looking to swap the ST-901 out for a used replacement (NSD360 strapped)So chief suspect is the connectors, and it is most likely corrosion so may be as simple an issue as removing them, inspecting the pins for mechanical integrity, spraying with contact cleaner, and replacing them.Is it a fault in the HSI, in the STEC, or (less likely) in the converter? Or some connecting pins bridging somewhere due to corrosion. Could it be as simple as spraying the connectors with contact cleaner? The fault only arose on the first flight after lockdown, so that is a clue…
So the next stage is to unplug the connector to the roll steering computer, clean and inspect the pins from the front, and replace. If that doesn’t work I will remove the connector shell and inspect the connections between wires and pins for intermittent joints.
The HSI heading error signal is wired to the ST-901 as an input. The GNS430. ARINC 429 is wired to the ST-901 as an input. The ST-901 is wired as an output to the autopilot heading error signal input. The ST-901 converts the ARINC 429 label 121 (Horizontal Command to Autopilot) which is a precise bank angle to a heading error signal. The ST-901 switch/annunciator switches what is driving the autopilot heading error input from the real heading error signal from the NSD 360 HSI or the generated heading error signal from the conversion of the GPS bank angle. The ST-901 is the only thing attached to the autopilot heading error input and switches between the two sources. So if GPSS works, that eliminates the autopilot as being the issue. So the issue is either in the NSD-360, or the wiring to the ST-901, or in the ST-901. The heading error signal is a voltage that is proportional to the difference in degrees between the current heading and the heading bug. There should be a null when the heading is the same as the heading bug. The autopilot commands a bank angle that is proportional to he heading error, so with a 5 degree difference, it should command a 5 degree bank, a 10 degree difference should command a 10 degree bank and so on up to the limit of the autopilot (in this case about 90% of standard rate).
There is a HDG/GPSS Switch / Converter which disconnects the analogue heading mode, and converts the GNS 430 GPS signal to analogue to drive the autopilot in GPS mode
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An autopilot is a software or tool that can only manage the aircraft under certain conditions using the vehicle’s hydraulic, mechanical and electronic systems. This system, which can follow the flight plan, can stabilize speed and height as well as the location of the front of the aircraft (heading). Pilots mostly lead the aircraft in a controlled manner by autopilot except for departure and landing. Autopilot is mostly used on passenger aircrafts.
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We are using cookies to personalize and enhance your use of the Pegasus Website. By continuing to use our website without changing your cookie settings, you are agreeing to the use of cookies as set in the Pegasus Privacy Policy. The autopilot can take part in most of the control mechanisms except takeoff. In general, it controls the movement of the aircraft around the center of gravity and directs the aircraft according to safety parameters. Route data prepared before the flight is uploaded to this software. From the moment the autopilot is instructed by the pilot, it controls the aircraft within this route. Planes; can have three different types of autopilot software: one-axis, two-axis, and three-axis. The next-generation aircraft can be guided by improved three-axis autopilots. New generation autopilots can also direct the yaw by controlling the rudder along with rotation and reclining movements. In newer systems, the autopilot can perform most of the classic flight maneuvers. The climbing flight and the descent flight are guided by the pilots except in extreme cases. Autopilot performs all operations in accordance with the pilot’s commands. This type of cookies is necessary for the smooth functioning of the Pegasus Website. These cookies make it possible to visit the Pegasus Website and to benefit from its features. Session cookies are used to store the information in the web pages and to avoid the need to re-enter your details.
What is a 4 axis autopilot?
In a four-axis system there is also a collective axis, where the autopilot provides collective (i.e., power) control. These systems are considered to be limited authority systems in that for short-term external disturbances, the cyclic control does not change position.
The autopilot is activated sometime after takeoff and is switched off before landing. Autopilot can function as a pilot when the sight is reduced or the flight system is malfunctioning. The authorization of this software may vary from plane to plane.It can land the plane in accordance with the necessary commands. It’s called an automatic landing system. If the aircraft is trying to land under difficult conditions if there is a fog that completely blocking the sight, the aircraft’s landing is performed in accordance with certain safety parameters with the help of ILS (Instrument Landing System). In such cases, the autopilot, acting in sync with the aircraft’s other systems, provides the landing under the control of the cockpit team.
