Difference between revisions of "Autopilot FAQ"

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== I already have a Dynon D100.  What do I need to put the Autopilot working on my plane beside the two SV32 servos ? Does my actual 2007 D100 needs any update / retofit ? ==
== I already have a Dynon D100.  What do I need to put the Autopilot working on my plane beside the two SV32 servos ? Does my actual 2007 D100 needs any update / retofit ? ==
The servos plus a normal firmware update (that you do) that we'll release at the time of the autopilot release is all it takes. You an optionally add the AP74 for the dedicated controls, but it's not required.  
The servos plus a normal firmware update (that you do) that we'll release at the time of the autopilot release is all it takes. You an optionally add the AP74 for the dedicated controls, but it's not required.

Revision as of 07:02, 30 July 2008


Do I need an AP74 or AP76 for the autopilot to work?

No. But the AP74 makes the basic AP easier to work with. The AP76 is required for any kind of vertical coupling to external sources. The AP76 also activates additional vertical speed and preselect features.

Is the HS34 functionality also included in the AP74 or AP76?

No. The HS34 cannot be replaced by the AP74; the HS34's function is to allow you to connect your GPS and NAV radio to the D180/D100 for HSI and Autopilot navigation sources, while the optional AP74 provides a set of dedicated controls for the autopilot system.

How much power do the servos draw?


   Powered but disengaged: 0.1 amps
   Engaged and holding, 100% torque: 0.80 amps
   Engaged and moving, 100% torque: 1.33 amps


   Powered but disengaged: 0.1 amps
   Engaged and holding, 100% torque: 1.11 amps
   Engaged and moving, 100% torque: 2.03 amps


   Powered but disengaged: 0.1 amps
   Engaged and holding, 100% torque: 1.52 amps
   Engaged and moving, 100% torque: 2.80 amps

I'm building an RV-8A and planning on using the new Dynon A/P. Are both servo's to be mounted in the fuselage or is the roll servo wing mounted?

The kit we will be selling will put the roll servo for the 8 in the right wing. If you wish to put it somewhere else, it will work, but we won't be selling a kit for another location.

In regards to DSAB wires for the servo's, Can they be spliced in a star type config or must they be daisy chained? Is there any need for terminating resistors ect?

Any which way that makes them all electrically connected. So both would work, and perhaps the only consideration is what gets disconnected if a wire breaks in any particular place.

How noise immune is the DSAB bus? Does it opperate on a differential like two wire RS485 or is it just RS232 with your custom protocol on top?

Very immune. It's a 485 based bus, with our proprietary protocol running on top of it.

How well is running long parallel runs of DSAB wires along side the power wires for the servo going to tollerate the noise generated by the servo?

It won't interfere.

Should the DSAB wires be shielded from the power wires?

It's not a requirement.

How is this additional data flow on the DSAB buss going to affect the performance of interdisplay communications?

It won't.

I remember somewhere you mentioned that the servo will have an embedded processor, how will this thing handle lost data ect? Will the servo processor have smarts to report errors, torque, etc. to the EFIS for display and use for features like trim sensing etc?

Yes, the servo has an embedded processor. It's smart about lost data and has bidirectional communications so both it and the EFIS know if anything is up. For instance, it tells you if the servo is slipping from being overidden or not having enough torque foe the air loads.

Can we get some details on the user interface for the AP?

The AP adds very little to the screen. There is text in the lower left corner that tells you what mode it's in, such as:


Where the left one is the roll mode and the right one is the vertical mode.

The lower right corner now has your heading and alt bug settings in text. This will be there for all customers in the next version, so it's not even technically an AP thing.

The bugs are hollow when not being flown, and solid when being flown.

That's it. Just like some companies can make a good AP with just a three digit numerical display, we don't need to show tons of stuff either. On or off, what mode. The only display of this info is on the PFD page.

Without the AP74, you press menu buttons to turn it on and off or change modes. Bugs are changed like they are today.

