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In isolating potential sources of a problem, a good first step is to determine whether the issue is related to system "signal" or system "slop." For example, is the autopilot driving the oscillation or is the root cause is that the autopilot simply can't fly the aircraft correctly due to external forces? Since each component has a unique and subtle effect on system performance, getting an accurate description of the problem is a must. One of the more difficult autopilot system issues to its isolate to root-cause is a pitch oscillation, also known as "pitch porpoising." The reason is that there are a number of variables at work, and because differing pitch performance issues often result in the same situation. So I asked our Field Service Engineer and resident expert, Al Gialousis, to share a few tips on tracking down this particular problem. And it's something that's best left to the experts. Because they are so integrated into the aircraft's airframe and avionics, autopilot troubleshooting can be very challenging. While operational questions were the majority, we did get a few pertaining to troubleshooting a particular issue called "pitch porposing."
#STEC 50 AUTOPILOT PITCH PROBLEMS FULL#
I fly a heavy turboprop for a living with full glass mega $$ avionics and LOC intercepts are not that different to our GA navigators, particularly in strong crosswinds.In an earlier blog, I - well, actually our Test Pilot, Chad Howard - answered a few questions on autopilot operations that came up at AERO Friedrichshafen. Approach mode is tighter control to the magenta line at the cost a harsher more noticeable ride. Nav is a soft gentle method of loosely following the magenta line. Nav and approach modes are examples of two types of tuning modes. But it should do a bit better than what is being described. I'm not sure how you can get the controller tuned better or tune it specifically for the worst case. GPS signals are.įollowing a straight line between two VORs, my KAP 150 follows a scalloped pattern compared to my iPad's magenta line.įollowing the same VORs using the GPS, the plane overlays the magenta line perfectly. The analog signals are not perfectly straight lines. One thing I notice about the difference between analog signals and GPS based guidance. I believe all STEC fitted aircraft have the same servo's, not matter which model autopilot.
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I was wondering if others also have this other issue with their STEC. He told me not to worry about the roll if it does not bother me, which I'm used to by now. My avionics tech has serviced the servos but both issues still continue. This is barely noticeable as looking forward I don't notice it but to the left side and I can see the wing dipping down slightly then returning to level flight. Recently I switched the auto trim switch off to see if it still pitched (as per one of the letter suggestions) but the problem continued.Īnother problem I am having is when the autopilot is engaged in level flight, the aircraft very slowly rolls to the left about 2 degrees then straightens again for a few seconds. Last year I spent money on having the trim motor overhauled and everything was lubed as it should be.
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I downloaded an STEC information letter which details 11 different possibilities for this issue, but I thought I would ask here to see if there is anything that may be specific to Mooney that can cause this. This is a very slow action, but is annoying as it is costing me some speed. It is not noticeable with the VSI or the naked eye, but it is noticeable on the air speed indicator as it fluctuates between 5 and 10 knots upwards before levelling off for a number of seconds then it starts again. During cruise in ALT mode the nose pitches slightly up and down, but the aircraft does not appear to climb or descend. I have a STEC 55x autopilot fitted in my 80 M20J with a long time pitch issue.