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OR, switch the 3 wires to your GPS (430W, etc) and run the autopilot directly from the autopilot controls (you will lose some functions, like VOR tracking and heading tracking (but have ground course tracking)). This is what Vic was referring to in his last post. It's amazing how fast you forget how to run the autopilot off its own controls! I'm guilty here. |
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I think it would be easier and more effective to put the AP in AP mode and fly manually via the AP course knob. If you upgrade to the Vizion, you can simply hit the blue button to maintain current course and altitude until you can come up with a plan of attack to address the situation. |
Failure simulation
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I will try to respond to both questions:
There is no way to swap to the other EFIS. That's why dual AHRS are a must for IMC flight (in my opinion). It is quite easy to jsut hit the buttons on the A/P and fly it in ground track mode and manually fly the altitudes. It's one of the reasons I keep the A/P separate. I actually had to do this a couple of weeks ago. I engaged the A/P right after take-off and the vertical would not engage, only the lateral. First I disengaged to make sure it wasn't going to do something stupid, made sure the airplane was trimmed for what I wanted, then engaged the A/P. I saw the GS Flag, which meant there was no vertical guidance from the EFIS. For the rest of the day I just managed the vertical through the A/P front panel interface. At the time I didn't know if it could be the EFIS or the ARINC. I will chalk my reaction up to I fly a lot of solo cross countries and when I am sitting there bored I do play a bunch of what if scenarios. That's the answer to the second question posed about trying to simulate real world failures. Granted, they ALL can't be simulated (if you have your ARINC on a separate fuse/breaker, you can simulate some insidious things). However, you can spend time talking about what-ifs, and you'd be surprised what you can dream up when you are sitting there on Autopilot during a cross country flight. Even today, as I am getting ready to fly to Frederick, MD for a prebuy, with it being 16 degrees here and 11 there, I am thinking of cold weather scenarios as I go through the preflight planning. Being in Atlanta, it is rare to fly in these kind of temps. Vic |
Installed switch to change AP control
between my 5600T or direct from the G650 (TT Vizion 385) -- also have independent Dynon D10A for backup.
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The issue comes down to, do we need more regs to protect us from ourselves? As a cfii I get to give IPCs to pilots who have flown for years managing to get in 6 approaches every 6 months, but then they lapse. Some of them are extremely rusty on partial panel. At least one claimed it was not possible to fly under the hood without the autopilot. |
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You have the older Crossbow AHRS and it sounds like the AHRS or Crossbow Magnetometer had a problem. "My question was that I thought the AFS autopilot(really a trutrak) was slaved to the GPS and not the AHRS": If you were in EFIS Autopilot NAV mode the EFIS should be passing the ROLL steering commands from your external navigator directly to the Autopilot. In this mode I don't believe a failed AHRS would cause any problem with the AP. The EFIS only sends GPS Track, Desired Roll Angle, and Vertical Speed to the TruTrak. In EFIS Nav mode the external navigator is calculating the desired roll angle and the TruTrak is using it's internal AHRS for attitude. "if I had put the AFS pilot in AP mode rather than EFIS mode, would it have held the headings and altitudes" In AP mode the Trutrak is following the GPS track and vertical speed set on the Autopilot Controller. With our newer AF-5000 systems the ARINC, EMS, and ADAHRS are all on the Dynon SV-Network. You can see and change ADAHRS from any EFIS screen. Rob Hickman Advanced Flight Systems Inc. |
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