VansAirForceForums  
Home > VansAirForceForums

- POSTING RULES
- Donate yearly (please).
- Advertise in here!

- Today's Posts | Insert Pics


Go Back   VAF Forums > Model Specific > RV-12/RV-12iS
Register FAQ Members List Calendar Today's Posts

Reply
 
Thread Tools Search this Thread Display Modes
  #1  
Old 03-03-2016, 07:09 AM
WingedFrog's Avatar
WingedFrog WingedFrog is offline
 
Join Date: Mar 2010
Location: Raleigh, NC
Posts: 863
Default Is Skyview Autopilot a "reasonably modern Autopilot"?

My question is inspired by a quite interesting story from the March 2016 Issue of Sport Aviation by J Mac Mcclellan (Title "Pilot in Command"). It is all about cockpit automation. In the article section discussing all what can go wrong in the autopilot control, McClellan says:
"Every reasonably modern autopilot that I know of requires the human pilot to test the clutches as part of the preflight checks"
Of course he is talking about commercial airplanes way bigger and more complex than our RV-12 and I am being a little facetious in the title of this thread. Still, I have this question: Everyone of us using the Skyview autopilot has experienced instances of slippage of the pitch server. These slips are subject to warning and solved by adjusting the trim (or doing nothing if produced by a sudden strong turbulence). In the case of failure of the clutch, i.e. undetected stucked clutch, what would be the consequence? I assume that we would not get the warning but we also could get unusual attitudes. Should we (or better, Vans) not add this test of the clutches in the preflight check list?
And by the way, I have no idea how we could do that
__________________

Builder's name: Jean-Pierre Bernoux
Sport Pilot
Kit # 120395 N124BX
Flying as of 9/11/2013

Builder's Blog:http://vieilleburette.blogspot.com/
EAA 1114
Reply With Quote
  #2  
Old 03-03-2016, 08:59 AM
redbaron redbaron is offline
 
Join Date: Aug 2013
Location: Lucerne,Ca
Posts: 272
Default Ceck out Garmin Autopilot

Ck out the Garmin Autopilot as it has a different design.
Reply With Quote
  #3  
Old 03-03-2016, 08:59 AM
Dgamble's Avatar
Dgamble Dgamble is offline
 
Join Date: Aug 2005
Posts: 845
Default

It seems that if you really wanted to do it, you could test roll by moving the heading bug away from the current heading and putting the AP in Trk/Hdg mode. If you can keep the stick from moving (and feel the "clicking" of the clutch), it's working.

Pitch would be similar.
__________________
Dave Gamble
Grove City, OH

RV-6 N466PG Purchased already flying - SOLD!

The Book: The PapaGolf Chronicles

Built RV-12
http://www.schmetterlingaviation.com

The Book: Being written.

The above web blogs and any links provided thereto are not instructional or advisory in nature. They merely seek to share my experiences in building and flying Van's RV airplanes.
Reply With Quote
  #4  
Old 03-03-2016, 09:38 AM
dynonsupport's Avatar
dynonsupport dynonsupport is offline
 
Join Date: Jun 2005
Location: Woodinville, WA
Posts: 1,499
Default

There are no clutches in a Dynon servo. They are inherently safe in that the internal drive motors are torque limited. Every time you "slip" the servos you are experiencing the maximum torque it can exert in a failure.
__________________
_______________________
Dynon Avionics
support@dynonavionics.com
425-402-0433
www.DynonAvionics.com
Reply With Quote
  #5  
Old 03-03-2016, 09:45 AM
bruceh's Avatar
bruceh bruceh is offline
 
Join Date: Mar 2008
Location: Ramona, CA
Posts: 2,370
Default

You also get a nice "ROLL SLIP" or "PITCH SLIP" annunciation on the EFIS when it happens. That's usually my cue to disconnect and hand fly when the skies are too bumpy.
__________________
Bruce Hill
RV-9A N5771H flown over 800 hours!
http://www.overthehills.com/RV-9A-Project
APRS Tracking for KJ6YRP and New Flying Blog
2020 VAF donator
EAA Tech Counselor, Build assistance - canopy/tanks/fiberglass/electrical/repairs
Reply With Quote
  #6  
Old 03-03-2016, 09:53 AM
Raymo's Avatar
Raymo Raymo is offline
 
