Avidyne DFC100 Pilot'S Manual Download Page 35 | Manualshive

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Climb-out/Enroute

3-5

ALTITUDE HOLD (ALT) MODE

Altitude Hold mode is entered by pressing the “ALT” button on the
autopilot control panel. In many cases, since Altitude Hold mode
defaults to armed, this press of the ALT button will toggle the ALT
button from armed (cyan) to engaged (green) and disengage the
previously engaged vertical channel autopilot mode. The system
will light the control panel button in green, and hold the altitude at
the time of mode entry. It will not sync the altitude bug on the
altimeter to current altitude and will only turn the altitude bug solid
if the bug is moved to be within 50 feet of the autopilot holding
altitude.

If the barometric setting is subsequently adjusted, the airplane will
automatically climb or descend as required to reacquire the
selected altitude.

If the altitude bug is moved more than 50’ away from the holding
altitude, it will turn hollow. The autopilot does not command an
aircraft altitude change at this point and it provides a means for a
new future altitude target to be preset.

The primary place to set the Altitude bug is via the dedicated
knob on the keyboard. An additional means is provided via a LSK
on the “Bug Select” tab of the PFD page.

The autopilot modes annunciator indication for an engaged
Altitude Hold mode is a green “

ALT

”.

INDICATED AIRSPEED (IAS) HOLD MODE

Indicated Airspeed Hold mode is entered by pressing the “IAS”
button on the autopilot control panel. The system will light the
control panel button in green, and adjust the aircraft pitch as
required to achieve the bugged indicated airspeed target and turn
the IAS bug solid. If already in IAS mode, any subsequent
adjustments to the IAS bug sets a new IAS target for the system
and aircraft pitch is automatically adjusted to achieve that new
IAS target. Pushing the IAS knob will sync the IAS bug to the
current indicated airspeed.

If an unterminated IAS climb or descent is desired, a second
press of the “IAS” button on the autopilot control head may be
required to disarm altitude capture. This is because ALT defaults

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Summary of Contents for DFC100

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Page 3: ... 1 1 18 1 2 1 0 2 2 0 Page Chg 2 3 1 2 4 0 3 1 0 3 2 0 3 3 1 3 4 0 3 5 0 3 6 0 3 7 0 3 8 0 3 9 1 3 10 0 3 11 0 3 12 0 3 13 0 3 14 1 3 15 1 4 1 1 4 2 1 4 3 0 4 4 0 4 5 1 4 6 0 4 7 0 Page Chg 4 8 0 4 9 0 4 10 0 4 11 1 4 12 1 5 1 0 5 2 1 5 3 1 5 4 0 5 5 1 5 6 1 5 7 1 5 8 0 5 9 0 5 10 0 6 1 1 6 2 1 6 3 1 6 4 1 6 5 1 6 6 1 Indx 1 1 IBC 0 OBC 1 Change 1 ...

Page 4: ...vs AP 1 16 PFD Annunciations 1 17 2 Normal Startup Sequence 2 2 POWER CONSIDERATIONS 2 2 SELF TEST ALIGNMENT 2 2 BRIGHTNESS CONTROLS 2 2 PRE FLIGHT TEST 2 3 BEFORE TAKEOFF TECHNIQUES 2 4 3 Climb out Enroute 3 2 NORMAL OPERATING MODES 3 2 Pitch Mode 3 2 Roll Mode 3 2 Vectors HDG Mode 3 3 Navigation NAV Mode 3 4 Altitude Hold ALT Mode 3 5 Indicated Airspeed IAS Hold Mode 3 5 Vertical Speed VS Hold M...

Page 5: ... GA Mode 4 11 5 Abnormal Procedures 5 2 GENERAL FAILURE MODE INFORMATION 5 2 OTHER ERROR MODES 5 5 ALERTS 5 7 LOSS OF ENGINE 5 10 6 Limitations and Performance 6 2 LIMITATIONS 6 2 SOFTWARE COMPATABILITY AND NOTES 6 4 GENERAL PERFORMANCE CIRRUS AIRCRAFT 6 5 PERFORMANCE IN PITCH TRIM ONLY AIRCRAFT 6 6 PERFORMANCE IN NON CIRRUS AIRCRAFT 6 6 Index 1 Change 1 ...

