STEC AP 3100 STC ready soon

Don Foster informed us, that the STC will be completed in October. So...if you are interested...go for the all digital AP!

Here the fact sheet:


The S-TEC 3100 Digital Attitude Based Autopilot


Genesys Aerosystems, announced last year that it would be introducing a new attitude based autopilot to its lineup. Since that initial announcement, they’ve added over 100 different aircraft models to their certification list including the Cessna 182s, nonpressurized 210s and certain models of twin engine Cessna’s (see the full list of aircraft at The early 210’s (A-J models) and the pressurized models are nearing both FAA and EASA certification with shipping to begin approximately 2-3 weeks after certification is received.


The S-TEC 3100 is a 2-axis attitude based, digital autopilot (3-axis available on some models) and brings enhanced features such as automatic trim, envelope protection and alerting, one button straight and level recovery, indicated airspeed hold and altitude preselect (requires baro input). As with any avionics purchase, the first question is about interoperability with the other electronics in the panel.  With this in mind, Genesys developed the 3100 with an internal AHRS that allows it to be compatible with a wide selection of cockpit configurations from analog 6-packs to fully digital EFIS displays. 


The design of the S-TEC 3100 allows customers with previous S-TEC autopilots to retain their servos and upgrade to the latest digital offering at a much lower price and installation time. The S-TEC 3100 drives servos differently, using Pulse Width Modulation (see a recent servo blog) to make precise movement inputs.


The S-TEC 3100 comes as a complete system — including  the flight computer, cables, servos, controls, brackets and mounting hardware required for a new installation, the installers just provide the labor and wires — at a price of $19,995 for the 2-axis and $24,995 for the 3-axis. Genesys' large global network of authorized installation centers can easily quote and install their equipment to get you up and running quickly. 


Upgrades from an existing S-TEC system start at $9,995.


From Matt Griggs:


Hey Guys this is what I know about this system.. I have installed some in non converted 210's and have installation drawings.  From what I can tell the autopilot computer configuration will be slightly different from a non converted 210.  From the diagram I have the yaw servo will be wired directly to the new autopilot computer instead of using the yaw computer now installed in the aircraft.  The setup and calibrations of this new computer are bit more complicated than the original 55X but once they are done correctly this autopilot flies a 210 better than any autopilot I have seen yet.  The safe level mode is awesome. 
After speaking with S-tec about the G500-600 interface there is no additional upgrades needed for the it to drive the autopilot.  Anyone with an Aspen system will have some limits to operational functions of the autopilot until the new Aspen software is released.  I think the only limits at this point are the airspeed hold functions everything else works great.  If you have an aircraft without a G500 or aspen system and additional airdata computer will need to be purchased and installed or some Electronic attitude indicators can supply that info but it is limited to only one or two models and the garmin G5 is not one of them. 
This autopilot does not mess around I has much more control authority than any autopilot on the market. Operation is fairly similar to the 55 and 55X plus all the new features
S-tec claims there will be 35-40 hours to upgrade from a 55X It is not a "plug and play" system. the connectors are totally different and S-tec no longer supplies the wiring harness that has to field fabricated which in my opinion is much better for installers. 
Anyone converting I would have there avionics shop fully test your servos and system prior to removing the 55 system


The list of 210’s on the 3100 STC and the amended STC are (the Amended will have the Yaw Damper):




ST-962 Amend

Cessna 210K


Cessna 210

Cessna T210K


Cessna 210A

Cessna 210L


Cessna 210B

Cessna T210L


Cessna 210C

Cessna 210M


Cessna 210D

Cessna T210M


Cessna 210E

Cessna 210N


Cessna 210F

Cessna T210N


Cessna T210F

Cessna 210R


Cessna 210G

Cessna T210R


Cessna T210G


Cessna 210H


Cessna T210H


Cessna 210J


Cessna T210J


Cessna P210N


Cessna P210R



I have not seen the submitted paperwork but it includes the same aircraft that the 55X was certified in which covered the Turbine Engine conversion.


55X STC covers the Silver Eagle


Per STC SA1003NE:



Cessna P210N, 210L/T210L, 210M/T210M, & 210N/T210N. Installation of Rolls-Royce (Allison) 210-B17F turboprop engine (450HP) and Hartzell HC-B3TF-7A/79212NK-2 propeller.



SA1003NE          9/9/1992            11/11/2011        6/22/2016

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