Instruments Don't Make Sense, Handling Immediate Actions

[Marauder]

You make the assumption that I fly with an Aspen.

I have no idea what you are flying behind... I am answering a generic question to how source selection works for my setup and the based on the comments of the OP about the Aspen. If you are flying behind an G500/600, the process should be similar. If you are flying behind steam gauges with a GNS or GTN there is usually a source selection required for the CDI device.

 

[murphey]

Selecting the wrong source is a setup and planning problem to start with. Tune and identify. Part of identify is making sure you're receiving something sane, correct?

aHA! Now I understand what the phrase "source selection" means. Not interested in the "how", just the "what".

 

[poadeleted20]

Well, Ron, Tim, Marauder, you guys were right. Thank you.

You're welcome.

I have a lot more work to do in my cockpit. We never made sense out of the Century 1 autopilot. I actually hadn't planned on doing anything with it yesterday, so I wasn't ready. Servos work, and I have an instruction pamphlet, but really haven't figured out how the interface to the Aspen Pro works.

It doesn't do much. The C-I has no heading input, so you can't use the heading bug or GPSS output from the Aspen. All the C-I will do is track the CDI needle once you get it close to center with the heading within about 20 degrees of course in Track mode, hold the wings level, and make standard rate turns using the turn command/trim knob. That's it.

All things considered, next time you get a new plane, you might want to find an instructor familiar with the avionics as well as the airframe, and spend the time to get fully checked out on all the avionics as well as stick-and-rudder flying.

 

[poadeleted20]

As for the Aspen, I have mine hooked up to an STEC AP. It should work the same. To fly with the GPSS connected to the AP, the autopilot needs to be in HDG (or whatever gives you a heading control on the Century) and ALT if you have altitude hold. In this mode, you can fly the plane using the heading bug on the Aspen (right knob and it defaults as the thing that changes if you start turning it).

To fly using GPSS, you need to have the center button on the Aspen set to a valid GPS signal (GPS 1 or GPS 2) and have a flight plan in the GPS. Then select the GPSS button on the right side of the Aspen. It will be green when it is active. It will be yellow if something is wrong. And it will be gray if it is not active.mthen watch the magic happen...

If you are flying a conventional NAV signal (VOR or ILS), you would select it on the Aspen and use the NAV button on the autopilot. If the approach has a GPS overlay, you can have the GPSS fly it up to the FAF and then switch over to VLOC or VOR1 or the ILS signal before reaching it. You would then go into APR mode.

The important thing is to understand how your hardware works together while you are on the ground -- much easier that way.

Here is an example of an LPV approach using my Aspen with a GTN and the AP.

http://youtu.be/o-B_9SzekTo

None of this is applicable to the Century I, which has no heading input and no nav course intercept capability.

 

[kontiki]

What's source select switching?

Murphey, when I refer to source select switching, I'm talking about making sure the signal from the NAV source I expect to be using is properly switched to the indicator, or flight control device I expect to use.

In my cockpit:

The GNS430 can output guidance signals from either the NAV radios or the GPS/FMS (via the CDI button).

Aspen input switching allows me to select signals from the GNS430W or my #2 NAV radio.

My Stand alone VOR/ILS indicator is hard wired to the #2 Nav radio.

My Aspen has a GPSS output switch that enables a signal to the autopilot.

I adopted the term because it's generic and I found myself training in different cockpits with different post upgrade configurations.

 

[kontiki]

All things considered, next time you get a new plane, you might want to find an instructor familiar with the avionics as well as the airframe, and spend the time to get fully checked out on all the avionics as well as stick-and-rudder flying.

I haven't found anyone like that locally. That's good advice though.

I've gone for checkouts in new type with a CFI, only to discover he really wasn't checked out in type and didn't disclose that to me.

There was one local university trained CFI that really understood the Cessna G1000 standard package. I used him for transition to the G1000 when I was renting airplanes with these systems, he's gone now too.

I, buy the simulators, buy the videos, try everything before I ever have to rely on it, practice a lot, and really do not ever plan to attempt low min IFR IAP in areas with high terrain.