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When the pilot is flying the helicopter manually, his or her muscles move the cyclic, collective and the pedals through a series of cables, bellcranks, linkages and either an electromechanical or hydraulic powerpack that provides an input command to the main and/or tail rotors.Above is a simplified illustration of a cyclic (pitch and roll) control system with dual AFCS linear actuators. The cyclic is held is position by a force gradient spring inside an artificial feel and trim unit (aka a rotary trim servo). This is called a fly-through system in that the pilot still has full cyclic control regardless of autopilot or SAS operation. When the autopilot is flying the aircraft (with or without flight director), the linear actuators extend and retract as required to maintain the desired attitude during hands-off operation. As previously stated, the stick does not move in this series linkage arrangement. During hands-on SAS operation, pilot inputs are sensed by the position potentiometers and sent to the flight control computers that output a tailored command to their respective linear actuators to yield an improved aircraft response.To accomplish this, the autopilot system must detect changes in helicopter attitude and respond to those changes more quickly and smoothly than its human counterpart.In comparing a rudder to a tail rotor, the tail rotor opposes main rotor torque. Both the rudder and tail rotor provide aircraft directional control and both are used in yaw damping and turn coordination.
How many axis does autopilot control?
Autopilots in modern complex aircraft are three-axis and generally divide a flight into taxi, takeoff, climb, cruise (level flight), descent, approach, and landing phases.
Attitude Hold (ATT) mode is used to maintain the helicopter’s pitch and roll attitude in a fixed position against transient short-term disturbances. This is flown with hands off the cyclic control.Autopilot (AP): As complex as some of today’s autopilot systems have become, they all can be narrowed down to providing at least one main function — stability. In essence, the autopilot takes care of the routine repetitive tasks and allows the pilot the ability to concentrate on other flight concerns.
Depending on the system, SAS is a selectable mode of the autopilot (just like ATT). SAS is typically used with no flight director modes engaged. Pilots tend to use SAS when a lot of maneuvering is called for or during turbulence since the SAS mode smoothes out the response of pilot inputs or external disturbances.
The flight director portion of the AFCS provides lateral and vertical computed steering commands for navigation. The commands are sent to the autopilot automatically when it is engaged, and the autopilot then follows the steering commands. This is the proper definition of the term coupled.There’s a lot more to learn, but there it is, a brief primer on helicopter AFCS. If you would like to get more information or to go deeper into these systems, send us your requests/questions and we will get back to you. Today’s helicopter autopilots can be three-axis or four-axis systems. A three-axis system provides pitch, roll and yaw axis stabilization around the pilot’s desired attitude and heading reference. In a four-axis system there is also a collective axis, where the autopilot provides collective (i.e., power) control. These systems are considered to be limited authority systems in that for short-term external disturbances, the cyclic control does not change position. For long-term disturbances (i.e., change in CG or fuel burn), the cyclic control is allowed to move to a new position that extends the authority of the autopilot. The drawing above shows a full four-axis AFCS system installed in a Sikorsky S-76. Note that the satisfactory performance of the AFCS is related directly to the maintenance practices applied to the interface between the AFCS servos (rotary or linear) and the aircraft’s basic control system. Poorly maintained linkage and/or control rigging results in perceived AFCS problems that are not the fault of the AFCS.
Is autopilot considered avionics?
‘ Together the two words create avionics which encompasses all the electronic devices and systems within aircraft. The avionics include autopilot flight-control systems, navigation systems, communications radios and datalink, flight data recorders, and much more.
When the SAS mode is engaged, it supplies short-term attitude and attitude rate stabilization for use in hands-on flying. It is referred to as an SAS because it stabilizes the helicopter against outside disturbances, and augments or helps pilot cyclic control input. The SAS mode is designed so that pilot controlled motions (pitch and roll) are enhanced while helicopter motions caused by outside disturbances are counteracted. This mode of operation improves basic helicopter handling qualities.
In some systems, the yaw damper can be engaged without the autopilot, but this is unusual. Servo position reference is synchronized to zero at engagement and is constantly washed out to ensure that steady state rudder/tail rotor forces are zero.
Historically, flying a helicopter has always been a challenge. From its beginnings some 70 years ago, flying a helicopter required a high degree of skill and constant attention. Even in the best of weather, in broad daylight, lacking either or both could be catastrophic. For all practical purposes, night flight and instrument flight were impossibilities. Not any longer. Since that time, vast improvements in basic helicopter design and avionics have occurred, making even single-pilot instrument flight rules (SPIFR) a reality while realizing major benefits, including greatly increased safety and expanded mission utilization of the helicopter. Automatic flight control systems for helicopters have made these things possible.While the majority of fixed-wing systems with AFCS use a parallel rotary servo control system, today’s helicopters with AFCS typically use a series linear actuator control system. If a collective axis is employed, it is typically controlled by a rotary servo. The linear actuators are usually installed in tubes called a control rod assembly.
