TruTrak RV10 AP100 User Manual

Installation Manual

For

Sorcerer Autopilot

RV 10, AP 100 Autopilot

8300-010 Rev B

TRUTRAK FLIGHT SYSTEMS

1500 S. Old Missouri Road

Springdale, AR 72764

Ph. 479-751-0250 Fax [phone]

www.trutrakflightsystems.com

INSTALLATION MANUAL

FOR

Sorcerer, RV 10, AP 100 Autopilots

TABLE OF CONTENTS

Mechanical Considerations ........................................................					1
Pitot and Static Connections.......................................................					2
RFI/EMI......................................................................................					2
Connecting GPS Units
Definitions ..................................................................................					5
Initial Setup & Ground Checkout...............................................					7
Yaw Damper Ground Checkout .................................................					9
First Flight ................................................................................					10
Yaw Damper First Flight..........................................................					12
GPSS / GPSV APPROACH PICTORIAL...............................					12
Electrical Pin-out ......................................................................					13
Sorcerer Wiring Diagram .........................................................					15
Sorcerer Wiring Diagram with Yaw Damper...........................					16
Sorcerer Block Diagram ...........................................................					17
Sorcerer with all Options Block Diagram ................................					18
Revision		Date		Description	Page #
A		1/1/2008		Initial Release
B		05/28/2009		Corrected auto trim information	18

Mechanical Considerations

The installation information in this section is extremely important and must be clearly understood by the installer. Improper servo installation or failure to observe and diagnose installation problems prior to flight can result in extremely serious consequences, including loss of ability to control the aircraft. If there are any questions on the part of the installer it is mandatory to resolve these questions prior to flight of the aircraft.

Most modern experimental aircraft use push-pull tubes to drive the primary controls. These tubes generally have a total travel of 3” or less; therefore, it is best to connect the autopilot servo to the primary control by the same method. This connection consists of an arm on the servo connected by a push-pull rod to the primary control. Rod-end bearings are required on each end of the push-pull rod.

The servo arm must not rotate even near to the point called OVER CENTER, the point at which the primary aircraft control would lock up. Some aircrafts mechanical primary control installations will not allow this to

occur and do not need the servo stops.

This is a condition that would result from the servo being back driven when the pilot operates the controls, or from the servo itself driving the controls to a stop. To protect against this mechanical stops are supplied with the servos. These stops are drilled so that they can be mounted at different angles as required (18° intervals)

In addition to the proper use of the stop it is important to know the amount of travel on the primary control that the servo can handle. With the push rod connected to the outermost hole (1 ½”) the travel on the primary cannot exceed 2 ½”, the intermediate hole 2 1/16”, and the inner hole 1 5/8”.

It is important to note that at the neutral point of the control the SERVO ARM must be PERPENDICULAR to the push rod, and that the stop must be mounted so as to limit travel as near as possible to equal amounts in both

directions. In certain factory-designed installations there may be well-proven exceptions.

There will be installations in which space does not permit the use of the stop. When this is done the aircraft’s primary control stops must be positive and care must be taken to be sure that at the neutral point the servo arm is perpendicular to the push rod, and that the travel limits of the servo arm are not exceeded.

There are installations in which the travel of the push-pull tube exceeds the allowable 2 ½”. For such installations, the drive can be applied to a bell crank at a radius point that moves the desired 2 ½” of maximum allowed travel in the outermost hole of the arm.

When there is no way to have a drive point of less than 2 ½” or when the primary control is cable-driven it is necessary to use the capstan-cable servo drive. When this is done the servo should be mounted so that the 1/16” diameter cable which wraps around the capstan when extended parallel to the primary cable is approximately 3/16” from the primary cable. If the primary control travel does not exceed 5” the cable locking pin will be 180° away from the point at which the cable leaves the capstan. When the primary control is at the neutral point this means the total cable wrap around the capstan is 360°. If the primary control travel is greater than 5” the cable wrap is 720°and the pin is adjacent to the output point when the primary control is at the neutral point.

The cable clamps when properly installed will not slip and thus get loose, but it is desirable to NICO press or swedge a fitting on to the cable so as to provide added assurance that the cable will not become slack. If the bridle cable is not sufficiently tight there will be lost motion in the autopilot drive. This will result in hunting (oscillation).

