Navomatic (Cessna) 300A Autopilot Operations J.

Feldman, 12/5/12

We now have both Navomatic (Cessna) 300A autopilots running well in all modes. The 206 AP had two
flaws. The switch to select the #1 or #2 NAV as the signal source used in Tracking modes (Intercept and
NAV) was broken in such a way that the computer was getting input from both. Since #2 was rarely
tracking anything, this definitely led our plane astray. The other problem was that the pulse-width
modulator gain was set way too high. This would result in higher torque at the servo and is the probable
cause of the shear-pin breakage. This PWM mis-adjustment probably was done years ago to compensate
for the fact that the servo case was slightly bent and binding the servo. VIP fixed that binding when they
replaced the shear pin, but it was not until they got into the AP itself that they found the PWM problem.

Now that we have both autopilots working really well, you should find them very useful in reducing pilot
work load and providing a helping hand when you need one. But as Dr. Seuss put it in Cat in the Hat, “It’s
fun to have fun, but you’ve got to know how.”    Noting that at least three of our members are younger
than our APs, a hint or two on analog computers might be in order.

The analog computer works with voltages, not numbers. Precision is modest (~1%) and there can be,
over time, drifts in the 0-point settings. Though digital systems will do better, these analog APs are pretty
good and certainly good enough for what we ask of them. 

The AP utilizes four inputs, using one to three of them depending on the mode selected. The AP has one
output—torque applied by a servo motor to the ailerons to produce a turn rate of 0 to ±a standard rate
turn. A good description of the operation of the 300A is that it turns the plane at an appropriate rate to
reduce an error signal to 0. That error signal can be selected by you to be:

1. The turn rate vs. turn knob setting: Turn rate is measured directly by the Turn Coordinator
(TC). If you pull out the turn knob on the AP, you are in "wing leveling" mode. If the knob is in
the center detent, you have asked for a 0 turn rate. If a gust rolls the plane, the TC will give a
non-0 output and the AP will roll the plane back to bring that turn rate back to 0. Of course, you
can turn the knob to some other value and the AP will roll the plane to put it in a turn at the rate
you selected. Full right or left and you will get a standard rate turn. Given the vagaries of wind
and turbulence, this wing leveling mode will not hold a true course.
2. Heading bug vs. DG heading: This is the Heading mode—first button on the left on the
AP. The DG puts out a signal proportional to the difference between the heading bug and the
current heading on the DG. The computer still gets the turn-rate signal as well and it cranks in
a turn appropriate to bring the heading back to the heading bug setting. If you crank in a big
change on the bug, you will get a standard rate turn. Small differences produce proportionately
smaller turn rates. Do note that the DG drifts (precesses.) Thus, to fly a true course, you must
periodically true up the DG heading.
3. Track intercept: The second button from the left produces the most complex error signal,
comprising (as always) the TC, the heading (DG and bug), a NAV input (#1 or #2 selected by a
switch on lower right of AP) and an internal bias. The objective of the bias is to turn the plane
to a 45° angle to the desired NAV course. However, to achieve proper intercept, note that there
is an assumption of coherence in the bug and NAV directions. Press NAV INT and set the bug
to the NAV heading. You should not have Hi Sens button pushed in. As the error signal gets
small (i.e., as you get close to the desired track), you will see the angle between intercept
course and desired course start to decline. At that point, pushing the Hi Sens button makes the
intercept more precise. The Hi Sens button is really just an error-signal gain adjustment. It is
meant mostly for increasing the precision on tracking the localizer on an approach.
4. NAV: Once you have intercepted the NAV course, this mode sums the error inputs from the
DG and the NAV and steers the plane to reduce the sum of the errors to 0. Thus, to hold the
NAV course, you must have the DG set true to the magnetic course. However, you can tweak
the bug to compensate for small residual errors due to wind or internal bias adjustment. Done
to perfection, the tweaking will keep the NAV head dead center.
If you want the most precise performance from the AP, once you are at altitude, pull out the steering knob
and leave it in the detent. Note if the plane is slowly turning. This slow turn rate can be the result of
loading or plane rigging. To tune that out, adjust the white ring around steering knob. When you get the
plane to a zero turn rate, push in the steering knob and go to the mode of choice.

Finally, an observation that is not mentioned in the manual but appears reproducible to this pilot: When
the AP is controlling heading, the plane seems somewhat less stable in pitch. I do not have an
explanation, but running on the AP, I find myself tweaking power and elevator trim much more often.
Maybe I just "take care of that" when I hand fly, so it only shows up when I release the wheel, but I would
be curious what others find.

Additional Notes:

One other thing I've found is that when following a GPS course, always use NAV+Hi Sens.  The GPS CDI
deviations are much more stable than VOR or ILS signals, so using a higher gain means the CDI needle
will stay better centered.  (T. Lester)

If you read the POH addendum on the Navomatic, it instructs you to engage the wing leveler mode (pull
knob out) between settings. For example, to engage heading mode: pull out knob, A/P on, set heading
bug, press heading button, exit wing-leveler mode (press turn knob in). I don’t know if this is prescribed
for workload reasons or functionality of the hardware. But based on the desire to be kind to our shear
pins and avoid sending big error signals into the computer / servo, it’s probably a good practice. (A.
Dancy)