Most fixed-wing aircraft are inherently stable. Place the airplane in the desired position/attitude, take your hands off the control column and it will fairly well stay there. The same cannot be said of helicopters. They are inherently unstable flying platforms. Helicopter pilots are taught from day one not to take their hands off the controls (cyclic, collective and pedals). This is sometimes a problem for pilots transitioning to top tier, sophisticated helicopters where hands-off flying is the norm.
When helicopter motion (a wind gust) is detected, a stabilizing control signal proportional to the amplitude and rate of the motion is generated in the AFCS computer and routed to the appropriate actuators. SAS is generally used during low and slow maneuvering where the pilot might be making constant attitude changes in preparation for landing. By design, SAS is to be flown hands on, and depending on the manufacturer of the SAS, flight director modes might or might not be flown while SAS is engaged.In fixed-wing aircraft, power is controlled by the throttles (aka “power levers” in turbines), and an increase in power yields an increase in airspeed.
What is needed for both autopilots and flight directors to do their jobs is almost identical. The difference lies in what data the two systems are using. In the flight director it is navigation position data, and in the autopilot/yaw damper it is helicopter pitch and roll attitude.
With the AFCS engaged, servos (either rotary or linear actuators) are connected in parallel or series to the cables, linkages and bellcranks, and provide the input to the powerpack to drive the main and tail rotors.
Lateral modes are typically short-range and long-range navigation inputs. Vertical commands are primarily air data commands, with glideslope mode being a radio mode. Some of the newer model helicopters and their AFCS have a flight management system (FMS), which can provide lateral and vertical steering commands for the pilot, among other features. • If there is a difference between the desired and actual position, the FD produces a command to correct for the difference and control the speed at which the correction takes place. The sensors provide the raw data to be processed by the computer. The flight director mode selector (controller) tells the computer which raw data to use, depending on pilot mode preference. The computer processes the raw data and gain scales the information to be displayed on the ADI/EADI command bars and/or to the autopilot.
How much does it cost to install autopilot in a Cessna 172?
Trio Avionics received STC approval for its Pro Pilot autopilot in the Cessna 172, 175 and 182 through an approval program led by The STC Group. The installation kits are available for $2,000, and the Trio Pro Pilot autopilot kit is $5,000.
In today’s market, a widening array of systems is available for many helicopters currently in production. These systems might be simple, hands-on visual flight rules (VFR) systems or they might be highly sophisticated, combining stability augmentation, autopilot/yaw damper and flight director functions into an automatic flight control system capable of a hands-off mark-on-target approach to hover. These advanced systems rival anything offered in the fixed-wing world. As usual there are a number of acronyms such as AFCS, DFCS (digital flight control system), DFGS (digital flight guidance system). Regardless of the acronym, most of these systems do pretty much the same things. With the growing application of helicopter AFCS, a fundamental understanding of these systems is now required in order to maintain them in airworthy condition. Flight Director (FD): The flight director provides the pilot and/or autopilot with computed lateral and vertical steering commands to fly the helicopter along a desired lateral and vertical flight path. Think of it as the pilot’s navigation tool box. Just as there are different parts or segments to each flight (takeoff, climb, cruise, descent, approach and landing), the FD has different lateral and vertical modes the pilot can use in each of these segments. The flight director steering commands are presented on the lateral and vertical command bars on the ADI/EADI. In order to better understand what autopilots/yaw dampers, flight director systems and stability augmentation system (SAS) are supposed to do, let’s define their functions and take away some of the mystery surrounding them. Since the flight director system can usually be flown separately from the autopilot/yaw damper or coupled to it, let’s start with it. What follows is general in nature and not tied to a specific helicopter model or avionics manufacturer.The yaw damper damps or reduces the rolling and yawing oscillations due to the aircraft’s tendency to Dutch roll. Dutch roll is a type of aircraft motion consisting of an out-of-phase combination of roll/yaw “tail-wagging” and rocking from side to side. The yaw damper computes servo commands based on sensor input data only. It supplies yaw rate damping and makes no input or control to the flight director. It also helps turn coordination through the autopilot.
What are the 3 basic autopilot components?
The attitude and directional gyros, the turn coordinator, and an altitude control are the autopilot sensing elements.