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Page 7: ...Setting 1 4 Aural Alerts 1 5 Armed vs Engaged Mode Indications 1 6 Mode Transition Indication 1 6 Manual Electric Trim Disconnect 1 7 Envelope Protection 1 8 Full Time Envelope Alerting 1 9 Barometer Setting Adjustment 1 12 Engagement and Hold limits 1 13 Comparators 1 14 Autopilot Engagement 1 15 Autopilot Disengagement 1 15 FD vs AP 1 16 PFD Annunciations 1 17 Change 1 ...

Page 8: ...safety implications While it is important for the operator to be familiar with all of the information in the manual it is essential to the safe use of the DFC100 that pilots give careful attention to the material contained within these NOTEs Boxed areas marked as WARNING within this manual identify certain situations or areas of operation having unique and heightened safety implications In order t...

Page 9: ...t Angles Control Wheel Steering not available in all aircraft Takeoff Go Around TO GA Mode not available in all aircraft Speed based Envelope Protection Full time Envelope Alerting NOTE Envelope Protection vs Envelope Alerting There is a distinction between Envelope Protection and Full time Envelope Alerting Envelope Protection will result in active driving of the flight control surfaces by the au...

Page 10: ...pture if the capture criteria are met For example pressing IAS or VS will hold the indicated or vertical speed and arm altitude Another example is pressing the HDG button will engage heading mode and arm NAV mode if Primary Nav LSK is set to FMS If you want the autopilot to remain in the selected mode e g stay in IAS mode and not capture altitude even if the aircraft flies through the altitude bug...

Page 11: ...ditions Autopilot Disengagement Approximately 16 disconnect beeps Underspeed during coupled operations Speed Protection Active Overspeed during coupled operations Speed Protection Active Underspeed during non coupled operations Caution Underspeed Overspeed during non coupled operations Caution Overspeed Dual AHRS equipped systems Attitude and Heading Reference System AHRS Miscompare Gyro Miscompar...

Page 12: ...An engaged mode is defined as a state that the autopilot is holding Engaged modes are indicated by a green color on both the autopilot control panel and on the PFD mode annunciator strip One exception is that when AP is on both FD and AP are not lit on the PFD mode annunciator strip FD is always on with AP The images below demonstrate the armed and engaged coloring on both the display and the auto...

Page 13: ...the target values as required MANUAL ELECTRIC TRIM DISCONNECT Use of the manual electric trim MET in the pitch axis via the cockpit controls will result in the autopilot disconnecting and then the trim running as commanded by the MET control NOTE Trim Behavior in Cirrus Aircraft For Cirrus aircraft equipped with a pitch servo actuating the trim switch will disconnect the AP For Cirrus aircraft tha...

Page 14: ...conventional autopilots If for example a positive rate of climb was commanded and a low power setting is being held the autopilot will attempt to achieve the commanded state but as the energy of the airplane decays to approximately 1 2 Vs the autopilot will adjust bank angle and then pitch angle as required to maintain no lower than 1 2 Vs Bank angle may be reduced before pitch is adjusted in an e...

Page 15: ...inition of Vs changes depending on flap position NOTE Envelope Protection During Icing Conditions The DFC100 autopilot is not to be used during icing conditions in any non FIKI approved aircraft or during severe icing conditions in any FIKI approved aircraft The autopilot does not have any kind of AOA or icing input and therefore does not register changing aircraft dynamics during icing conditions...

Page 16: ... CAUTION UNDERSPEED aural alert is played in the headsets and is repeated approximately every 6 seconds until the condition is no longer valid The autopilot mode annunciators do not flash during Envelope Alerting The trigger for this Envelope Alerting underspeed alert is when the system has determined 1 2Vs has been reached Flap position bank angle and g loading are taken into account to define Vs...

Page 17: ... are taken into account to define Vs at any point in time One common scenario this capability is designed to alert against is a traffic pattern stall Similarly on the high speed end of the spectrum with the autopilot in the standby condition green AP READY along the top strip of the PFD pages if an overspeed condition is recognized a OVERSPEED text alert is displayed along the top edge of the PFD ...

