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Dynon AP Flight Test

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jesse(at)saintaviation.co
Guest

Posted: Thu Jun 04, 2009 7:13 am Post subject: Dynon AP Flight Test

Here's the first take on a short test flight on the Dynon Autopilot.  The weather was turning bad, so we only got a 20 minute flight, but it was enough to know that the AP works.



First of all, turning on the autopilot can be done on the Dynon screen, through the AP74 (which I don't have installed yet), or via the Control Wheel Steering switch on the stick grip (hold for 2 seconds and release).  There are 2 presets when activating via the switch, one holds current heading and altitude, and I think the other flies your heading bug and altitude bug (I didn't test the second yet, but it is a main setting, so it can't be easily changed).  Using the current heading and altitude also syncs the heading and altitude bugs to your current heading and altitude.  The CWS function worked great and it grabbed my heading and altitude and held them fine.  I haven't gotten into tweaking the sensitivity and torque, but the default sensitivity (10) and torque (100%) seemed to work great at first glance.

There are 3 modes for steering.  The first is heading bug, which it flew just fine.  We have the HS34, so there is a dedicated knob for changing the heading bug, which is really nice.  It flew that all just fine at what seemed like a standard rate turn.  The turn rate and max bank angle can be changed in the settings.  Second is track mode, which then gives you a track bug that you change with the heading bug knob when in track mode.  So, when flying a heading given by ATC, heading mode would be used.  When flying a desired heading/track, track would be used.  Both worked great, with smooth and even turns.  The third mode is Nav.  A nice thing about having the HS34 is that you can get GPS and Nav Radio inputs, so it will fly the HSI on either GPS (GPS Steering via the ARINC data stream) using Track or on the Nav radio using heading.  It flew GPS Steering perfectly.  Without the AP74, you have to use the EFIS menus to change which mode is used.  Heading is default, so 4 button presses will change the mode (Menu - AP - Mode - select mode).

The altitude modes, at this point, are either Altitude Hold or Altitude Preselect.  In either mode it gives you an indicator to trim up or down as is needed.  To change from hold to preselect, you just move the altitude bug.  Again, with the HS34, there is a "Value" knob that defaults to set the Baro, but pushing the button changes that to the altitude bug value control.  Turning the knob changes the bug in 100ft increments.  I don't know if they sit it like the AFS, where if you turn the knob quickly the sensitivity changes, but it must have something like that, because it is easy to tweak a couple of hundred feet, but it can easily be set for 11,000ft, for example.  There is a preset vertical speed that is used for all climbs and descents within the indicated airspeed ranges that are preset.  You can set this yourself, but as mentioned earlier, it is fairly deep in the menus, so you can't adjust it easily.  I would certainly like to at least see a desired vertical speed for climb separate from descent.  I usually like to climb at 115kts or so, and like to descend between 300 and 500 fpm.  It would be really nice to have an option to climb based on an airspeed, but that will hopefully be forthcoming as the software guys have time away from working on the new EFIS system.  It would also be really nice to be able to dial in a vertical speed instead of just having a single preset.  Again, this should be relatively easy in software, but I don't know where it is on their priority list.

When the AP servos are installed and configured, you have an "AP" indicator on the bottom left corner of the EFIS screen.  Normally it reads "AP:OFF-OFF".  When taxiing or on take-off or landing rolls, it reads "AP:SPD-SPD", basically stating that you are outside of the speed range.  I assume that the AP won't turn on when it reads that, but I didn't test it.  When the airspeed is below the point where it starts to read, it goes back to "AP:OFF-OFF", so testing on the ground is no problem.  When activated, the screen reads "AP:HDG-ALT" or "AP:TRK-ALT" or "AP:GST-ALT" (I assume it will say "AP:NAV-ALT" when using the NAV radio, but I haven't tested that yet).

A feature that I like is the option of turning on either pitch or roll control alone.  When flying around sightseeing, it will be nice to be able to turn and look at stuff without having to worry about altitude.  This can be done by activating the ALT function and leaving the roll servo OFF.  Also, until they get the vertical functions I mentioned above, it will be nice to be able to trim for climb while flying a Heading, Track or GPS Steering.

While this was not intended as a comparison between Dynon and TruTrak Auto Pilots, I think some may be interested in knowing my take on comparing this with the Digiflight II VSGV.  The TT has the vertical speed selection modes and the vertical GPS Steering (which is fantastic for flying GPS approaches), but it lacks a way to level off at a desired altitude.  The Dynon has the altitude preselect, which is really nice, but lacks the vertical GPS Steering.  Dynon plans to have this functionality when they come out with their AP76, but they have put that on the back burner while they develop their new EFIS system.  The TruTrak also lacks a Heading mode (as long as it has a GPS input, it rolls into TRK mode automatically), but most people in this case would just fly Track anyway, probably, even if ATS gives them a Heading to fly.  I personally don't see this as a big deal (I know I may be flamed for that).