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PROGRAMMER INSTALLATION

Mounting Considerations

The Sorcerer programmer unit is designed to mount in the aircraft instrument panel within view and reach of the pilot. Maximum recommended viewing angle should be no more than 20 deg. The maximum mounting angle the Sorcerer can accommodate is 12 degrees longitudinal axis and 0 degrees lateral axis. The primary unit location should minimize pilot head movement when transitioning between looking outside of the cockpit and viewing/operating the Sorcerer programmer unit. The location should be such that the Sorcerer programmer unit is not blocked by the glare shield on top, or by the throttles, control yoke, etc. on the bottom. Use aircraft installation standards for mounting and support of the Sorcerer programmer.

Wiring Considerations

Use AWG #24 or larger wire for all connections unless otherwise specified. The standard solder pin contacts supplied in the connector kit are compatible with up to AWG #18 wire. In cases where some installations have more than one component sharing a common circuit breaker, sizing and wire gauge is based on, length of wiring and current draw on units. In these cases, a larger gauge wire such as AWG #20 may be needed for power connections. Do not attach any wires to the outside of the programmer or route high current wires within six (6) inch of the programmer. Ensure that routing of the wiring is not exposed to sources of heat, RF or EMI interference. Check that there is ample space for the cabling and mating connectors. Avoid sharp bends in cabling and routing near aircraft control cables. Do not route the COM antenna coax near any autopilot components.

Pitot and Static Connections

All multi-servo TruTrak autopilots require connections to the pitot and static lines. The preferred method of this connection would be tee fittings near the aircraft’s airspeed indicator. The static line for the autopilot requires due care in its construction, as excessive lag or insufficient static orifices can cause the autopilot to oscillate (hunt) in pitch. Although there is compensation within the autopilot sufficient to handle moderate amounts of lag, the importance of a good static port and line cannot be overstated. In some cases problems can be caused by having a large number of devices (including the autopilot) connected to a single, insufficient, static port. In other cases, the static line itself is adequate but there are one or more devices connected to the same line, one of which has a large static reservoir. A simple remedy for this problem if it occurs is a tee-fitting near the static port, and a dedicated line to the autopilot only. Obviously, an insufficiently-large orifice coupled with large static reservoirs can aggravate the problems associated with lag.

RFI/EMI considerations

The autopilot programmer is shielded and does not generate any appreciable level of electromagnetic interference. Moreover, the servo lines (except for power and ground) are low-current and cannot contribute to RF interference. The servo power and ground lines do have switching currents through them, but so long as there are no parallel runs of servo power and ground lines with such things as poorly-shielded antenna lines or strobe light power lines, there is no need to shield the servo harnesses.

The autopilot itself has been internally protected from RF interference and has been tested under fairly extreme conditions, such as close proximity to transmitting antennas. However, it is always good practice to insure that such antennas are properly shielded and not routed directly over or under sensitive panel-mounted electronic equipment. Most problems in this area are the result of improper RF shielding on transmitting antennas, microphone cables, and the like. The most sensitive inputs to the autopilot are the CDI, Glide slope, and Control Wheel Switch inputs. These lines should not be routed in parallel with transmitting antennas or other sources of known RF interference. If necessary, they can be shielded with the shield connection to pin 19 of the autopilot connector.

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Specific connections for certain commonly-used in-panel GPS units

Note that the information in the tables is based upon the best information available from each manufacturer’s documentation at the time of publication. Please consult the appropriate installation manual for confirmation of wiring information.

Garmin 430 and 530 connections to Sorcerer autopilot

P4001 [P5001] on	Signal Name	Signal Name	P101 on
Garmin 430 [530]	(Garmin)	(TruTrak)	Sorcerer Autopilot
21	MAIN +LEFT	CDI LEFT	21
22	MAIN +RIGHT	CDI RIGHT	22
27	MAIN +UP	GS UP	24
28	MAIN +DOWN	GS DOWN	23
56	GPS RS 232 OUT 1	Primary Serial Input	25
46	GPS ARINC 429 OUT A	ARINC-A	26
47	GPS ARINC 429 OUT B	ARINC-B	27
14	ILS / GPS APPROACH	Localizer Mode	29

Garmin 430/530 setup instructions:

Power 430/530 up and turn it on while holding down the ENT key. Release the ENT key when the display activates. After the data base pages, the first page displayed is the MAIN ARINC 429 CONFIG page. While in Configuration mode, pages can be selected by ensuring the cursor is off and rotating the small right knob. To change data on the displayed Configuration Page, press the small right knob (CRSR) to turn on the cursor. Turn the large right knob to change between data fields. Turn the large or small right knob to change a field that the cursor is on. Once you have made the desired selection, press the ENT key to accept the entry. The second startup page will test the RS 232 and ARINC inputs on the ground, a good RS 232 connection will display GPS NAV and the asterisk, ARINC will display GPSS and move the stick right and left.