The System 30 two axis autopilot incorporates the programmer, computer, mode annunciator and turn command knob all in the turn coordinator… no other panel space is needed! The system provides roll stabilization, turn command, heading pre-select when interface to heading DG or HSI, and will track VOR, GPS, and localizer. Fits standard 3-1/8″ hole. Pitch Computer. Damit der A/P auch in Kurven sauber die Höhe hält, gibt es den Pitch Computer (im Vordergrund, goldfarben). Ein Beschleunigungsmesser im Pitch Computer registriert zunehmende g-Kräfte und sorgt sofort dafür, dass der A/P etwa mehr “zieht” als im Horizontalflug, um den Auftriebsverlust in der Kurve auszugleichen. Die beiden anderen Geräte in diesem Rack sind der Localizer Converter des NAV-2-Empfängers (King KN77) und der Notsender “ELT” von Pointer. Da der Pitch-Computer waagrecht (parallel zur Flugzeuglängsachse) eingebaut werden sollte, musste dieses Rack umgebaut werden, Glideslope-Converter und Notsender (“ELT”) wurden etwas versetzt. Pressure Transducer. Eine kleine Druckdose wie in einem Höhenmesser (goldfarben, mit transparentem Schlauch)) für die Höhenhaltung. Drückt man “ALT HOLD”, so folgt der A/P fortan der in diesem Moment anliegenden Druckhöhe. Das bedeutet natürlich auch, dass die “True Altitude” abnimmt wenn man in Richtung eines Tiefdruckgebietes folgt. Zumindest bei VFR-Flügen in geringeren Höhen sollte man das beachten! Ein kleiner Lautsprecher schwarz, mit rotem und schwarzem Draht) signalisiert, dass der A/P abgeschalten wurde, etwa wenn man den “AP DISC”-Schalter am Steuerhorn betätigt. Außerdem gibt es eine akustische Warnung (verbunden mit einer optischen Anzeige am A/P) wenn das Flugzeug vertrimmt ist und nachgetrimmt werden muss.
Viel besser als vorher ist meine Luftraumbeobachtung beim Streckenflug wenn ich den A/P fliegen lasse – einfach weil ich nicht damit beschäftigt bin, Kurs und Höhe zu halten. Am angenehmsten aber ist, dass ich mir in Ruhe eine (Anflug-)Karte ansehen und einprägen kann, bevor ich auf einem fremden Flugplatz lande.
Habe ich diese ein, zwei Meilen vor der Platzrunde erreicht, drücke ich wieder auf ALT HOLD und fliege automatisch bis zur Platzrunde weiter – wo ich den A/P ausschalte. Das macht so viel Spaß, dass ich mir bereits vornehmen muss, wieder mehr von Hand zu fliegen …
What are the four types of autopilot deployment?
There are four types: user-driven, self-deploying, white glove, and reset. Autopilot deployment is dependent on AAD join and Intune enrollment.
Zusätzlich zum Autopiloten wurde auch noch ein neuer Kurskreisel (“Directional Gyro”) von Sigmatek (Typ 4000C-1) mit Heading Bug eingebaut – nur so lässt sich der A/P im Heading- und GPSS-Modus betreiben. Eine Einfachlösung wäre der A/P ohne alle dies Extras. Dann könnte er nur die Flächen gerade und die Höhe halten – das ist die (nicht empfohlene) Basisversion des S-TEC 30. Ohne Höhenhaltung geht auch – dafür gibt es den S-TEC 20 ohne Pitch Servo, Pitch Computer und Pressure Transducer.We use cookies on our website. Some of them are essential, while others help us to improve this website and your experience. If you are under 16 and wish to give consent to optional services, you must ask your legal guardians for permission. We use cookies and other technologies on our website. Some of them are essential, while others help us to improve this website and your experience. Personal data may be processed (e.g. IP addresses), for example for personalized ads and content or ad and content measurement. You can find more information about the use of your data in our privacy policy. You can revoke or adjust your selection at any time under Settings. Some services process personal data in the USA. With your consent to use these services, you also consent to the processing of your data in the USA pursuant to Art. 49 (1) lit. a GDPR. The ECJ classifies the USA as a country with insufficient data protection according to EU standards. For example, there is a risk that U.S. authorities will process personal data in surveillance programs without any existing possibility of legal action for Europeans.
Eingebaut hat den A/P Avionik Straubing am Flugplatz Straubing. Die Installation hat exakt so lange gedauert, wie im Angebot beschrieben – 40 Stunden, und erfolgte präzise und sorgfältig. Zusatzarbeiten wie das notwendige Versetzen des ADF-Antenne hat mir AVIONIK STRAUBING nicht in Rechung gestellt. Den Umbau des hinteren Avionik-Racks, ebenfalls nicht Teil des Angebots, erledigten Herr Lottes (rechts) und Herr Schuster (nicht im Bild) mit einem absolut fairen Mehraufwand von 3 Stunden. Ich bin sicher, dass das mehr Arbeit war!
