Avionics News June 2019 - 35

localizer approach and provide correct sensing and
correction direction once the pilot sets the CDI to the
back-course heading.
Its vertical-descent controls give the 3100 the ability
to fly published instrument approaches once selected and
armed in a WAAS GPS navigator.
The S-TEC 3100 also provides a means for the pilot to
select an intercept angle for arrival at an airport pattern
of instrument approach.
Among the more-innovative features of many of today's
modern flight-control systems are their ability to execute a
recovery or course reversal as needed for inadvertent entry
into instrument meteorological conditions.
Whether engaged or inactive, the 3100 responds to a
push of the LVL button on its bezel.
Genesys engineers designed the emergency level
mode to bring the aircraft back to a wing-level recovery,
when the autopilot is disengaged and in standby mode
(AP Ready). Press the level discrete switch to engage
LVL mode. The servos automatically engage to bring
the aircraft back to wings-level and the configured pitch
angle for the aircraft (refer to AFMS for pitch angle
value). The AP LED does not illuminate, but an audible
alert, "Level mode, engage autopilot," repeats.
To resume normal autopilot functionality - and to
cancel the audible alert - the autopilot must be manually
engaged by pressing the "AP" button, at which time the
AP LED illuminates.
During Howard's demonstration of the 3100 recovering
the aircraft from an extreme upset, the system performed
smoothly, without any abrupt moves on its part.
When used in combination with the heading mode,
the 3100 can recover the aircraft from a dramatic upset,
bring the wings level, hold its altitude and give the pilot
a chance to engage the HDG mode. Then, Howard noted,
a turn of the heading bug back toward safer weather is
all that's needed to escape a potentially deadly situation.
The 3100 also offers envelope protection against
upsets leading to an over-speed condition, with possible
catastrophic results.
Passenger comfort features
With an eye toward passenger comfort, Genesys
engineers gave the S-TEC 3100 a special mode that
reduces bank angles by half.
This half bank, or HB mode, is an optional switch/
annunciator in the cockpit that limits the autopilot
authority to improve passenger comfort. From HDG or
GPSS mode, the pilot need only to press the HB switch
to engage HB mode.

Once HB is engaged, the autopilot limits commanded
bank angles and maximum command bank angle by
50%. "On" illuminates when half bank is engaged. "Off"
illuminates when half bank is disengaged.
As is common to most higher-feature flight-control
systems, the S-TEC 3100 supports a flight-director
operation on an AI or PFD. The flight director is a
display of the flight profile comprised of a pair of
command bars and an A/C symbol superimposed upon
a pitch ladder. It is commanded by the AP. The FD
operates either with both the AP and FD modes engaged,
or with AP mode disengaged and FD mode engaged.
Howard demonstrated the FD mode, starting with
AP Ready displayed. A button press to engage AP and
FD modes, the illuminated AP and FD LEDs indicate
engagement of these modes, and FD bars depicted. The
autopilot steers the A/C toward the steering command
bars, until the A/C symbol is tucked into them, for
any roll axis or pitch axis mode of operation. The FD
provides a visual indication of how accurately the AP is
tracking its own roll and pitch commands.
The 3100 sports even more features and capabilities,
among them compatibility with digital flight displays,
automatic and manual trim control, and more.
Available to more than 100 types -
and with more to come
With an extensive list of approvals on hand, the
S-TEC 3100 can be installed as a retrofit to most model
Bonanzas, a large selection of single- and multi-engine
piston Cessnas and several turboprop models, a large
selection of Piper aircraft, even Aviat Aircraft's A-1C
(pending).
Genesys staff continue to work toward more
approvals, with work ongoing for the Cessna T303, most
Beech Baron and King Air models, and the Mooney M20
series.
The 3100 holds the requisite approvals needed under
TSO-C198 for automatic flight guidance and control
system equipment, while the hardware meets the
standards of RTCA DO-160G to meet TSO-C198 and
RTCA DO-178B for its operating software.
And with a large array of options to update other
S-TEC flight-control systems using existing roll and
pitch servos, the S-TEC 3100 holds the potential to
give many operators a step into digital flight controls,
affordably.
To learn more about the S-TEC 3100, visit https://
genesys-aerosystems.com/products/s-tec-3100-digitalflight-control-system. q
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Avionics News June 2019

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