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#1
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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! |
#2
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Autopilot use during approach
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! | | |
#3
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Autopilot use during approach
"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 |
#4
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Autopilot use during approach
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. |
#5
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Autopilot use during approach
Ron,
As Jim says, there's advice on that in the POH. Keep in mind that the S-TEC 50 does not intercept/capture radials or localizers. You have to get the plane onto the localizer (which can of course be done with the AP in heading mode). Only after that you can engage the approach mode. Main difference between approach and nav is the sensitivity. With the S-TEC 50, you will still have to manage the altitude profile yourself. I have seen vastly different accuracy on different installations in different aircraft with the S-TEC 50. On our Tobago, it can be used well on approaches down to 200 feet. -- Thomas Borchert (EDDH) |
#6
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Autopilot use during approach
Jim,
so that it can arm and capture the loc and gs properly. The S-TEC 50 doesn't do that. -- Thomas Borchert (EDDH) |
#7
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Autopilot use during approach
On Fri, 13 Apr 2007 13:01:32 +0200, Thomas Borchert
wrote: Ron, I have seen vastly different accuracy on different installations in different aircraft with the S-TEC 50. On our Tobago, it can be used well on approaches down to 200 feet. In my Mooney, I will occasionally allow my STEC50 to fly an approach, if there is absolutely no turbulence and little change in the winds during descent. Sometimes it even gets to DH/MDA still on the centerline! But it's not unusual for it to get 1/2 to 3/4 scale off course. Ron (EPM) (N5843Q, Mooney M20E) (CP, ASEL, ASES, IA) |
#8
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Autopilot use during approach
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. |
#9
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Autopilot use during approach
Ron,
But it's not unusual for it to get 1/2 to 3/4 scale off course. I know. A friend of mine has similar issues in a BN-2. -- Thomas Borchert (EDDH) |
#10
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Autopilot use during approach
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. |
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