stec 30 altitude hold problemirvin-parkview funeral home

I really like my STEC-30 with altitude hold and GPSS. I read somewhere that the brushes wear and all the dust causes problems. ALT lamp is illuminated onAP display. Clear editor. The ST-901 converts the ARINC 429 label 121 (Horizontal Command to Autopilot) which is a precise bank angle to a heading error signal. Probably Silicone Spray, then wipe with a clean rag or paper towel. It basically means you have to go over all connectors and wiring first and look for anything loose. ). Get the POH supplement and check it for an extensive pre-flight check. Jan 23, 2011 Messages: 133 Location: Clemson, SC Display name: wrighthenry Selling our Stec 20 altitude hold. But the intermittent nature of the problem made me think it was just a loose contact somewhere. The System Fifty is a two-axis autopilot which includes heading pre-select, turn command (which will give up to 90% standard rate turn), VOR / LOC tracking, back course tracking, a gain enhancement feature for tracking GPS Navigation analog left / right deviation signals, altitude hold, and pitch trim indicator lights. When the HDG/GPSS mode is switched to HDG (bypassing the converter) the null on the HDG bug intermittently has a fault, where the aircraft will hold level with about an 80 degree left offset of the bug. There is that one Bi*ch bolt on the roll servo in the pilot's wing. Audible alert is squelched". It can separate the wannabes from the real mechanics for sure. ALT lamp is illuminated onAP display. Also, these servos have a maintenance routine that may need to be conducted. Anyone ever heard of this? Heres the curious behaviour and I wonder where (i.e. Pa28-140 Pre-takeoff checklist Joined: Dec 6, 2009 Messages: 192 Location: Kansas City suburb Display name: Gordon Shumway I'm having an issue with my altitude hold on the STEC 30 autopilot. Features include a small inch square, panel-mounted On/Off switch to engage the altitude hold function and annunciate out-of-trim conditions. I would replace that before I messed with replacing servos. Derives all input from solid state absolute pressure transducer and accelerometer. All very standard for a Cirrus of this vintage, and a factory fit. How to find that an original function isn't functioning? Mine has been real nice so far. And it is intermittent. One is + one - one servo clutch one ground. Tug002 Senior Master Sergeant Posts: 2249 Joined: 25 Oct 2013 Location: Ontario, Canada. Paste as plain text instead, From what I've heard, the cost differential with a new system ends up being too modest to make it worth it. Display as a link instead, Turning it off and then on seems to correct, but the benefit is often short lived. The glow is still there, but not as bright. That alone makes it superior to the Century in my book. One other bit of advice that was passed to me yesterday was that S-TEC says during the pre-flight routine, it's important to actually do the clutch-override process as that helps "clear the mechanism" (my term) to keep them performing better. Then I get dropped down to 6000 feet, still in pretty smooth air, and it works perfectly for the rest of the flight at multiple lower altitudes ! Display as a link instead, Pasted as rich text. It is designed to provide an economical solution for aircraft owners who need altitude hold, but dont need the additional pitch functions such as vertical speed command or glide slope capture. https://genesys-aerosystems.com/blog/the-ups-and-downs-of-autopiltot-troubleshooting. The pitch servo probably needs to be repaired or overhauled. The converter still alters the heading input from the H.S.I to the right format for the autopilot input and has specific resistor set-ups for the particular heading source. (Obviously, be sure the autopilot is off and the airplane is trimmed up before takeoff.). Out of curiosity, what sort of aircraft are you looking at? . added value to purchase/selling, and anything else you want to add. Paste as plain text instead, . Info. I did a hard reset of the A/P system and tried again, and it held altitude for a minute or so and then the oscillations started back up. No vertical guidance, but will follow GPS, VOR or ILS laterally. We are fortunate to be flying the test model of the trio. If I found a good plane with a C-III, if all the parts 'n' pieces were there, I'd budget for an Autopilots Central overhaul (couple grand). And my A&P did also spray Tri-Flow on the yoke shaft, which was binding a little. See last pages of the STEC-30 installation manual Do the same for aft control wheel. The setup is standard for a Cirrus G1; it was just prior to the introduction of the PFD so there is a central MFD, two alternators and batteries, and the gyros are analogue but all electric. Comanche 250s represent a good deal, too. We have placed cookies on your device to help make this website better. It was barely noticeable in any turbulence. A heading bug is normally a voltage, plus or minus x mV either side of straight ahead and this is easy to check. When the HDG/GPSS mode is in GPSS mode, the Autopilot tracks perfectly. Discussion in 'The Classifieds' started by wrighthenry, Jul 25, 2017. So I took the plane up for a little cross country for the holiday and out of no where the altitude hold on my STEC 30 autopilot would not hold altitude. When I had the same problem (and same A/P)in my J-model we discovered the static lines were cracking with age and the leaks were causing this behavior, but it was much more gentle than what I experienced last weekend. As expected, Lance knows more about my own autopilot than I do. Paul (user handles is something like kortespate)I think once described it. We are actually getting the Trio system in the next few weeks. It is as if somehow voltage is leaking across the led, causing the calibration of the heading bug to offset its nul relative to where it should be, The further away I turn the heading bug to the right, the brighter the glow (corresponding to an increased voltage from the HSI) Turns to the left away from the null have less effect on the glow, (presumably because the voltage across the diode is reversed) At anything approaching 180 degrees from the new nul, the glow is brightest. If you want to start with a used ST-901 roll steering converter Ill happily lend you one which was recently made redundant and which I havent got around to selling yet. once&futr_alaskaflyer wrote: STec is rate based and is independent of your vacuum system. Supporter; 848 Jeff_S If that does not work it could be a dry joint in the converter box, or possibly a fault in the HSI error output which would need one or other replacing to determine which is faulty. Pasted as rich text. The gizmo is about 1.5 round and an inch thick. You cannot paste images directly. Features. We have placed cookies on your device to help make this website better. . three GFC500 servos installed is 40 hours of labor on a Piper. hold on and found that the control wheel shaft was binding right in the area that the control wheel shaft would be in level cruise flight. If you have an account, sign in now to post with your account. It is working fine except for slight a slight porpus at altitude hold engagement. After 7 seconds, TRIM UP lamp flashes and audible alert becomes periodic. Check to make sure there is no leaks there and more importantly no signs of water in the line leading to it. When this intermittent fault cuts in, the Trim DN LED on the face of the STEC 30 starts to faintly glow (It is unused in this installation remember). The blue light came on indicating it was on but it would not engage and hold altitude. Next steps. I just had it painted and understand very well the balancing act of deciding what "needs" an upgrade. The fault arose on the first flight since lockdown, which made me suspicious that it is a bad contact most likely in the connectors going into the converter. . The good news is that the S-TEC 20 can easily be upgraded to an S-TEC 30, which does support altitude hold and electric trim. Its some sort of exercise routine. My avionics tech had a neat trick. Specifically: (1) The system ground tests fine per the manual (2) the cables from the tail servo are at correct tension levels (tested at annual) (3) pitch controls are well-lubed and not binding anywhere (4) avionics guy sprayed contact cleaner in the servo. One correction to my description: The HSI is an NSD-1000 Slaved (Electric version of NSD 360). Their time investment is on them while I fully expect an on-quote check to be written. With your system being so new I would be surprised if the servo was the problem. Jeff, run the servo motor in each direction for about a minute to clean the armature. After listening to all the symptoms, he felt there was probably just some gunk that built up on the brushes of the pitch servo due to lack of exercise and the humid/salty climate. By the time you add in those factors and used part conditions, the gfc looks pretty good. Hey there Russell. If you see a plane that is in excellent condition other than a non-working C-III and the price reflects that, you could install the one you want. Worth the cost vs the Brittain? "Engage altitude hold mode. then the System 30 ALT may be the economical solution to your problem. First thing I tried was crawling under the panel and finding the connector between the pressure switch and the control module. Unfortunately the auto trim is not functioning. A simple, but in depth tutorial covering most aspects of the autopilot found in A2A's Piper Cherokee. Tim Buckley wrote:Might try a few 360 degree turns in both directions using heading mode to clean the servo. This is a fix that was given to me by an STEC tech back in '05. It will be driven from a transistor or some such. or go right to where you really want to be, and get a Bonanza. You cannot paste images directly. Downfall is that it has to get back to STEC to get recertified for install to your aircraft legally under the STC. I painted the contacts with Stabilant 22. Two-axis autopilot combining Altitude Hold with the roll axis function of the, Independent system- does not require interfacing to altimeter or attitude gyro, Derives all input from solid state absolute pressure transducer and accelerometer, Compact, remote-mounted pitch computer and amplifier, Smoothly holds existing altitude when engaged; can be activated during climb or descent, System senses out-of-trim conditions and annunciates direction to adjust pitch trim, Utilizes single, remotely-mounted Of/Off Switch to engage and disengage Altitude Hold, ** CALL FOR INSTALLATION PRICE - OVER THE COUNTER SALES ONLY FOR EXPERIMENTAL AIRCRAFT. Powered by Invision Community. Also, these servos have a maintenance routine that may need to be conducted. The wing leveller mode works perfectly; full deflection of the turn knob produces solid rate 1 turns in both directions. It is engaging and trim wheel is firm but it is not trimming. Issue occurs if auto trim on or off or if in ALT hold of VS set to zero. Just as you say, you can guess what will happen now.in IMC on the glideslope of course. VS is controlled by the pitch servo and doing that would give the brushes some movement. Yet another reason Im installing a TruTrak when able. It happens to me prettyconsistently when flying right at nightfall, making me think it's some kind of condensation issue somewhere in the system as the air cools, or maybe when the air becomes smoother? In the case of your S-Tec30, thatwill easily get you above the $10K mark, and it is not yet installed! It's not a high altitude, thin air, less resistance thing because it just worked fine at 9000 the previous day. Looking to swap the ST-901 out for a used replacement (NSD360 strapped). It would often do both on the same flight. Mike, the problem came back a few weeks ago so I spoke with Brian Kendrick about all the possibilities.

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