For those who care, the calibration of the servos was really easy and "clever".  I was wondering while installing the servos (power, ground, disconnect and 2 DSAB wires) how it would have you tell it which servo was which, since they both are controlled through DSAB (Dynon Smart Avionics Bus - all Dynon components communicate with each other using these same two wires).  When setting it up, it detects the 2 servos and then asks you to center both controls, push the disconnect switch, and then go to all 4 corners with the stick is it prompts you, pressing the disconnect switch after each one.  This detects which servo is which and the range of motion.  Then it will go to two corners using the servos and ask you to confirm.  I will say this, that when trying to go back, it wasn't strong enough to lift the elevator all the way up (the test is done on the ground, of course), but with the needed trim indicator, I don't see this as a big problem.  I personally didn't have any problems with the original TruTrak servo before going with the torque enhancer, although the original servo didn't have a trim indicator, so it could have made a difference if the plane was accidentally trimmed until the servo let go (which I have heard of happening on at least 2 occasions, one with the normal servo and one with the torque enhanced servo, in which case I would probably be glad if I didn't have the torque enhancer).

If there are any specific questions, please feel free to ask off the list (or on, if you think people will want to know).  I am expecting to get some more testing done in the coming days, so will know more about the Nav tracking function (I didn't have a chance to test it this flight, just the GPS Steering).

 Jesse Saint

Saint Aviation, Inc.

jesse(at)saintaviation.com (jesse(at)saintaviation.com)

Cell: 352-427-0285

Fax: 815-377-3694



 

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Bob Turner

Joined: 03 Jan 2009
Posts: 885
Location: Castro Valley, CA

Posted: Thu Jun 04, 2009 10:24 am Post subject: Re: Dynon AP Flight Test

Are the dynon servos always in the control loop, like the TruTrak's, or do they have a release clutch, like the Trio? If the former, could you detect any change in control pressures before and after installation?

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_________________
Bob Turner
RV-10 QB

jesse(at)saintaviation.co
Guest

Posted: Thu Jun 04, 2009 10:48 am Post subject: Dynon AP Flight Test

I believe they are always in the loop, but don't exercise any force  

unless they are turned on.  They do, however, have drag on the  

controls, just like the TruTrak.  I took out the TruTrak servos and  

installed the Dynon servos for the testing, so I don't expect there  

would have been a noticeable change.  I haven't worked the controls  

without an autopilot servo connected in a long time, so I can't help  

much there.  They certainly don't create a great deal of drag, but I  

would say they would be equivalent to the TruTrak.



Jesse Saint

Saint Aviation, Inc.

jesse(at)saintaviation.com

Cell: 352-427-0285

Fax: 815-377-3694



On Jun 4, 2009, at 2:24 PM, Bob Turner wrote:



 	  Quote: 	
		   



 Are the dynon servos always in the control loop, like the TruTrak's,  

 or do they have a release clutch, like the Trio? If the former,  

 could you detect any change in control pressures before and after  

 installation?



 --------

 Bob Turner

 RV-10 QB





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noconwud(at)earthlink.net
Guest

Posted: Sat Jun 06, 2009 9:16 am Post subject: Dynon AP Flight Test

Have you tested the Dynon system yet?  I'm very curious to see how it 

works...



Andy Johnson



---

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woxofswa

Joined: 12 Aug 2008
Posts: 349
Location: AZ

Posted: Sat Jun 06, 2009 11:09 am Post subject: Re: Dynon AP Flight Test

Thanks for the update.  I am right at the pitch servo mount stage.  Did you manufacture your own or did you find a ready made piece that worked?



TIA

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_________________
Myron Nelson
Mesa, AZ
Flew May 10 2014

jesse(at)saintaviation.co
Guest

Posted: Sun Jun 07, 2009 4:55 am Post subject: Dynon AP Flight Test

Dynon provided a prototype bracket that seems to work fine.



Jesse Saint

Saint Aviation, Inc.

jesse(at)saintaviation.com

Cell: 352-427-0285

Fax: 815-377-3694



On Jun 6, 2009, at 3:09 PM, woxofswa wrote:



 	  Quote: 	
		   



 Thanks for the update.  I am right at the pitch servo mount stage.   

 Did you manufacture your own or did you find a ready made piece that  

 worked?



 TIA



 --------

 Myron Nelson

 Mesa, AZ

 Emp completed, legacy build fuse in progress





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