Kosten des gesamten Systems: Zirka 15.000 Euro inklusive Heading-System und GPSS. Sehr viel Geld – aber man muss bedenken, dass ein hochwertiger A/P eine leichte Einmotorige zum echten Reisewerkzeug macht. Drei- bis Fünf-Stunden-Trips sind deutlich weniger anstrengend. Fliegt man allein kann man auch mal eine (Anflug!-) Karte studieren, in Ruhe etwas trinken – oder sich um die Kinder auf dem Rücksitz kümmern.If you are under 16 and wish to give consent to optional services, you must ask your legal guardians for permission. We use cookies and other technologies on our website. Some of them are essential, while others help us to improve this website and your experience. Personal data may be processed (e.g. IP addresses), for example for personalized ads and content or ad and content measurement. You can find more information about the use of your data in our privacy policy. Some services process personal data in the USA. With your consent to use these services, you also consent to the processing of your data in the USA pursuant to Art. 49 (1) lit. a GDPR. The ECJ classifies the USA as a country with insufficient data protection according to EU standards. For example, there is a risk that U.S. authorities will process personal data in surveillance programs without any existing possibility of legal action for Europeans. Here you will find an overview of all cookies used. You can give your consent to whole categories or display further information and select certain cookies.
Vier “Roll Modes” (Steuerung um die Längsachse): STABILIZER (hält nur die Flächen gerade), HEADING (Steuerkurs wird mit Heading Bug am Kurskreisel eingestellt), LOW TRACK (Autopilot folgt VOR-Radial) und HI TRACK (Autopilot arbeitet mit höherer Empfindlichkeit, für Localizer-Anflüge).Roll Servo. Der Elektromotor, der die Querruder bewegt. Ein auf der Spindel des Servos aufgewickeltes Stahlseil wird an zwei Stellen am Querruderseil eingehängt. Das Servo hat eine Rutschkupplung, so dass sich der A/P jederzeit übersteuern läßt. Gut zu sehen: Der speziell für diesen Flugzeugtyp gelieferte Einbausatz (goldfarbenes Alublech)
Da ich meine Route meistens bereits vor dem Abflug im GNS 430 programmiere, fliege ich mit dem HDG MODE bis auf meine Reiseflughöhe, bringe die Maschine mit ALT HOLD und Nachtrimmen in den Horizontalflug und drücke anschließend einfach auf den GPSS-Umschalter. Sofort fliegt die Maschine in einem optimalen Anschneidewinkel auf die Kurslinie am GPS zu!
1995-2002 Editor at fliegermagazin, 2004-2008 Editor in Chief of Airbus Magazine “Planet Aerospace”. Since 2002 Book Author and free lance aviation journalist and photographer. Private Pilot with IFR rating. Other ratings: CRI, Aerobatic, MEP (expired).Pitch Servo. Funktioniert mechanisch ebenso wie das Roll Servo: Ein Zusatzseil wird an die beiden Steuerseile angeklemmt. Bei der Warrior-Version “-151” (Bj. 1974-76) ist die Starterbatterie unter dem Rücksitz – deshalb muss bei diesem Typ das Pitch-Servo in den hinteren Teil des Rumpfes. S-TEC hat das mit seinem Einbausatz elegant gelöst. Das Stahlseil für die Pitch-Achse wird am oberen und unteren Höhenruderseil eingehängt. Oben muss es über eine Rolle in Richtung Heck abgelenkt werden.Hier mein erster Eindruck von dem neuen System – der erste Flug damit. Obwohl es am Tag der Abholung teilweise ziemlich bockig und thermisch war hielt der A/P die Höhe gefühlte 10 Fuß genau. Kurz nach dem Start in EDMS drückte ich am GPS “DIRECT EDML”, schaltete den A/P auf “Heading” und dann auf “GPSS”. Sofort drehte die Maschine nach links, schnitt die Kurslinie zum Heimatflugplatz sauber an und hielt den Track exakt ein. Nach Erreichen der Reiseflughöhe von 4000 Fuß drückte ich auf “ALT HOLD”, sofort nahm der A/P die Nase der Maschine herunter und hielt fortan präzise die Höhe. Einmal leicht nachtrimmen, nachdem ich von der Anzeige und dem akustischen Signal dazu aufgefordert wurde – fertig.