Join Date: Nov 2014
Location: Richmond Hill, GA (KLHW)
Posts: 2,189
Default

Dynon has a nice video on how to set up the servos during install for proper operation and will swap out a lighter torque servo for higher torque as needed.

https://www.youtube.com/watch?v=oVrfeAZaXZ0
__________________
Ray
RV-7A - Slider - N495KL - First flt 27 Jan 17
O-360-A4M w/ AFP FM-150 FI, Dual PMags, Vetterman Trombone Exh, SkyTech starter, BandC Alt (PP failed after 226 hrs)
Catto 3 blade NLE, FlightLines Interior, James cowl, plenum & intake, Anti-Splat -14 seat mod and nose gear support
All lines by TSFlightLines (aka Hoser)
Reply With Quote
  #7  
Old 03-04-2016, 07:49 AM
myrv6180 myrv6180 is offline
 
Join Date: Mar 2010
Location: Blairsville,GA
Posts: 53
Smile Modern Autopilot

MGL's autopilot, if you use their servos, is accurate, is digital and the digital servos give you a force feedback on your screen for manual or auto trim function. I have an Iefis touch screen and it is wonderful.
Reply With Quote
  #8  
Old 03-04-2016, 05:06 PM
cactusman cactusman is offline
 
Join Date: Oct 2012
Posts: 421
Default

Quote:
Originally Posted by WingedFrog View Post
McClellan says:
"Every reasonably modern autopilot that I know of requires the human pilot to test the clutches as part of the preflight checks"

I haven't read the article, but I don't have a clue what he is talking about. I have never flown an airplane with an autopilot, (inc. g/a, commuter, Boeing, Airbus, etc.) that required me to preflight or otherwise test the autopilot as part of the preflight checks.

It either works or doesn't, is MEL'd or inop.

Most PTS state clearly that that you may be required to demonstrate proficiency using the automation installed in the aircraft used for the practical test, which means you may be required to intervene if it is not working correctly by responding to inputs.

I tuned mine per the guide and it works pretty good. Set an altitude and waypoints, hit GPS, climb at 75-85 IAS, and she will level off and trim and maintain alt within a few feet.
Reply With Quote
  #9  
Old 03-04-2016, 06:34 PM
MikeyDale's Avatar
MikeyDale MikeyDale is offline
 
Join Date: Aug 2012
Location: Garden City Texas
Posts: 878
Default

It's been a while but I remember when calibrating and setting up the Dynon auto pilot, the instructions ask you to use break out force on each servo once. I assume to make sure you can over ride the servos if needed. My auto pilot has worked great for 10 months! I think it was on my second flight, I hit the AP button and SHAZAM! It worked perfect! I don't know why I was so surprised but i was!
__________________
Mike Hillger
RV 7 FLYING SINCE 4/2015!
Garden City, Texas
First Flight https://www.youtube.com/watch?v=QqgxhWH3pqA
Dues Paid
Reply With Quote
  #10  
Old 03-04-2016, 08:25 PM
Jesse's Avatar
Jesse Jesse is offline
 
Join Date: May 2005
Location: X35 - Ocala, FL
Posts: 3,679
Default

I have installed many Dynon servos both driven by the D series and Skyview systems. I just installed a 2-axis system (as well as a full Skyview system) in a -9A and on the first flight, I turned on the A/P at 500' and it worked absolutely flawlessly. Nothing to adjust. Nothing to tweak. It just worked.

I have a Dynon A/P in my IFR RV-10 and my IFR RV-6A and love them. They are as modern and feature rich as it gets.
__________________
Jesse Saint
Reply With Quote
Reply



Posting Rules
You may not post new threads
You may not post replies
You may not post attachments
You may not edit your posts

vB code is On
Smilies are On
[IMG] code is On
HTML code is Off
Forum Jump


All times are GMT -6. The time now is 04:33 AM.


The VAFForums come to you courtesy Delta Romeo, LLC. By viewing and participating in them you agree to build your plane using standardized methods and practices and to fly it safely and in accordance with the laws governing the country you are located in.