Avionics News October 2012 - 54

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AUTOPILOT UPGRADES

goes wrong. Then, check one thing at a time – roll control each way, disconnect and make sure the

airplane is still properly trimmed, climbs, descents, NAV tracking, capture altitudes above and below. In each case, just check one thing at a time and end – don’t start – with a coupled approach check. It will

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take an hour, maybe a little more. But, by the time you’re through, you can turn it over to the customer with a clear conscience. If the customer isn’t aboard for the flight test, we will take them up on a demo flight and make sure they know how to use it, which also is an opportunity to show off, since you know the system is working. Teaching the user how the system works is really a way to advertise as an avionics shop. This will get good word of mouth (advertising) and generate more business.” Weber agreed flying with the pilot is essential. “If we have a low-time pilot, we will try to arrange a CFI to fly with him,” Weber said. “If at all possible, we want the pilot who will be flying the system aboard, whether or not he (or she) is at the controls. This tends to be a very interactive flight with a lot of communications between us and the pilot, and we want to stay well within the airplane’s performance envelope. Ideally, you want a calm VFR day with minimal turbulence to make adjustments easier – a little turbulence can mask a lot of problems.” Hall added that a demo flight provides an opportunity to show off how well the new autopilot installation works and ensure the pilot understands any new features. “We designed the DFC-90 to replace an S-TEC 55X, so there should be no training required on those functions,” Hall said. “But, we add new features like our straight-and-level button and envelope protection. Demonstrating

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Avionics News October 2012

Table of Contents for the Digital Edition of Avionics News October 2012