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#11
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"Michael" wrote in message om... http://avionicswest.com/articles/kno..._autopilot.htm That's not a bad article. I do have some issues with it. First off, it ignores the most important difference between rate-based and attitude-based autopilot - performance in turbulence in a slick airplane. Attitude-based autopilots (those that use pickoffs on the horizon gyro) work all the time. Rate-based autopilots (those that use pickoffs on the turn coordinator) work in smooth air or with light, draggy airplanes. In a heavier slicker airplane, especially a twin, turbulence makes for a very uncomfortable ride because all the corrections are too much too late. There are NO rate-based autopilots in the transport category - they just wouldn't work. You might want to take a gander at this article. I'm not sure what you mean by slow corrections, but evidently S-TEC (taken with a grain of salt) has optimized the corrections, as well as smoothed them to avoid overstressing the aircraft in turbulence. See Pages 6 & 7. http://www.s-tec.com/pdf/autopilotbook.pdf Matt --------------------- Matthew W. Barrow Site-Fill Homes, LLC. Montrose, CO |
#12
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Matt,
You might want to take a gander at this article. I'm not sure what you mean by slow corrections, but evidently S-TEC (taken with a grain of salt) has optimized the corrections, as well as smoothed them to avoid overstressing the aircraft in turbulence. See Pages 6 & 7. http://www.s-tec.com/pdf/autopilotbook.pdf ....but the S-Tec related Meggit line of products just offerd an autopilot aimed at the multi/turboprop market, and it's attitude(position) based. Seems the realized that a rate-based auto is not on par with the airplane when installed in, e.g, a fast single-engine turboprop, just as Michael said. Regards Kai |
#13
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Basically, autopilot failure modes can be summarized as these:
Turns right instead of turning left Turns left instead of turning right Goes up instead of going down Goes down instead of going up An airplane is ALWAYS turning and going up or down, it's never really in steady state. These pertubations can be small or large. (like a steep turn descending spiral or a gentle turn). john smith wrote in message ... I am interested in learning from everyone... a. What autopilot your aircraft is equipped with? b. What aircraft your autopilot is installed in? c. What does your autopilot use for heading/altitude/attitude reference? d. What does your autopilot use for loc/gs reference? e. If your heading/altitude/attitude reference fails, what functions does you autopilot still provide? f. With failed heading/altitude/attitude reference, does the loc/gs still function? |
#14
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"Matt Barrow" wrote in message news:... You might want to take a gander at this article. I'm not sure what you mean by slow corrections, but evidently S-TEC (taken with a grain of salt) has optimized the corrections, as well as smoothed them to avoid overstressing the aircraft in turbulence. See Pages 6 & 7. http://www.s-tec.com/pdf/autopilotbook.pdf Addendum to lost (by my ISP) post. Meggitt 1500 & 2100 AP's use a hybrid of attitude and rate information through the ADAHRS system. Sorta of "best of both worlds"? |
#15
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