Autopilot use during approach

I've moved up to a new plane that includes an S-Tec 50 autopilot. It has
several very capable modes ranging from Wings Leveler, Track a Heading bug,
Follow NAV input, Hold a set Altitude, and approach mode which tracks NAV
input more closely.

What do the regs say about the permissible use of an autopilot after the
enroute portion of a flight that is being conducted under instrument flight
rules? To what extent is it permissible to use the autopilot during an
approach? For example, after the controller says "radar vectors for..."
through DH?

Thanks!

Every airplane flight manual/POH has an autopilot supplement
that answers those questions. The autopilot must be
configured to begin and complete the approach early in the
sequence so that it can arm and capture the loc and gs
properly.
Typically you can stay coupled to 50-100 feet AGL on a GS
and to 50 feet below MDA on a non-precision approach.


"Ron Gordon" wrote in message
t...
| I've moved up to a new plane that includes an S-Tec 50
autopilot. It has
| several very capable modes ranging from Wings Leveler,
Track a Heading bug,
| Follow NAV input, Hold a set Altitude, and approach mode
which tracks NAV
| input more closely.
|
| What do the regs say about the permissible use of an
autopilot after the
| enroute portion of a flight that is being conducted under
instrument flight
| rules? To what extent is it permissible to use the
autopilot during an
| approach? For example, after the controller says "radar
vectors for..."
| through DH?
|
| Thanks!
|
|

Jim,

so that it can arm and capture the loc and gs
properly.


The S-TEC 50 doesn't do that.

--
Thomas Borchert (EDDH)

"Ron Gordon" wrote:

I've moved up to a new plane that includes an S-Tec 50 autopilot. It has
several very capable modes ranging from Wings Leveler, Track a Heading bug,
Follow NAV input, Hold a set Altitude, and approach mode which tracks NAV
input more closely.

What do the regs say about the permissible use of an autopilot after the
enroute portion of a flight that is being conducted under instrument flight
rules?

Nothing, at least for Part 91 operations; might be different for 35 or 121, I
don't know.

To what extent is it permissible to use the autopilot during an approach?
For example, after the controller says "radar vectors for..." through DH?


I use my S-Tec 50 in approaches all the time, but usually not in the final
segment of an ILS. The 50 is not a top-of-the-line autopilot; I flatter
myself that I can do it better.

--
Dan
C172RG at BFM

Ron Gordon writes:

I've moved up to a new plane that includes an S-Tec 50 autopilot. It has
several very capable modes ranging from Wings Leveler, Track a Heading bug,
Follow NAV input, Hold a set Altitude, and approach mode which tracks NAV
input more closely.

What do the regs say about the permissible use of an autopilot after the
enroute portion of a flight that is being conducted under instrument flight
rules? To what extent is it permissible to use the autopilot during an
approach? For example, after the controller says "radar vectors for..."
through DH?

Anything you can legally fly by hand can also be flown by the autopilot, since
you remain in command and can take over at any time; using autopilot is like
using trim in that case. However, you can't use the autopilot to fly
something you could not legally fly by hand unless both you and the aircraft
are certificated to do so. As long as you are flying an approach that you can
legally fly by hand, whether or not you actually use the autopilot to fly it
is purely your choice.

In contrast, there are situations in which flying by hand is not allowed and
only flying by autopilot is permitted (or only flying by hand with special
assistance, such as EFVS, is permitted), such as landings that are below the
minimums for any type of hand-flown instrument approach (Cat IIIc autolands).
These require that both pilot and aircraft (and instruments) be approved for
the automation in question.

--
Transpose mxsmanic and gmail to reach me by e-mail.

On Fri, 13 Apr 2007 04:08:29 +0200, Mxsmanic
wrote:


Anything you can legally fly by hand can also be flown by the autopilot, since
you remain in command and can take over at any time; using autopilot is like
using trim in that case. However, you can't use the autopilot to fly
something you could not legally fly by hand unless both you and the aircraft
are certificated to do so. As long as you are flying an approach that you can
legally fly by hand, whether or not you actually use the autopilot to fly it
is purely your choice.

In the Cirrus the autopilot manual (STEC 55X) did not permit operation
below 200 feet or when full flaps were deployed. Clearly a case where
you could legally fly by hand but not with the autopilot.

Anything you can legally fly by hand can also be flown by the autopilot,
since
you remain in command and can take over at any time; using autopilot is like
using trim in that case. However, you can't use the autopilot to fly
something you could not legally fly by hand unless both you and the aircraft
are certificated to do so. As long as you are flying an approach that you
can
legally fly by hand, whether or not you actually use the autopilot to fly it
is purely your choice.

In the Cirrus the autopilot manual (STEC 55X) did not permit operation
below 200 feet or when full flaps were deployed. Clearly a case where
you could legally fly by hand but not with the autopilot.

The STEC 55X in the Cirrus SR-22 also had a prohibition against using it
with indicated airspeeds above 180kts, as I recall (I sold my Cirrus a
while ago but I recall that being the number). The same limitation was
not present for hand flying.
---
Ken Reed
M20M, N9124X

--
Ken Reed
M20M, N9124X

Mxsmanic wrote:

Anything you can legally fly by hand can also be flown by the autopilot, since
SNIP

That is a patently false and dangerous statement.

Rip writes:

That is a patently false and dangerous statement.

Explain the error(s).

--
Transpose mxsmanic and gmail to reach me by e-mail.

Mxsmanic wrote:


Anything you can legally fly by hand can also be flown by the autopilot, since
you remain in command and can take over at any time; using autopilot is like
using trim in that case.

Untrue. Autopilot installations are one of the more rigorously handled
aircraft modifications. There will certainly be LEGALLY BINDING
operating limitations that apply to the use of the autopilot.
There are quite good reasons for these restrictions by the way

The fact that you have never seen a legal AFM and it's supplements
is again demonstrating that you have no business telling real pilots
what is safe OR legal.