TruTrak Sorcerer RV10 AP100 - Manual (Page 10)

Sorcerer, RV 10, AP 100 Autopilot Installation Manual 8 TruTrak Flight Systems
May 2009 8300-010 Rev B
Rotating the encoder knob, select a value for VRT TORQUE. Insure that the value displayed is somewhere close to the
maximum value of 12. Once that is done, press and release the UP control of the VS rocker to enter that value and advance to
the next screen. If at any time there is a need to go back to a previous setup screen, press and release the DN control of the VS
rocker.
Using the encoder knob, set the MIN AIRSPD to the slowest airspeed the autopilot should ever fly the aircraft. This should be
safely above stall airspeed for the aircraft. This is also the speed at which the yaw damper will automatically disengage prior
to landing. If the system being set up includes a yaw damper, it is necessary to set minimum airspeed to 0 at this time, to allow
the yaw damper to be tested properly before the first flight. After selecting the appropriate value, press and release the UP
control of the VS rocker to enter that value and advance to the next screen.
Using the encoder knob, set the MAX AIRSPD to the fastest airspeed the autopilot should ever fly the aircraft. This should be
safely below the red line airspeed for the aircraft. After selecting the appropriate value, press and release the UP control of the
VS rocker to enter that value and advance to the next screen.
Rotating the encoder knob, set the NORM CLIMB airspeed. This will be the default selected airspeed when climbing to a
selected altitude. Press and release the UP control of the VS rocker to enter that value and advance to the next setup screen.
The STATIC LAG field is used to accommodate aircraft with delay in the static line. Start with a value of 0 until the first
flight test of the autopilot. Select 0, then press and release the UP control of the VS rocker to enter that value and advance to
the next screen.
Rotating the encoder knob, select a value of 0 for MICROACTIVITY. This setting will be addressed in the first flight section
of this manual. Press and release the UP control of the VS rocker to enter the value and advance to the next screen.
The final setup screen in the pitch setup is HALF-STEP. This setting should initially be set to N. This setting will be
addressed in the first flight section of this manual. Press and release the encoder knob to exit the vertical setup.
The next step in the check-out procedure is to verify that all servos run, and in the correct direction. Power up the autopilot and
wait approximately ten seconds for AP OFF to be displayed in the lower right portion of the screen. Then press and release the
AP button to engage the autopilot. At this point, the selected bank angle will be underlined on the bottom left of the display,
while the selected vertical speed (“SVS”) will be shown on the bottom right. Use the Vertical Speed rocker to set selected
vertical speed to zero. The pitch servo should stop, or move only very slowly. Then press the UP control on the VS rocker
repeatedly until several hundred feet per minute is showing on the lower right SVS field. Pressing and holding the VS rocker
will also slowly step the vertical speed in the desired direction. At this point the pitch servo should be moving the control yoke
or stick back, in an effort to raise the nose of the aircraft. Similarly, using the DN control of the VS rocker to select a negative
selected vertical speed, the pitch servo should be moving the controls in such a way as to lower the nose of the aircraft. If
direction is incorrect, install or remove the jumper between pins 1 and 2 of the autopilot connector.
The roll servo should also be responding at this time, moving the controls in such a way as to turn the aircraft from the current
selected bank angle. The initial value of the selected bank angle is the 0 degrees at the moment of engagement, but the encoder
knob can be used to modify the selected bank angle. When the bank angle is set to 0 the servo should stop or run only very
slowly. If the knob is rotated clockwise, to a selected bank to the right, the control yoke or stick should move in such a way as
to roll the aircraft to the right. Conversely, a select a bank to the right will move the controls in the opposite direction to
attempt a roll towards the left. If servo direction is not correct, the wires going to pins 4 and 5 of the roll servo (pins 32 and 33
on the main connector) must be reversed to achieve the correct response. If the servos do not move at all, double-check the
LAT TORQUE or VRT TORQUE setting as appropriate. If a servo jitters but does not actually rotate, check the wiring on the
four servo drive lines (pins 2, 3, 4, and 5 on the servo) to that servo for continuity and correctness. If the servo does not seem
to have any torque, check the relevant torque control line for continuity and correctness. With a torque setting of 12 the
voltage on pin 6 of the servo should be approximately 5 volts.
At this time, check that the servo arm or capstan is properly operating the controls. For servo installations using an arm, check
that as the controls go from limit to limit the arm of the servo remains in the operating range of the servo (a maximum of 100
degrees total rotation) and that when the controls are centered, the connecting pushrod is approximately perpendicular to the
arm of the servo. For capstan systems, insure that the cabling remains at proper tension and is properly secured as the servo
moves the controls from stop to stop. Insure that the servo remains secure in its mounting and does not flex its mounting
bracket as it drives the control to its stops. For installations using an arm, insure that as the servo moves the control towards
the end of control travel it does not cause the main control’s torque tube to flex in any way that could cause control system
lockup at the extremes of servo travel. Insure that any “lost motion” in the linkages is eliminated or minimized, in order to
maximize the performance of the autopilot. Lost motion (dead zone) will result in wandering or slow “hunting” behavior in
flight.