G1000 Autopilots Compared

G1000 Autopilots Compared
Overview
• G1000/Perspective autopilots
• Garmin GFC 700
• Bendix/King KAP 140
G1000 Autopilots
Compared
• Functions compared
• Level of integration compared
• Operating procedures
Brian Eliot, CFI
San Carlos Flight Center
• Similarities
• Differences
• Suggestions for training
18 December 2013
Some opening philosophy
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System diagram
• Is the autopilot a
• tool?
• crutch?
FD on,
AP on
KAP 140
• Does using the autopilot
Turn coordinator (rate)
• atrophy the human pilot’s skills?
• demonstrate use of all available resources?
Roll, pitch, and
pitch trim servos
Attitude indicator
with flight director (GFC 700)
without flight director (KAP 140)
• Is thorough autopilot knowledge a
• luxury?
• skill pilots are required to demonstrate?
AHRS (roll/pitch)
GFC 700 (GIA 63)
FD on,
AP off
Pilot’s eyes
and muscles
Commanded aircraft attitude
Control surface deflection
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G1000 Autopilots Compared
What does 2-axis mean?
Basic modes
• How many aircraft axes autopilot controls
• Horizontal
• ROL
• HDG
• NAV
• 1-axis
• Roll
• 2-axis
• APR
Approach
• REV/BC Reverse approach; back
course
• Roll, pitch; or
• Roll, pitch, pitch trim
• 3-axis
• Vertical
• Roll, pitch, yaw (damper)
•
•
•
•
• G1000/Perspective systems are
• 2-axis with pitch trim (Cessna)
• 3-axis (Cirrus, optional yaw damper)
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What is a flight director?
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Active FD
vertical mode
Pending FD
horizontal
mode
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Selected
altitude
Flight plan
constraint
altitude
Autopilot
status
• If autopilot engaged (AP),
aircraft body symbol is
steered into command
bars
• If autopilot disengaged,
human pilot can do the same
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Active FD
horizontal mode
• “Command bars” show the aircraft
attitude the autopilot is commanding to
achieve the selected flight mode
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ALT
Altitude hold
VS
Vertical speed
GS
Glideslope
FLC/IAS/PIT/VNV Other
GFC 700 annunciations
• Shows what the autopilot brain is
thinking
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Wing leveler
Heading
Navigation
Pending
FD vertical
mode
FD
command
bars
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G1000 Autopilots Compared
KAP 140 annunciations
Active horizontal mode
Armed horizontal mode
Active vertical mode
Control wheel steering
Selected altitude/
vertical speed/
barometric setting
• CWS yoke button
• Temporarily
disconnects autopilot
servos
• Autopilot itself is not disconnected
• G1000 status annunciates CWS
Armed vertical mode
• With CWS depressed,
• Aircraft can be hand-flown in roll and
pitch
• Upon release, ROL and PIT modes
capture new airplane attitude
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Manual electric trim (MET)
Pre-flight testing
• Intimately connected
and integrated with
pitch trim 2-axis
autopilot
• Power-on self-test
• Ending in success
• No annunciations
• Ending in failure
• Permanently flagged annunciation
• Autopilot cannot be engaged for duration
• Must be separately tested
• Pilot must thoroughly understand
disconnect
• Minimum pre-takeoff test
• Autopilot and MET disconnect are different
• Trim runaway is an ever-present danger
• MET function and disconnect
• Autopilot disconnect
• Pilot able to forcibly override servos
• You should train for it
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G1000 Autopilots Compared
Push then verify!
Setting barometric reference
• Push a function button
•
• Once
• Don’t push GFC 700 or KAP 140 buttons
twice
• Generally this cancels labeled mode
• NAV, HDG become ROL
• ALT becomes VS or PIT
• Verify expected response
• Annunciation
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Setting altitude selector
•
•
•
Large/small
knobs
Arming is
automatic
(don’t press
ARM button,
generally)
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• Mode surprise:
• Autopilot not flying!
• Most common error
Maintain G1000 and KAP 140 altitudes equal
KAP 140 provides altitude alerter function
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• FD, HDG, NAV,
ALT, VS, …
• results in flight
director
mode(s) only
• autopilot is not
automatically
engaged
KAP 140
1. G1000 ALT knobs
2. KAP 140 controller
•
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BARO button
Large/small
knobs
Five-second
timeout
• Pressing mode
button
1. G1000 ALT knob/knobs
•
1. G1000 BARO set knob
2. KAP 140 controller
GFC 700 mode selection
GFC 700
•
KAP 140
•
• Active state (green or top line)
• Pending/armed state (white or lower line)
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1. G1000 BARO set knob
•
•
•
• then,
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GFC 700
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G1000 Autopilots Compared
Armed modes
HDG mode
• Active mode
• FD/AP follows heading bug
• GFC 700 green
• KAP 140 upper line
• Same operation
for both
• Push HDG
knob to
synchronize
• Armed mode
• GFC 700 white
• KAP 140 lower line
• Armed to
active
• Color, position
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NAV mode
GPS steering (GPSS)
• FD/AP follows selected course
• Compared to basic NAV mode
• NAV mode maintains selected course deviation
needle centered
• GPS-computed DTK
• CRS knob
• Only option for VOR, LOC, BC LOC, ILS
• GPSS mode steers to GPS-supplied digital DTK
• GPS OBS mode
• VOR/LOC mode
• Non-EHSI (non-G1000) insensitive to OBS setting
• Filleted turns (fly-by waypoints)
• Charted procedure tracks:
• NAV button
• KAP 140 NAV
• GFC 700
• Procedure turns
• Holding patterns
• G1000 software-level dependent:
• GPS
• VOR
• LOC
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• Cessna Nav III 0563.00+
• Airways, altitude milestone waypoints, GFC 700
• Does not depend on installation of WAAS
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G1000 Autopilots Compared
Capturing an altitude
Capturing a glideslope/path
1. Select target altitude
• APR mode
•
•
•
KAP 140: Both altitude selectors
KAP 140: ALT ARM
GFC 700: ALTS
•
•
Both: VS
GFC 700:
FLC/IAS, PIT
• More sensitive NAV
mode
• Tracks glideslope
2. Select climb/
descent mode
• From below
• ALT mode active
• GS mode pending
• From above
3. Set climb/
descent
reference
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• Not advised
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Landing from an approach
•
•
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Press go-around (GA) button by throttle
•
1.