Page 18: ...aircraft POH bank angle limits has been exceeded This number is typically 60 degrees of bank If AP READY or FD are not displayed on the PFD page Full time Envelope Alerting may not be available To disable Full time Envelope Alerting pull the autopilot circuit breaker BAROMETER SETTING ADJUSTMENT Upon input of a new barometric altimeter setting the autopilot automatically re captures the previously...

Page 19: ...uce the value to be within the published maximum hold limits The maximum engagement and hold limits are as follows Autopilot Mode Maximum Demonstrated Engagement Limits Maximum Hold Limits Roll Hold 60 bank 22 bank Heading 60 bank 22 bank but typically holds 1 stnrd rate of turn Pitch Hold 30 pitch 10 to 15 pitch IAS Hold 20 KIAS to Vne 1 2Vs to 185 KIAS VS Hold 1600 fpm 1600 fpm Straight and Leve...

Page 20: ...ge for minor issues and indicator removal and replacement by Red X for major issues Dual AHRS Systems No autopilot disconnect Single AHRS Systems Autopilot will disconnect with a Crosscheck Attitude 1 but will allow manual re engagement by the pilot Dual AHRS Systems AHRS to AHRS Comparator Single AHRS Systems AHRS to Turn Coordinator TC Comparator Miscompare Alert message s presented to the pilot...

Page 21: ...ll command via the green flight director command bars whatever bank and pitch was present at time of pressing within maximum hold limits It is still up to the pilot to maneuver the plane as required to follow those command bars Press STRAIGHT LEVEL autopilot engages and drives the airplane from whatever attitude it is in to zero bank and a small positive pitch that approximates level flight Press ...

Page 22: ...hat the function is not currently coupled to the autopilot or flight director in an engaged or armed mode In other words the autopilot and flight director are ignoring any hollow magenta bug The flight director command bars will indicate the required steering of the aircraft to achieve the commanded tracking of the autopilot In full autopilot mode both the AP and FD buttons will be lit on the auto...

Page 23: ...he AP and FD modes will be via trim or the AP Disconnect switch on the control yoke as described above PFD ANNUNCIATIONS The top strip of the PFD page is dedicated for autopilot mode annunciators Active modes are depicted in green and armed modes are depicted in cyan Alerts are depicted in yellow and are listed in order of priority If multiple alerts are received then the highest priority message ...

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Page 25: ...Normal Startup Sequence 2 1 2 Normal Startup Sequence 2 2 POWER CONSIDERATIONS 2 2 SELF TEST ALIGNMENT 2 2 BRIGHTNESS CONTROLS 2 2 PRE FLIGHT TEST 2 3 BEFORE TAKEOFF TECHNIQUES 2 4 ...

Page 26: ...lf test indications are a lighting of lights on the autopilot control panel dwelling approximately 1 2 seconds on each color The lighting color order is White Cyan Green White Self test should be considered a success after the button lighting with no associated failure message along the top strip of the PFD page The top strip of the PFD page will display an annunciation that the autopilot is INOP ...

Page 27: ...n in the proper direction by the servos movement is slow and can be hard to see c Ensure HDG annunciation has replaced ROLL annunciation and that it is depicted in green on the PFD annunciator strip SERVO LIMIT may also be displayed along the right edge this is normal in some aircraft 5 Press the AP Disconnect switch on the control yoke a Ensure the aural autopilot disconnect tone is heard in the ...

Page 28: ...munications between the autopilot and the IFD However the Pre Flight test does not check the function of every item essential to the use of the autopilot It remains the pilot s duty to monitor the autopilot for proper function upon activation and during use BEFORE TAKEOFF TECHNIQUES A normal technique is to set up the desired autopilot targets while still on the ground e g IAS or VS ALT and HDG bu...

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Page 30: ...HDG Mode 3 3 Navigation NAV Mode 3 4 Altitude Hold ALT Mode 3 5 Indicated Airspeed IAS Hold Mode 3 5 Vertical Speed VS Hold Mode 3 6 VNAV Mode 3 7 Altitude Capture Mode 3 10 Straight and Level 3 12 Pilot Selectable Intercepts 3 13 Control Wheel Steering Mode 3 14 Take off Go Around TO GA Mode 3 15 Change 1 3 1 ...