The AP will fly whatever is shown on the HSI when in NAV mode, but nothing is actually shown on the HSI page re: the AP. You give up nothing here.

Approach sequencing and prearming will be features of the AP76, and have been announced with that product.

== One question that has been created by a comment posted on another forum. What is Dynon's response to the fact that most people with AP's and EFIS's that use them in IMC have the ability to rely on the AP to help them in the event they loose the EFIS. Now with your system, the EFIS is the AP so if you loose it, your AP is also lost. Now I know that most people using a EFIS in IMC have dual EFIS's of which either could be configured to run the AP. How hard is it to do a DASB reconfig in the air and is it feasable to do this in the event of an AP controlling EFIS goes tipup while in IMC? Next question is that of the pitot data being lost. How much is this going to impact the EFIS's ability to control the AP? ==

We'd never suggest someone fly in IMC with only one EFIS, any brand. So you have two, right?

Think of it this way: One is your EFIS, one is your EFIS + AP. Loose the EFIS, you still have EFIS+AP. Loose the EFIS+AP, you still have EFIS. You basically have the same level of redundancy as you would have if you had alternatively configured with a single set of flight instruments backed up with an autopilot.

If you have a standalone AP and it dies, you have no AP. A Dynon equipped plane would be no different. Loss of one device in the plane can mean loss of AP, but that's true in any install.

We aren't able to answer the loss of pitot question yet, as the AP is still in development. We are aiming for a system that will still control the plane just fine with no pitot, but this is not a promise yet.

Remember though, loss of pitot can be a problem with any AP, since it may try and hold airspeed to prevent a stall. Of course, as airspeed bleeds off, it will keep pointing the nose down trying to get more airspeed. It's a tradeoff between stall prevention and pitot loss.

What about autotrim or trim sensing with the new AP

"Trim sensing and control won't be a launch feature, but we've designed the system to be able to grow to possibly do both over time.

The initial autopilot features - HDG, TRK, horizontal NAV, and ALT hold/change (either with or without an AP74) haven't required either to be able to fly the core airplanes we've been testing with (RVs).

As we add the more advanced vertical modes such as vertical speed and approach modes with the AP76 later on, we'll be doing some deeper R&D in this area.

And obviously, annunciating out-of-trim conditions is a nice feature for the customer too. "

What is the AP74 and why would I want one?

The AP-74 is totally optional. You hook the servos up to the EFIS via DSAB (2 wires). Once you hook up one or two servos, the EFIS starts displaying an "AP" menu, which lets you control the AP. This menu replaces the "BUGS" menu, and then BUGS are inside that menu.

You can literally hook one $750 servo to a D10A, D100, or D180 and get full roll or altitude control. Nothing else is needed, except maybe an install kit.

The AP74 gives you hard, external buttons for the AP functions. These are the same functions that are inside the EFIS menu, but they're right there on the panel. The one thing that AP74 adds is the ability to pre-select what mode will be active when you engage the AP. So you can hit "NAV" before you hit "engage" and it will come on in NAV mode.

You also get a knob to set bugs, voice alerts, and auto-dimming with the AP74. The connector on the AP74 is a male D25. The pinout is the same as the HS34's main connector, but the only pins used are power, ground, DSAB, and audio. You can also hook your disconnect buttons on your sticks to the AP74.

Each servo has a wire on it for a disconnect button, so you still get a hard disconnect on your stick even without the AP74. This button can be used to disengage the AP, and can be used for control wheel steering, or you can hold it for a few seconds to engage the AP.

The AP74 will be available horizontal the day it ships.

== 1. Which servo units are compatible with the AP or do you have to use a specific servo Mfg?

2. Is altitude hold available? ==

You must use our servos. That's OK though, since they are cheaper, lighter, and smarter than all the other ones. They share the same mounting dimensions as TruTrak servos, which should make them easy to install.