Wenn ich während des Reisefluges manuell eingreifen will, etwa um nicht durch einen gesperrten Luftraum zu fliegen, schalte ich einfach zurück auf HDG, manövriere um das Hindernis herum und drücke anschließend wieder auf GPSS.
2013 war es soweit, der erste Defekt des Autopilotensystems, wenn auch ein banaler. Die im Rohr des linken Steuerhorns verlaufenden Kabel zu den Schaltern am Steuerhorn (Mode, Disconnect, Alt) begannen durchzuscheuern. Zunächst musste man zwei mal drücken, um die Höhenhaltung zu aktivieren – ein paar Monate später schaltete sich der A/P im Flug ab. Avionik Straubing verlegte daraufhin eine neues Spiralkabel, das nun unter der Steuersäule hängt und durch ein kleines Loch ins Panel führt. Nicht so elegant – aber technisch besser!Will ich einen Wayppoint des Flugplans im GPS auslassen und direkt zum übernächsten WP fliegen – geht das auch ganz einfach: FPL-Seite im GPS aufrufen, zum gewünschten WP scrollen, diesen markieren, auf die DIRECT TO-Taste des GPS drücken und bestätigen. Sofort ändert der A/P den Kurs.
What are the autopilot modes?
There are three main types of autopilots, with these being:1) Single-axis autopilots. These autopilots are single-channel, and can only control the roll axis of the aircraft. … 2) Two-axis autopilots. The two-axis autopilots can control the aircraft both in pitch and roll axes. … 3) Three-axis autopilots.
20. Juni 2008: George on board. Seit zwei Tagen fliegt meine Piper Warrior mit einem neuen Besatzungsmitglied. “George”, wie der Autopilot traditionell bei vielen älteren Piloten im angelsächsischen Sprachraum heißt, ist ein zweiachsiger S-TEC 30-Autopilot mit folgenden Funktionen: Der Autopilot selbst ersetzt den “Turn Coordinator” des Flugzeugs. Die gesamte Steuerung ist hier enthalten, der ganze Autopilot passt an die Stelle des Turn Coordinator! “George” fliegt präzise wie am ersten Tag, hält Kurs und Höhe ganz genau, und bis jetzt gab es auch keinerlei Probleme. Anfangs dauerte es etwas, bis ich mich an das Piepsen gewöhnte, dass mich (in Verbindung mit einer gelben Leuchtdiode) zum Trimmen aufforderte, aber mittlerweile weiß ich schon vor dem Aktivieren des A/P ziemlich genau, wie ich das Flugzeug trimmen muss, damit “George” wenig Kraft aufwenden muss. In der Regel muss ich etwas mehr “nose down” trimmen, als wenn ich von Hand fliege, also betätige ich kurz auf die Höhenrudertrimmung bevor ich die Höhenhaltung aktiviere. Auf jeden Fall bereue ich es nicht, auf das “Autotrim”-Feature verzichtet zu haben, das S-TEC ja ebenfalls anbietet. 3000 Dollar kann man auf jeden Fall besser anlegen, in einem leichten Flugzeug ist “Autotrim” nicht notwendig.Der S-TEC-Autopilot basiert auf der Drehrate des Turn Coordinator und ist deshalb nicht auf den Künstlichen Horizont angewiesen. Damit ist der S-TEC ein auf der Drehrate des Flugzeugs basierender Autopilot, im Gegensatz zu den klassischen “attitude based”-Autopiloten, die ihr Signal vom Künstlichen Horizont bekommen. Damit funktioniert der S-TEC so, wie auch ein IFR-Pilot fliegt, wenn der Horizont ausgefallen ist: Ein Flugzeug dreht nur um die Hochachse wenn es gleichzeit auch “rollt”. Dazu kommt: Ein moderner TC mit seiner gegenüber einem klassischen “Wendezeiger” um 30 Grad gekippten Drehachse des Kreisels zeigt das Rollen des Flugzeugs auch unmittelbar an. In dem Moment, indem die Maschine rollt, erkennt der TC dies, anschließend (wenn die Rollbewegung aufgehört hat) zeigt er das Drehen um die Hochachse an. Beides erkennt die Elektronik des Autopiloten ebenso wie ein Pilot es erkennen würde – und steuert mit den Querrudern gegen die Rollbewegung, um die Flächen gerade zu halten.Content from video platforms and social media platforms is blocked by default. If External Media cookies are accepted, access to those contents no longer requires manual consent.