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Page 32: ...trol panel HDG or NAV only from the AP Ready state will also engage Pitch Hold automatically In Pitch Hold mode the autopilot will maintain a constant pitch from the moment of mode entry If the mode was entered at a pitch that exceeds the maximum hold limit the pitch will be reduced to the maximum hold limit value The autopilot modes annunciator indication is green PITCH ROLL MODE Roll mode is the...

Page 33: ... the autopilot control panel It is also entered if the Primary Nav LSK is set to NAV1 2 by pressing the Fly Vectors L5 LSK and then pressing the HDG button on the autopilot control panel The system will light the control panel HDG button in green and track the dashed magenta vectors line as drawn on the IFD PFD and Map pages The FMS vectors line is controlled by using the Heading knob on the keybo...

Page 34: ...lot selectable intercept and the FMS has determined it needs to use an intercept angle greater than 45 degrees for geometry or leg compliance reasons Typical bank angles used during Nav mode intercepts are 22 degrees and this may be reduced if in close proximity to the intended course or during VOR station passage When the Primary Nav LSK is set to NAV1 or NAV2 the system will briefly transition t...

Page 35: ...an aircraft altitude change at this point and it provides a means for a new future altitude target to be preset The primary place to set the Altitude bug is via the dedicated knob on the keyboard An additional means is provided via a LSK on the Bug Select tab of the PFD page The autopilot modes annunciator indication for an engaged Altitude Hold mode is a green ALT INDICATED AIRSPEED IAS HOLD MODE...

Page 36: ... on the autopilot control panel The knob has a push to sync capability that will sync the target IAS to the current aircraft IAS The autopilot modes annunciator indication is a green IAS There is no armed cyan IAS mode VERTICAL SPEED VS HOLD MODE Vertical Speed Hold mode is entered by pressing the VS button on the autopilot control panel The system will light the control panel button in green turn...

Page 37: ... VNAV is active the system will light the control panel button in green In enroute and descent operations VNAV will hold current altitude until the system reaches the computed Top of Descent TOD point for the active leg and then will start the descent when the TOD point has been reached During missed approach operations VNAV will climb to the target altitude and then level at that altitude until t...

Page 38: ...ll adjust as necessary up to the maximum rate The default descent climb rate for all VNAV operations is 500 fpm If a different default rate is desired the FMS Setup pages can be used to set a new value up to 1500 fpm but this is not recommended by Avidyne Maximum rates may also be modified but you should always be sure to leave at least a 250 FPM difference from the preferred rate so that VNAV has...

Page 39: ...at which time VNAV will automatically disengage and the autopilot will transition to Altitude Hold and hold the altitude of the waypoint just prior to the Missed Approach Point NOTE VNAV Altitude Constraints on an Airfield If a flight plan leg altitude constraint is entered for a flight plan waypoint that is an airport the default VNAV target altitude constraint will be 1000 AGL and 5 miles prior ...

Page 40: ...displayed The autopilot modes annunciator indication is a green VNAV There is no armed cyan VNAV mode ALTITUDE CAPTURE MODE Altitude captures can be performed using IAS VS VNAV or PITCH To perform an indicated airspeed based altitude capture set both the IAS bug and the ALT bug to the desired values and press the IAS button on the autopilot control panel The system has a Alt Always Armed design th...

Page 41: ...on departure leg to an ATC assigned altitude and as the aircraft is approaching that original assigned altitude ATC issues a new assigned altitude that the pilot is in the process of entering into the system the autopilot will ignore the original target and keep climbing to the new target As soon as the edit mode is exited as indicated by the altitude bug value no longer being reverse highlighted ...

Page 42: ...ing and aircraft configuration this could produce a climb steady altitude or a descent Straight and Level mode is entered by pressing the STRAIGHT LEVEL button on the autopilot control panel The system will light the control panel button in green blinking and immediately change the bank and pitch as required to seek wings level 2 pitch angle conditions Once straight and level is achieved the Strai...

