This feature is extremely useful when initiating approaches or during step down approaches. The main display of the xCruze autopilot contains a PFD flight instrument. Complete system is offered at a low cost, with the choice of three form-factor variations: 2" round 3" round Flat pack.
Emergency autopilot level button helps to bring the aircraft to a wings-level position. When connected to hand-held GPS, follows programmed flight plans When connected to panel mount GPS, autopilot follows roll steering commands to fly complex flight plans Similar to lane assist in automobiles, the AEP stand-by mode monitors aircraft bank angle. Autopilot corrects the bank angles greater than 45 degrees by automatic roll command.
For more complete pricing information, please contact an authorized BendixKing dealer. US: INT: Contact Us. Search Title. Do you know that your internet browser is out of date? Your browser is out of date, and may not be compatible with our website.
By closing this window you acknowledge that your experience on this website may be degraded. TruTrak is now a part of BendixKing. Where To Buy. If a valid GPS signal is present, and the autopilot is not engaged the display of the autopilot is a digital DG displaying a gyroscopically smoothened GPS track.
Once the aircraft is off the ground and at a safe altitude, the autopilot can be engaged. There are several ways to engage the autopilot. If a GPS signal is present, the autopilot will display the ground track before being engaged and will now hold the. Changing the selected track can be done two different ways. One way in which the track can be changed is to rotate the knob. Each detent will be a one-degree change in selected track.
If the knob is pushed in and rotated each detent will be a 5 degree change in selected track. If there is no GPS signal present rotating the knob will change the selected bank angle by approximately one-degree per detent, up to 30 degrees. The other way to change the selected track is with the Control-Wheel Switch. Pushing and holding the Control-Wheel Switch will disengage the servo and the display on the autopilot will be a Digital DG.
While holding the Control-Wheel Switch, fly the aircraft manually to the desired track using the Digital DG display as a reference. Upon release of the Control-Wheel Switch, the servo will re-engage and the autopilot will now fly the new selected track. Disengaging the autopilot can be done in two different ways. The second way to disengage the autopilot is with the Control-Wheel Switch.
Momentarily pushing and releasing the Control-Wheel Switch will disengage the autopilot. When there is a flight plan present in the GPS the autopilot can follow the programmed flight plan.
The auto pilot will intercept the NAV track at about a 45 degree angle. The autopilot display will now once again become a Digital DG, showing the current ground track. Pressing and releasing or rotating the knob on the autopilot will exit the Nav Mode. When on course, 1 or 2-degree excursions are normal.
When the end of the flight plan is reached or the flight plan is cancelled on the GPS unit, the autopilot will continue flying the track it was flying when the flight plan ended. If the flight plan has multiple waypoints, the autopilot will make the necessary turn at each waypoint. Because, typically, the information from the GPS to the autopilot does not change until the waypoint is crossed, the autopilot will over-fly the waypoint, and then will fly back to intercept the new course line. The autopilot will now hold the current altitude.
The pitch axis can be used independently of the roll axis. If there is a trim sensing servo installed and the aircraft becomes out of trim then you will see a moving bar on the left side of the display telling the pilot which way to trim the aircraft. The altitude hold must be engage to show out of trim.
When the difference between the current altitude and the initial selected altitude is more than approximately 50 feet you will see a moving bar on the left side of the display, showing which way to go to correct the difference in altitude.
Many times on a long flight the barometric setting on the altimeter will need to be adjusted, the pitch axis does NOT have to be disengaged to move the aircraft to the correct altitude.
Once the aircraft altimeter is correctly set, push and hold the left knob of the autopilot. While continuing to hold the knob in, the current altitude can be adjusted up to 90 feet in either direction. Disengaging the pitch axis of the autopilot can be done in three different ways. Pressing and releasing the lower left knob will disengage the pitch axis of the autopilot.
Another way to disengage the autopilot is with the Control-Wheel Switch. Momentarily pushing and releasing the Control-Wheel Switch will disengage both the roll and pitch axis of the autopilot. The installation information in this section is extremely important and must be clearly understood by the installer. Improper servo installation or failure to observe and diagnose installation problems prior to flight can result in extremely serious consequences, including loss of ability to control the aircraft.
If there are any questions on the part of the installer it is mandatory to resolve these questions prior to flight of the aircraft. Most modern experimental aircraft use push-pull tubes to drive the primary controls. This connection consists of an arm on the servo connected by a push-pull rod to the primary control. Rod-end bearings are required on each end of the push-pull rod. Some aircrafts mechanical primary control installations will not allow this to. This is a condition that would result from the servo being back driven when the pilot operates the controls, or from the servo itself driving the controls to a stop.
To protect against this, mechanical stops are supplied with the servos. In addition to the proper use of the stop it is important to know the amount of travel on the primary control that the servo can handle. In certain factory-designed installations there may be well-proven exceptions.
There will be installations in which space does not permit the use of the stop. The cable clamps when properly installed will not slip and thus get loose, but it is desirable to NICO press or swedge a fitting on to the cable so as to provide added assurance that the cable will not become slack.
If the bridle cable is not sufficiently tight there will be lost motion in the autopilot drive. This will result in hunting oscillation.
All multi-servo TruTrak autopilots require connections to the pitot and static lines. The static line for the autopilot requires due care in its construction, as excessive lag or insufficient static orifices can cause the autopilot to oscillate hunt in pitch. Although there is compensation within the autopilot sufficient to handle moderate amounts of lag, the importance of a good static port and line cannot be overstated. In some cases problems can be caused by having a large number of devices including the autopilot connected to a single, insufficient, static port.
In other cases, the static line itself is adequate but there are one or more devices connected to the same line, one of which has a large static reservoir. A simple remedy for this problem, if it occurs, is a tee-fitting near the static port, and a dedicated line to the autopilot only. Obviously, an insufficiently-large orifice coupled with large static reservoirs can aggravate the problems associated with lag. The autopilot programmer is shielded and does not generate any appreciable level of electromagnetic interference.
Moreover, the servo lines except for power and ground are low-current and cannot contribute to RF interference. The servo power and ground lines do have switching currents through them, but so long as there are no parallel runs of servo power and ground lines with such things as poorly-shielded antenna lines, strobe light power lines, landing lights, navigation lights, or Pitot heat, there is no need to shield the servo harnesses. The autopilot itself has been internally protected from RF interference and has been tested under fairly extreme conditions, such as close proximity to transmitting antennas.
However, it is always good practice to insure that such antennas are properly shielded and not routed directly over or under sensitive panel-mounted electronic equipment. Most problems in this area are the result of improper RF shielding on transmitting antennas, microphone cables, and the like. The most sensitive input to the autopilot is the Control Wheel Switch input. This line should not be routed in parallel with transmitting antennas or other sources of known RF interference.
If necessary, it can be shielded with the shield connection to pin 13 of the autopilot connector. Once wiring is completed the autopilot should be tested in the aircraft while on the ground. The first step is to enter the setup mode on the autopilot and set all parameters to their correct values. Apply power to the autopilot programmer. After approximately ten seconds, the autopilot is ready to be set up for operation, indicating three non -flashing dashes on the display.
Engage the autopilot by pressing and releasing the lower right knob. Then press and hold the knob for approximately 5 seconds, until the first setup screen is displayed. With the activity setup screen on the display, rotate the lower right knob as necessary to adjust the lateral activity value to a value of 1 or 2.
Press and release the lower right knob to enter the activity value and advance to the next screen. Rotate the lower right knob as necessary to adjust the torque value close to the maximum value of Once that is done, press and release the lower right knob to enter that value and advance to the next screen.
0コメント