Zusätzlich habe ich einen “GPSS Converter” des Typs S-TEC ST-901 einbauen lassen – das Highlight der Anlage. Mit Hilfe dieses kleinen Computers (GPSS steht für “GPS Steering”) ist der A/P in der Lage, die digitalen Signale meines Garmin GNS430 zu verarbeiten und direkt Routen oder ganze GPS-Approaches abzufliegen. GPSS läßt sich mit Hilfe eines kleinen Umschalters aus dem HEADING Mode heraus aktivieren.
Ein großer Sicherheitsfaktor ist der A/P darüber hinaus, vor allem wenn man IFR fliegt, was in Deutschland “single hand” ohnehin nur mit einem A/P erlaubt ist. Bei mir war die Überlegung: Eine alte schlecht ausgerüstete High-Performance-Single kaufen, die bezahlbar ist – oder die einfachere und langsame Warrior behalten, dafür aber auf einen Stand bringen, mit dem selbst weite Trips Spaß machen? AVGAS-Preise über € 2, 40 pro Liter, der Verfall meiner MOGAS-Zulassung wegen zu viel Alkohol im (Bio-)Sprit und ohnehin hohe Kosten für Wartung, Versicherung etc. haben mir die Entscheidung leicht gemacht. Eine Mooney oder Beech mit unzuverlässiger 60er Jahre Avionik, 60 Liter AVGAS-Verbrauch und Ersatzteilpreisen à la Space Shuttle? Oder die 34 Jahre alte Warrior, aber mit moderner Avionik, Autopilot und 30 Liter Verbrauch?Die Ecken meiner Heimatplatzrunde habe ich mir als Waypoints in das GPS programmiert. Die richtigen Koordinaten hat am schnellsten wenn man sie in Google Earth am PC ermittelt. Komme ich von einem Streckenflug zurück, wähle ich als letzten WP des FPL einfach den passenden Einflugpunkt in die Platzrunde als Punkt an, den der A/P anfliegen soll. Jetzt muss ich nur noch in der richtigen Entfernung die Höhenhaltung raus nehmen und auf die passende Sinkrate trimmen, um in Platzrundehöhe raus zu kommen.
What are the three types of autopilot?
Planes; can have three different types of autopilot software: one-axis, two-axis, and three-axis. The next-generation aircraft can be guided by improved three-axis autopilots. New generation autopilots can also direct the yaw by controlling the rudder along with rotation and reclining movements.
“Rate based” hat zumindest in einer leichten Einmotorigen ohne Backup-Instrumente den Vorteil der Redundanz. Fällt das Vakuum-System der Maschine aus und damit Künstlicher Horizont und Kurskreisel, so hat man immer noch den Autopiloten, um mit Hilfe “STABILIZER”-Modes (Wing Leveler) die Fluglage zu halten. Im IFR-Betrieb kann das Leben retten.Bei allen Flügen bisher hat der Autopilot einwandfrei funktioniert, und mittlerweile bin ich auch geübt im Umgang mit “George”. Nach dem Start, noch im Steigflug schalte ich meist in den HEADING-Modus, nachdem ich beim Start sicher gestellt habe, dass der HEADING BUG des Gyro auf Abflugkurs steht und ich die Maschine auf Steiflug getrimmt habe.
Der Autopilot bekommt eine eigene SICHERUNG und zur Sicherheit einen eigenen AUTO PILOT MASTER SWITCH, den ich neben den Avionik-Master einbauen lassen habe. Schaltet man den A/P nicht ein, so hat man immer noch einen funktionierenden Turn Coordinator. Schaltet man ihn ein, so kommt nach ein paar Sekunden eine grüne Anzeige: “READY”. Meine Warrior hat eine 14-Volt-Elektrik, das S-TEC-System ist natürlich auch für 28 Volt erhältlich.
Man kann den A/P auch ohne externe Schalter einbauen – ich habe habe aber alle Bedienelemente in das linke Steuerhorn integrieren lassen: MODE SELECT, ALT HOLD und A/P DISCONNECT. Zusätzlich sind hier noch die elektrische Trimmung und die Sprechtaste (“PTT”) untergebracht. Das bedeutet: 5 Schalter auf der linken Seite des linken Steuerhorns. Funktioniert aber einwandfrei und ist auch ergonomisch gut – auf jeden Fall besser, als zum Umschalten des A/P die Hand vom Steuer nehmen zu müssen!3 years ago – Receive a $200 SiriusXM Rewards Visa Prepaid Card when you purchase a new eligible aviation satellite weather receiver, activate it with SiriusXM Aviation weather subscription package from SiriusXM by 12/31/20 and maintain 60 days of continuous paid service.
How much is stec 30 autopilot?