Page 43: ...aircraft was not in a wings level zero flight path condition at time of mode entry then both the button and the mode annunciator will flash green while the aircraft is being maneuvered to achieve those conditions At that time both the control panel button and the mode annunciator stop flashing and turn steady green PILOT SELECTABLE INTERCEPTS The autopilot can be commanded to perform a pilot selec...

Page 44: ...Steering CWS mode is entered by pressing the CWS button on the aircraft yoke in those aircraft that support this functionality CWS mode allows the servos to be temporarily disengaged for the duration that the CWS button is held down providing an opportunity for the pilot to manually maneuver the aircraft as desired without disconnecting the autopilot Typical uses for this mode include an easy way ...

Page 45: ...d by pressing the TO GA button on or near the aircraft throttle s in those aircraft that support this functionality The system uses the current autopilot state to determine if Take Off TO or Go Around GA behavior is desired If the autopilot was not engaged in any mode AP READY displayed in the autopilot modes annunciators strip then activating the TO GA control will put the autopilot into Flight D...

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Page 47: ...WAAS Approaches 4 2 Non WAAS GPS approach RNAV or Overlay or LNAV 4 5 VOR approach 4 5 Localizer approach 4 6 ILS approach including glide slope intercept 4 7 Procedure Turn ILS or Localizers 4 8 Back course approaches 4 9 Missed Approach 4 10 Take off Go Around TO GA Mode 4 11 Change 1 4 1 ...

Page 48: ...generic glideslope encompassing both ILS glideslope and GPS WAAS approach vertical guidance APPROACH MODES LPV RNAV approaches are the preferred approach for the combined IFD DFC100 system if available WAAS APPROACHES When FMS has been selected as the source in the Primary Nav LSK and one of the RNAV GPS approach types with vertical guidance LPV L VNAV LNAV V is selected in the FMS the ADI will pr...

Page 49: ...ictions descend to MDA fly at MDA altitude to the MAP and execute the missed approach procedure if appropriate Since there is no vertical guidance associated with this type of approach the VDI is not displayed LNAV V Lateral Navigation with Vertical Information This mode provides the same lateral navigation as LNAV but presents an ILS GS like presentation on the VDI The GPS draws a 3 D picture of ...

Page 50: ...t somewhere in the vicinity of the FAF with L VNAV annunciated as the HDI source the FMS will automatically toggle the autopilot mode to NAV APPR and GS will either arm or engage depending on your position relative to the glide path LPV Localizer Precision with Vertical Guidance FMS900w only The lateral guidance is significantly more precise than LNAV and equivalent to that of a localizer except e...

Page 51: ...the autopilot control panel Note that the NAV and APPR buttons on the autopilot control panel are lit in green Note that NAV APPR is displayed in the PFD mode annunciator section Execute a missed approach if appropriate VOR APPROACH Ensure the Primary Nav LSK is set to a VHF source NAV1 or NAV2 and tuned to a VOR and the VOR approach is loaded in the FMS900w Ensure the approach course is set in th...

Page 52: ...arm NAV APPR while still in Heading Vectors mode press the NAV or APPR button Once armed the system will automatically capture the localizer signal and transition out of Heading Vectors mode on its own Ensure the Primary Nav LSK is set to a VHF source NAV1 or NAV2 and tuned to a localizer and the localizer approach is loaded in the FMS900w Ensure the front course is set in the Selected Course wind...

Page 53: ... system will automatically capture the localizer signal and transition out of Heading mode on its own Ensure the Primary Nav LSK is set to a VHF source NAV1 or NAV2 and tuned to a properly identified ILS and the ILS is loaded in the FMS900w Press NAV or APPR on the autopilot control panel Approach mode will automatically arm if tuned to an ILS frequency The autopilot will enter NAV and Approach la...

Page 54: ...e PROCEDURE TURN ILS OR LOCALIZERS The procedure for an ILS or Localizer with a procedure turn in a combined DFC100 FMS900w system results in the aircraft automatically flying the outbound procedure turn heading automatically making the turn inbound to the inbound procedure turn heading then automatically capturing and flying the final approach course To fly the full published procedure turn ensur...