With the MAIN ARINC 429 CONFIG page displayed, on the row labeled OUT, select SPEED Î Low and DATA ÎARINC 429 GAMA, turn labels ON.

Advance to the MAIN RS232 CONFIG page.

On the row labeled CHNL1, select OUTPUT Î Aviation.

Note that for the Garmin units, the autopilot will need to be set for 9600 baud.

	Garmin 480 connections to Sorcerer autopilot
P1 on GNS 480	Signal Name (Garmin AT)		Signal Name (TruTrak)		P101 on Sorcerer
22	RS232 TxD2		Primary Serial Input		25
P5 on GNS 480	Signal Name (Garmin AT)		Signal Name (TruTrak)		P101 on Sorcerer
4	429 OUT 1A		ARINC-A		26
24	429 OUT 1B		ARINC-B		27
P7 on GNS 480	Signal Name (Garmin AT)		Signal Name (TruTrak)		P101 on Sorcerer
14	MAIN CDI + LEFT		CDI LEFT		21
13	MAIN CDI + RIGHT		CDI RIGHT		22
30	MAIN CDI + UP		GS UP		24
31	MAIN CDI + DOWN		GS DOWN		23
33	ILS Energize		Localizer Mode		29
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The system setup and checkout functions are reached in the Ground Maintenance mode of the GNS 480. This mode should not be accessed during flight. The Ground Maintenance mode is reached by pressing the line select keys 1,4, and MENU/ENTER in sequence immediately after the GNS 480 initialization is complete and before any other bezel keys on the GNS 480 are pressed. Line 1 select key is the top line select key, line select key 4 is the fourth key down, and MENU/ENTER is the lower most key below the line select keys. After pressing the keys, wait for the GNS 480 to restart in Ground Maintenance mode. Pressing the SETUP, TEST, or INPUT smart keys along the bottom allows selection of that function. Pressing the EXIT smart key will return the GNS 480 to the Airborne mode.

While on the Ground Maintenance SETUP menu page, press the SERIAL PORTS line select key to change the serial port settings. Push the small, inner knob in to enter the editing mode. The first editable item will be highlighted. Use the large, outer knob to select the next or previous editable data field and turn the small, inner knob to change the current setting. Set serial port 2 to MAPCOM, and select a baud rate of 9600. Either press the small, inner knob in again or press the MENU/ENTER key to save the settings. Press the SETUP or BACK smart key to return to the Ground Maintenance SETUP menu.

While on the Ground Maintenance SETUP menu page, press the 429 PORTS line select key to configure the ARINC 429 ports. Push the small, inner knob in to enter the editing mode. The first editable item will be highlighted. Use the large, outer knob to select the next or previous editable data field and turn the small, inner knob to change the current setting. Set the ARINC 429 channel 1 out to Low Speed and ARINC 429. Either press the small, inner knob in again or press the MENU/ENTER key to save the settings. Press the SETUP or BACK smart key to return to the Ground Maintenance SETUP menu.

Note that the baud rate on the Sorcerer should be set to 9600.

UPSAT GX-50/60/65 + SL30 connections to Sorcerer autopilot

GX	SL30	Signal Name	Signal Name	P101 on
50/60/65		(UPSAT)	(TruTrak)	Sorcerer Autopilot
	14	CDI +L	CDI LEFT	21
	13	CDI +R	CDI RIGHT	22
	30	GSI +UP	GS UP	24
	31	GSI +DOWN	GS DOWN	23
	33	ILS ENERGIZE	Localizer Mode	29
5		Use pin 5 – TxD1 – if GX has no	Primary Serial
or		GPSS	Input	25
22
		Use pin 22 – TxD2 – if GX has
		GPSS

GX-50/60/65 setup instructions:

Power the GX-50/60/65 up and turn it on while holding down the leftmost and rightmost “smart keys.”

Rotate the LARGE knob to the Serial Interface Configuration “CH RX TX” page. Press SEL (the selection fields will start flashing), rotate the LARGE knob to select the port, rotate the SMALL knob to select the desired configurations, then press ENT when complete.

If the GX unit has no GPSS capability, select “MOVING MAP” For CH 1, TX column and wire to pin 5 of the GX unit; if the GX unit does have this feature, select “GPSS” for CH 2, TX column, and wire to pin 22 instead.

To restore the GX-50/60/65 to normal operation, switch its power off, then back on.

