Autopilot Navaid devices AP-1 + ServoClick here to purchase or contact the seller of this item on eBay |
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| Current Price: 550.00 USD |
My plan regarding Garmin GPS 296 integration below:
GPS output "directions" are via NMEA 0183 protocol.
NMEA-to-ANALOG signal converter is needed.
Navaid used to recommend "GPS smart coupler", which is still available for mere ~250$.
http://www.porcine.com/gps/sc/sc_frameset.html
My idea was to tinker a little bit with Arduino or similar and convert NMEA0183 to PWM (pulse-width-modulation) type signal (which - as I understand - is standard for such equipment like autopilots - be it a boat or a plane....).
http://www.ybw.com/forums/showthread.php?454169-NMEA-183-depth-speed-distance-to-Analogue-conversion
Never had enought time to even start the project.
*** As far as I know, GARMIN 296 (NMEA output) is used to feed AP-1 and Dynon D10E. http://dynonavionics.com/cgi-bin/yabb2/YaBB.pl?num=1246210467
*** Some others are feeding data even to ADS-B transponders http://dynonavionics.com/cgi-bin/yabb2/YaBB.pl?num=1492595454/3#3
****************************From the manual****************************
A three-position switch determines the mode in which the system will operate. If this mode control switch is in the center position, only the turn coordinator is active.
Setting the switch to the Wing Leveler mode enables the autopilot. It pulls the wings to level and the airplane goes wherever it is pointed. The autopilot has no heading information, but a fine trim control can be adjusted to make the airplane deviate from a given heading so slowly that changes are needed only once every three to five minutes, depending on turbulence. A turn control may be used for making turns at any rate up to a maximum or about 3 degrees per second.
After intersecting a radial and centering the CDI needle, turn the airplane to the desired heading and set the mode control switch to Track mode. The airplane follows the GPS/Loran course or track in over the VOR.
Position feedback, which Navaid uses in addition to the rate information used by competitors, makes it much easier to match the autopilot to the aircraft. Adjusting a potentiometer setting is much easier than changing a gear ratio.
LIGHTWEIGHT
The autopilot system consists of a panel mounted gyro/computer unit, which we call the AP-1, and a second generation servo actuator designated the S-2. The AP-1 weighs less than the conventional turn coordinator which it replaces, and the S-2 servo weighs less than that of the closest competitor.
If the turn coordinator to be replaced weighs 2 lbs., the weight penalty for adding the autopilot system is only 0.6 lbs. exclusive of pushrod and wiring, or usually about 1-1/2 lbs. installed.
RELIABILITY
Navaid cannot recommend its autopilot for IFR use:
The relatively low price of the product precludes both extensive product testing on a variety of airplanes and a comprehensive production quality control system. A good quality assurance system requires expensive test equipment, testing, and extensive documentation.
The Navaid autopilot has been optimized for cross-country flying by making the servo more than twice as fast as that of a type accepted autopilot. Navaid has no way of insuring that the customer will adjust the autopilot (i.e. the servo slip-clutch breakaway point) in such a way as to insure a moderate roll response in the event of a hard-over failure. Such a failure, no factor at altitude, can be dangerous on an IFR approach.
An accelerated life-test on the position feedback potentiometer in the servo indicated a gradual deterioration that might become noticeable at 2000 operational hours. We tested the life of the gyro by continuously cycling the gyro on for 1 hour and off for 5 minutes. The first sign of wear occurred at 1700 hours in the form of a temporary increase in armature current, but it was fully operational beyond 5000 hours. Actual life will be less because no outside forces were applied to the gyro during this test.
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