Page 55: ... will display correct sensing and the autopilot will turn in the proper direction Ensure the Primary Nav LSK is set to a VHF source NAV1 or NAV2 and tuned to a LOC ILS and the approach is loaded in the FMS900w Ensure the front course is set in the Selected Course window if the backcourse approach is loaded in the FMS then the course is automatically loaded in the Primary Nav LSK datablock Press ei...

Page 56: ...AF Set the VS bug to the desired climb speed or rate ideally prior to passing the FAF Set the heading bug to the ATC assigned heading At the point when you decide to go missed add power as required Press the HDG or NAV button on the autopilot control head depending on missed approach instructions Press the VS buttons on the autopilot control head to command an altitude capture at the desired VS Pu...

Page 57: ...pproach Point MAP TAKE OFF GO AROUND TO GA MODE TO GA mode is entered by pressing the TO GA button on or near the aircraft throttle s in those aircraft that support this functionality The system uses the current autopilot state to determine if Take Off TO or Go Around GA behavior is desired If the autopilot had been in any mode other than AP READY at the time of TO GA control activation it is assu...

Page 58: ...ed approach is enabled Arm HDG mode if an assigned missed approach is enabled Arm VNAV mode if a published missed approach is enabled At the Missed Approach Point MAP the following additional actions are automatically performed All armed cyan autopilot modes transition to engaged green Primary Nav source selection on the IFD automatically switches to FMS In summary the system will immediately init...

Page 59: ...Abnormal Procedures 5 1 5 Abnormal Procedures 5 2 GENERAL FAILURE MODE INFORMATION 5 2 OTHER ERROR MODES 5 5 ALERTS 5 7 LOSS OF ENGINE 5 10 ...

Page 60: ...series of events in the data log that will aid the Avidyne Service Center in finding and analyzing the data logs during troubleshooting operations Some failure modes identified in this section do not affect the functioning of the AHRS and therefore allow continued use of the autopilot In all cases basic airmanship should be exercised and fundamentals utilized such as maintain aircraft control anal...

Page 61: ...l inability of the airplane to achieve set targets o Servo Limit reached results in the inability of the autopilot to track the commanded targets o Loss of Keyboard forces the use of the Bug Select tab of the PFD page to set Heading and Altitude bug targets o Loss of both VHF radios results in the inability to select and track any VHF based target such as Localizer ILS or VOR o Loss of both GPS re...

Page 62: ...oss of turn coordinator in dual AHRS systems o Loss of a single IFD in dual AHRS systems with 1 2 switch set to Auto or the failed IFD did not house the AHRS o Loss of a single AHRS in dual AHRS systems with 1 2 switch set to Auto o Loss of a single VHF radio o Loss of a single GPS o Loss of LCD display s ...

Page 63: ...consider cycling the autopilot circuit breaker one time AUTOPILOT INOP AHRS COMPARATOR FAIL Dual AHRS system The system has concluded that one of the AHRS is unavailable not failed and not aligning Single AHRS system The system has concluded that the turn coordinator has failed or is not available AUTOPILOT INOP SELF TEST FAIL The autopilot failed its power up self test If the fault does not clear...

Page 64: ...atically disconnected and should be accompanied by 16 beeps NO COMMUNICATION WITH AUTOPILOT Indicates the IFDs have stopped receiving data from the autopilot resulting in the loss of all autopilot functionality for the duration of the message It is possible that the autopilot will conduct an auto reset and if successful all functionality would be restored and a manual re command of the autopilot m...

Page 65: ...sconnect upon initiation of this miscompare alert but will generate a GYRO MISCOMPARE aural alert In either case evaluate the accuracy of the IFD AHRS solution by comparing the PFD display to the backup gauges and if in VMC conditions the out the window view If it can be concluded that the PFD is accurate consider re engaging the autopilot as required and continue standard autopilot operations but...

Page 66: ...d corrected course hold and if sufficient power is available the flight path angle at the time the system displayed the L6 Advisory message Consider switching the nav source in the PFD page Primary Nav selection If unable to reacquire the nav signal take the proper action when a navigation source has been lost If on a published approach that requires VHF based lateral guidance the approach must be...