2.
3.
4.
5.
•
Can be continued without limitation to landing
Recommended, especially for ILS
In some cases, authorizes lower minimums
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GFC 700
•
At AP limitation minimum altitude
At IAP charted minimum coupled altitude
At decision altitude (height)
Upon making decision to land
Use the yoke disconnect button
Remain on instruments
GFC 700 flight director remains engaged
•
•
•
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Missed approach
Disconnect autopilot
1.
2.
3.
4.
•
•
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Autopilot disconnects
GA/GA horizontal/vertical mode annunciated
Straight-ahead guidance provided
GPS sequences to missed approach (un-SUSP)
CDI nav source source switches to GPS
KAP 140
1.
2.
3.
4.
Press yoke AP disconnect
Climb, stay on final approach course
Press OBS/SUSP when SUSP annunciated
Press CDI to switch nav source to GPS
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G1000 Autopilots Compared
Go-around (GA)
Disconnects
• Automatic
• Equipment failure
• Pitch/roll excession
• Accelerometer
+7° pitch
reference
• Manual
•
•
•
•
Yoke pushbutton
Manual electric trim use
Panel AP button
Electric power
• GFC 700 disconnects leave FD engaged
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Failures
Dangers
• Autopilot disconnect with warning
• GA autopilots lack auto-throttle
• Stall possible in any flight attitude
• Audible alert
• Flashing AP annunciation
• Especially risky in climb
• GFC 700 FLC (IAS) mode offers protection
• Complacency
• GFC 700
• KAP 140
• Programming (heads down) instead of flying
• Loss of hand flying skills
• Fear of turning off autopilot
• Autopilot does not disconnect?
• Absolute pilot requirement to know how!
• Yoke AP disconnect button
• Circuit breaker (often collared)
• Avionics MASTER
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• Cross-unit operating differences
• Double button-pushes (toggle mode)
• Multi-finger gestures (ALT + VS, HDG + NAV)
• Mode confusion
• Failure to verify mode
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G1000 Autopilots Compared
Limitations
Mode errors
• Factory-provided or aftermarket
• AP off, FD on
• False belief autopilot is controlling
aircraft
• POH Chapter 2 (Limitations)
• POH Chapter 9 (Supplements)
• HDG mode to track a course
• Aircraft will drift from track
• Caused by lack of NAV mode understanding
• Autopilot limitations
•
•
•
•
•
• NAV mode to track an ILS or LPV
Airspeeds
Flap setting maximums
Minimum altitudes
Icing
Approach minimums
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• Glideslope or glidepath will be ignored
• Appropriate for LOC or LNAV minimums
• Altitude capture not armed
• Climb/descent direction opposite target altitude
• Failure to arm
• Misunderstanding ALT mode vice altitude capture
• GFC 700 ALT vice ALTS or ALTV annunciations
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Summary
Recommendations
• What have we missed?
• Know your autopilot before using it
• Don’t
• Not enough time
• Too many modes
• Too many edge cases
• Too much “buttonology”
•
•
•
•
• Not enough scenarios
• know the difference between ALT mode and
altitude capture
• know how to disconnect autopilot and manual
electric trim
• Aircraft/autopilot differences critical
• Experiencing scenarios is crucial
• Standardization is a key tool
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experiment in solo flight
ignorantly launch into IMC
ignorantly attempt an instrument approach
be a HDG mode-only user
• Do
• What have we seen?
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G1000 Autopilots Compared
References and resources
References and resources
• Cessna POH/PIMs
• G1000 Trainer for Cessna Nav III
• G1000 simulator
• KAP 140 equipped (Chapter 9)
• Cessna 172SIMAUS/172SPHAUS
• Cessna 182TIMAUS/182TPHAUS
• PFC MFD MD G1000
• KAP 140 equipped
• GFC 700 equipped (Chapter 7)
• Cessna 172SIMBUS/172SPHBUS
• Cessna 182TIMBUS/182TPHBUS
• C172S N1004E
• C172S N646DW
• C182T N182BG
• Garmin G1000 for Cessna Nav III Pilot’s
Guide
• Software Version 0563.00 or higher
• Automatic Flight Control System
• GFC 700 equipped
• C172S N63251
• C182T N1483L
• Bendix/King KAP 140 Pilot’s Guide
• 2-axis with altitude preselect
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