Note that for the GX-50/60/65 units, the autopilot will need to be set for 9600 baud. The autopilot’s ARINC-A and ARINC-B inputs should be left unconnected, as steering information in the case of UPSAT units is sent over the serial RS232 line along with the ground track and ground speed information the autopilot needs.

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Definitions

Note: Not all settings appear in every autopilot.

ACTIVITY	(Setting range 0 – 24) The velocity at which the servo moves the control surface.
	The higher the number the more movement you will see in the control surface.
	With a standard servo (DSB-X, DSP-X) you should start at 0 then work your way
	up in flight to set the level for your aircraft. The High Torque Servo (DSB-HB,
	DSB-HC) has a different gear ratio, so an Activity setting of 12 will be equal to
	about 0. With too low a setting the aircraft will hunt slowly and appear to be lazy.
	With too high a setting the aircraft will hunt rapidly, and appear nervous and jittery.
TORQUE	(Setting range 0-12) The holding force that the servo has on the control surface.
	This setting should not be too low; the reason is that the servo will not be able to
	fly the aircraft in turbulence. The lower the setting the easier it is to override the
	servo if you need to. It is recommended that the torque be set in moderate
	turbulence, so that one can be certain that the level is not set too low.
BAUD RATE	(Setting Range 600-9600) This is the communication speed that must match your
	GPS serial output setting. Most handhelds are 4800 and most panel mounts are
	9600.
STATIC LAG	(Setting Range 0-2) This setting is used to compensate for lag in the aircraft static
	system. This setting is usually not adjusted. This value is used to remove very
	slow hunting, of more than 15 to 30 feet, in altitude hold when adjusting the
	activity setting does not solve the problem. This is NOT the setting to adjust if
	there is slight nose bobble in still air; the setting for that situation is HALF STEP.
	We recommend factory assistance before adjusting this value.
MICROACTIVITY	(Setting Range 0-32) This is used to remove the significant lost motion in the
	control system, usually a cable control system. Most aircraft do not need this
	changed from 0. An example of when one might need to adjust microactivity is: If
	flying in still air, there is a very slight wing rock that can not be solved by adjusting
	the ACTIVITY setting.
BANK ANGLE	(Setting Range Low – High)	This setting limits the maximum bank angle of the
	aircraft to approximately 13 degrees at the low setting, 18 degrees at the medium
	setting, and 24 degrees at the high setting.
GPSS GAIN	(Setting Range 16-32) This setting should normally left at 16.		It is used only in
	GPS systems that are capable of GPS Steering, to increase the lateral authority of
	the GPS Steering information from the GPS.
MIN AIRSPD	(Setting Range 0-399) This setting is the minimum airspeed in knots that the
	autopilot will fly the aircraft. Example: If the aircraft is climbing and the power
	setting is not adequate to maintain selected vertical speed setting, the autopilot will
	lower the nose until MIN AIRSPD setting is met.
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MAX AIRSPD	(Setting Range 0-399) This setting is the maximum airspeed in knots that the
	autopilot will fly the aircraft. Example: If the aircraft is in a decent and the power
	is not reduced so as to keep the airspeed below the MAX AIRSPD setting, the
	autopilot will raise the nose until MAX AIRSPD setting is met.
NORM CLIMB	(Setting Range 0-399) This setting is the airspeed, in knots, that the autopilot will
	start a climb when a preselected altitude is selected. This setting is only in the
	Sorcerer autopilot.
AUDIO LEVEL	(Setting Range 0-16) This setting controls the volume of the Speech output. This
	setting is only in the Sorcerer, RV 10, and AP100 autopilots.
HALF-STEP?	(Setting Range N or Y) This setting will cause the servo to take smaller steps, but
	will also reduce the torque available. Normally this setting is “N”, if the aircraft
	nose moves up and down very slightly in VERY calm air, and it can be verified that
	the servo is only moving one step for each “bobble” of the nose, then select “Y”.
	Only very light aircraft that are extremely pitch sensitive will need to adjust this
	setting.
EXT DG/HSI?	(Setting Range N or Y) This setting indicates if the aircraft has an input from an
	HSI heading bug. TruTrak autopilots input rage is 0 to 5 volts.
YAW DAMPER?	(Setting Range N or Y) This setting indicates if the aircraft has a Yaw Damper
	system installed.
YAW LEVELING	(Setting Range-8 -8) This setting is used to have the Yaw Damper keep the aircraft
	slip/skid indicator centered when the Yaw system is engaged. Allow a few seconds
	for the Yaw System to respond to the new setting.
YAW ACTIVITY	(Setting Range0-12) The velocity at which the servo moves the control surface. The higher the
	number the more movement you will see in the control surface.

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