Garmin 430W autopilot operation

John,

So far, those who have had this done have not had
difficulty in obtaining a field approval for the change.

Very interesting, thanks! Our EASA is not that flexible, I'm afraid.

Regardless of how the autopilot is determining the course, the
pilot is required to be displaying the ILS localizer and GS on the CDI or
HSI, and must use the CDI or HSI to determine if corrections need to be made
or not.

Agree. Would you agree that a properly set-up S-TEC should be able to follow a
localizer without too much weaving about?

--
Thomas Borchert (EDDH)

On Wed, 16 Jan 2008 15:03:59 +0100, Thomas Borchert
wrote:


Agree. Would you agree that a properly set-up S-TEC should be able to follow a
localizer without too much weaving about?

Mine do. Check main aircraft rigging and cable tensions, upper end of
the limit seems to ork best, autopilot servo brible cable tensions,
and the servo start voltages are within spec. There can be a feedback
loop when one or more of the above is wrong, the computer thinks it
needs a correction, starts it, but due to slow or damped response
because of one of the items above being wrong it doesn't stop on time,
starts a correction back the other way, but lag due to start voltage
and/or having to take up the control slack makes it overcorrect the
other way, ever increasing oscilations.....