Get the System 30 installed for only $12,989.00*
For all Piper PA-32RT-300 T-Tail Lance owners, the wait is over. You finally have an opportunity to upgrade the autopilot in your aircraft! As the result of a joint effort between S-TEC/Cobham and Sarasota Avionics, the System 30 Autopilot is now STC’d for the PA-32RT-300. Avoid expensive repairs on your old autopilot by taking advantage of this opportunity to upgrade, brought to you by Sarasota Avionics.
How much does it cost to install STEC 3100?
$19,995 Pricing for S-TEC 3100 upgrades start at $9,995 and for new installation of the S-TEC 3100 (2-axis) is $19,995.
A goal of the Genesys Aerosystems engineering team was to ensure the S-TEC 3100 was designed to easily integrate with both legacy analog avionics such as HSIs and DGs and today’s advanced digital systems such as complete EFIS displays. S-TEC 3100 has features like Envelope Protection and Straight and Level Recovery, the option for a 2-axis or 3-axis autopilot system with flight director and optional yaw damper built into the autopilot. Other features include precision and nonprecision approach mode, heading hold, altitude preselect and hold with autotrim, vertical speed control, indicated airspeed control and course intercept.At AirVenture, BendixKing introduced the KFC 230 AeroCruze, which joins its family of “legendary” flight control systems, including the AeroVue (pictured). BendixKingInitial research identified the Cessna 182, Cessna 210, Beechcraft Bonanza and Piper Saratoga as the four lead candidates to earn FAA STCs for the S-TEC 3100. Price is targeted at under $20,000.**BendixKing **introduced the KFC 230 AeroCruze, a flight computer that lets owners of analog BendixKing autopilots upgrade to digital capabilities with straight and level button and a touchscreen interface. The unit is designed to fit within the existing form factor of the legacy KFC 150 flight computer. The AeroCruze has also been designed to be remote mounted to accommodate KFC 200 and 250 installations.
Genesys Aerosystems at Oshkosh announced its new S-TEC 3100 Digital Flight Control System (DFCS), developed for FAA Part 23 single- and twin-engine aircraft, as well as submission for Technical Standard Order (TSO) documentation to the FAA for for a higher-end S-TEC 5000 Digital Flight Control System (DFCS).
The wave of autopilot introductions actually kicked off at last year’s AirVenture when Dynon and EAA gained STC approval for the formerly Experimental-only D10A EFIS. Following that victory, autopilot makers immediately started work on bringing the safety-enhancing gear to Part 23 certified aircraft, culminating with the autopilot announcements and STC approvals we see this week.
Trio Avionics received STC approval for its Pro Pilot autopilot in the Cessna 172, 175 and 182 through an approval program led by The STC Group. The installation kits are available for $2,000, and the Trio Pro Pilot autopilot kit is $5,000. The STC, awarded on July 19, includes the autopilot, servos, harness, circuit breaker, power switch, and override switch. The company expects parts manufacturer approval soon.
TruTrak Flight Systems has completed the STC for its Vizion autopilot system. The FAA awarded the approval on July 19, making it the first autopilot manufactured by TruTrak to be approved for certified aircraft. TruTrak said it will begin delivering complete autopilot systems at AirVenture. The autopilot system cost with installation kit is $5,000 and the STC from EAA is $100. During AirVenture, TruTrak will be displaying it Cessna 172 fitted with the system at outdoor Booth 174.
Last week after Garmin announced its first retrofit autopilots, the GFC 500 and GFC 600, the aviation community cheered — and then wondered if more products from other manufacturers would quickly follow. Boy did they ever. This week at AirVenture, the autopilot party continues as sub-$20,000 systems from Genesys Aerosystems (formerly S-TEC), BendixKing, TruTrak and Trio Avionics hit the market, bringing autoflight capability to the general aviation masses.
“This major milestone is a tribute to our 40 years of expertise with autopilots. In less than 10 months, we were able to certify the 3100 in more than 100 airframes and we aren’t stopping there.” said Jamie Luster, Director of Sales and Marketing. “We are excited for the next 6 months and beyond as we will be adding more and larger aircraft to our STC.” Luster added.Mineral Wells, TX (September 26, 2018) –– Genesys Aerosystems, leading manufacturer of autopilots and stability augmentation systems for fixed and rotary wing aircraft, announces today that it has earned FAA Supplemental Type Certificate (STC) approval of the S-TEC 3100 on the Cessna 310, 320, 335, 340, 340A, 414, 421, 425 and Piper PA-46. With this announcement, the total number of aircraft models approved for the S-TEC 3100 is over 100.