Page 67: ...Ds then some autopilot modes will become unavailable In this event Pitch Hold Roll Hold Alt Hold and Straight and Level modes are still fully functional Consider cycling power to the IFDs and autopilot and if that does not clear the condition contact Avidyne Customer Support AP MSR Failure The system is unable to write and access data to from the autopilot maintenance and safety data recorder The ...

Page 68: ...The autopilot will typically transition to ALT Hold in this case LOSS OF ENGINE Loss of engine does not affect the DFC100 operation but the DFC100 autopilot can be useful during loss of engine situations One technique is to set the IAS bug to best glide speed and engage IAS mode in the event of engine out conditions The autopilot will adjust aircraft pitch as required to slow down or speed up to a...

Page 69: ...nce 6 1 6 Limitations and Performance 6 2 LIMITATIONS 6 2 SOFTWARE COMPATIBILTY AND NOTES 6 4 GENERAL PERFORMANCE CIRRUS AIRCRAFT 6 5 PERFORMANCE IN PITCH TRIM ONLY AIRCRAFT 6 6 PERFORMANCE IN NON CIRRUS AIRCRAFT 6 6 Change 1 ...

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Page 71: ... and level flight b Unusually extensive accumulation of ice on the windshield in areas not normally observed to collect ice c Accumulation of ice on the upper surface of the wing aft of the protected area d Accumulation of ice on the engine cowling and or spinner further aft than normally observed 2 Unusual control force or control deflection or unusually large control forces to move flight contro...

Page 72: ... aircraft equipped with pitch trim only 6 DFC100 operation is prohibited above a SR2X 185 KIAS b PA46 350 180 KIAS c PA32 180 KIAS 7 The Avidyne DFC100 Series of Digital Autopilots Pilot s Guide P N 600 00270 000 Revision 02 or later appropriate revision must be available to the pilot during all flight operations Change 1 ...

Page 73: ...DOWN message is displayed more frequently 9 2 3 or 9 2 1 01 Same as above and No Flap Overspeed alert DFC100 will disconnect during any AHRS TC Miscompare in single AHRS equipped aircraft Underspeed alerts are not suppressed in the flare and on rollout MSR FAIL means no AP disconnect tones The Autopilot Version number can be obtained from the aircraft logs or via Mx Mode of the IFD unit Once in Mx...

Page 74: ...ctively decouples the autopilot commands from the flight control surfaces Pilot induced inputs on the system including yoke input rudder input p factor fuel imbalance airspeed and general aircraft trim alignment can all contribute to this condition In the event the DFC system believes the roll axis servo limit has been reached a yellow SERVO LIMIT text message is displayed along the top edge of th...

Page 75: ...eaction to manual electric trim inputs However aircraft equipped with pitch trim only no pitch servo should expect a less precise and depending on the environmental and aircraft dynamic conditions a slower reaction time in the vertical axis when experiencing vertical turbulence or other inputs like flap deployment retraction IAS mode tracking and unusual attitude recoveries using the Straight and ...

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Page 77: ...mparators 1 14 Engagement and Hold Limits 1 13 Envelope Alerting 1 9 Envelope Protection 1 8 Failure Modes Loss of all DFC100 function 5 2 Degradation of function 5 3 No effect on function 5 4 Autopilot failures 5 5 Alerts 5 7 Loss of Engine 5 10 Flight Director 1 16 General Overview Topics Armed vs Engaged 1 5 Baro adjust 1 12 Manual Electric Trim 1 6 Engagement 1 15 Disengagement 1 15 General Pe...

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Page 79: ...iling for product related help please have the following information available if able Customer Name Account Information Aircraft tail number DFC100 serial number PFD serial number and software versions A good description of the problem or question WARRANTY AVIDYNE WARRANTS THE PRODUCT MANUFACTURED BY IT AGAINST DEFECTS IN MATERIAL AND WORKMANSHIP FOR A PERIOD OF TWENTY FOUR 24 MONTHS FROM DELIVER...

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Page 81: ...YNE CORPORATION 55 Old Bedford Road Lincoln MA 01773 P 781 402 7400 F 781 402 7599 Toll Free 800 AVIDYNE 800 284 3963 www avidyne com http www avidyne com products dfc100 index asp P N 600 00270 000 Rev 02 ...

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