If you install a pitch servo, you get altitude hold. You also get the ability to actually choose an altitude, not just fly the one you are already at.

What's the anticipated ship date for servos, AP unit, and/or software? How hard is the date?

The servos, AP74, and software will all be released at the same time. We're currently targeting mid to late summer. As always, no promises there.

== I have a Garmin GNS 480 and intended to hook up a TruTrack Digiflight II VSGV. This would have allowed me to have the 480 fly me through a precision approach, execute the missed approach, take me to the missed approach point and hold - all while providing both lateral and vertical steering from the 480 to the autopilot.

I have not installed the autopilot yet.

Will your autopilot provide the same functionality, including the vertical steering on the approach? ==


This will require the higher end control panel that won't be available until later this year. The AP76 Advanded Autopilot Module will cost $1500. You'll also need HS34 for ARINC-429 connectivity to the 480.

So ballpark, if you start with an EFIS-D10A, you'll be looking at:

EFIS-D10A + 2 servos + AP76 + HS34 = $5850. Installation kits will be slightly more, and of course you can outfit the EFIS with different options. We think a lot of people are going to choose this particular configuration though on the IFR side of things.

My TT supplies alt hold and Ascend/descent rate. Will your AP do the "up and downs" too?

We'll do one better- we'll fly to an actual altitude you ask for, not just vertical speed. So you can dial in 8,500' even if you are at 4,850' right now. We'll climb and descend to new altitudes at a rate you have set in the setup menu.

Buttons to actually set VS dynamically are a feature of the AP76 Advanced Autopilot Module.

In terms of wiring, how do you anticipate the the servos interface with EFIS? Connections to serial 1 or serial 2?

Neither. They're connected to the rest of the system via DSAB, which is a two wire per servo connection. You'll also need two wires for power/ground, and a 5th wire for disconnect.

Apart from the buttons to set the VS dynamically, what other features will the -76 have over the -74?

With the AP76 you also get:

The ability to fly fully coupled approaches. With the AP76 you can fly any glide slope or vertical guidance that shows up as on the HSI screen. The AP 74 only does altitude hold and change on the vertical axis. This feature alone puts it up against the highest end autopilots available from other folks. We'll have automatic approach sequencing so you can fly a heading and altitude until established on an ILS, for example.

You also get true pre-selects, meaning you can dial in a heading, track, altitude, etc before whacking the engage button. In contrast, the AP74 can pre-arm which mode will be active on engagement, but it always syncs your altitude and hdg/trk to what you're currently flying when you engage.

And, as you mentioned, you can dial in vertical speed on the fly with the AP76 as you'd find on other high end autopilots. The AP74 can fly to new altitudes, but always at a pre-set VS that you configure in a deeper setup menu.

You stated the last two buttons on the AP76 might change but what the heck is the function of the TRB and FD buttons as they exist on that picture?

"FD" is flight director. It lets you toggle it on and off easily.

"TRB" is turbulence. We'll need to complete more testing, but with a lot of autopilots, a gain that gives you really solid performance in smooth air really forces the airplane around a lot in turbulence as it tries to maintain a dead on heading or altitude. This button could adjust the gain of the autopilot for more comfortable performance in turbulence.

One of APs I looked at has a riciprocal heading capability. Sort of "if suddenly in the gloop hit a button - AP takes you on a rate 1 turn around and brings you out of the IMC". Seemed like a good idea to me though never been (or plan to consciously get ) in a spot where I'd need it. Would it be hard to add that form of feature and if not would you?

This is already in our product. There's a 180 turn button in the EFIS menu, and if you have the AP74 or AP76, holding the engage button for two seconds does a 180.

I already have a Dynon D100. What do I need to put the Autopilot working on my plane beside the two SV32 servos ? Does my actual 2007 D100 needs any update / retofit ?

The servos plus a normal firmware update (that you do) that we'll release at the time of the autopilot release is all it takes. You an optionally add the AP74 for the dedicated controls, but it's not required.