An autopilot is a mechanical, electrical, or hydraulic  system used to guide a vehicle without assistance from a  human being. Most people understand an autopilot to  refer specifically to aircraft, but self-steering gear for  ships, boats, space craft and missiles are sometimes also  called by this term.

The autopilot of an aircraft is sometimes referred to as George.


In the early days of aviation, aircraft required the continuous attention of a pilot in order to fly safely. As aircraft range increased allowing flights of many hours, the constant attention led to serious fatigue. An autopilot is designed to perform some of the tasks of the pilot.

The first aircraft autopilot was developed by Sperry Corporation in 1912. Lawrence Sperry (the son of famous inventor Elmer Sperry) demonstrated it two years later in 1914, and proved the credibility of the invention by flying the aircraft with his hands away from the controls and visible to onlookers.

The autopilot connected a gyroscopic Heading indicator and attitude indicator to hydraulically operatedelevators and rudder (ailerons were not connected as wing dihedral was counted upon to produce the necessary roll stability.) It permitted the aircraft to fly straight and level on a compass course without a pilots attention, greatly reducing the pilots workload.

In the early 1920s, the Standard Oil tanker J.A Moffet became the first ship to use an autopilot.


Not all of the passenger aircraft flying today have an autopilot system. Older and smaller general aviation aircraft especially are still hand-flown, while small airliners with less than twenty seats may also be without an autopilot as they are used on short-duration flights with two pilots. The fitment of autopilots to airliners with more than twenty seats is generally made mandatory by international aviation regulations. There are three levels of control in autopilots for smaller aircraft. A single-axis autopilot controls an aircraft in the roll axis only; such autopilots are also known colloquially as wing levellers, reflecting their limitations. A two-axis autopilot controls an aircraft in the pitch axis as well as roll, and may be little more than a wing leveller with limited pitch-oscillation-correcting ability; or it may receive inputs from on-board radio navigation systems to provide true automatic flight guidance once the aircraft has taken off until shortly before landing; or its capabilities may lie somewhere between these two extremes. A three-axis autopilot adds control in the yaw axis and is not required in many small aircraft.

Autopilots in modern complex aircraft are three-axis and generally divide a flight into taxi, takeoff, ascent, level, descent, approach and landing phases. Autopilots exist that automate all of these flight phases except the taxiing. An autopilot-controlled landing on a runway and controlling the aircraft on rollout (i.e. keeping it on the centre of the runway) is known as a CAT IIIb landing or Autoland, available on many major airports runways today, especially at airports subject to adverse weather phenomena such as fog. Landing, rollout and taxi control to the aircraft parking position is known as CAT IIIc. This is not used to date but may be used in the future. An autopilot is often an integral component of a Flight Management System.

Modern autopilots use computer software to control the aircraft. The software reads the aircrafts current position, and controls a Flight Control System to guide the aircraft. In such a system, besides classic flight controls, many autopilots incorporate thrust control capabilities that can control throttles to optimize the air-speed, and move fuel to different tanks to balance the aircraft in an optimal attitude in the air. Although autopilots handle new or dangerous situations inflexibly, they generally fly an aircraft with a lower fuel-consumption than a human pilot.

The autopilot in a modern large aircraft typically reads its position and the aircrafts attitude from an inertial guidance system. Inertial guidance systems accumulate errors over time. They will incorporate error reduction systems such as the carousel system that rotates once a minute so that any errors are dissipated in different directions and have an overall nulling effect. Error in gyroscopes is known as drift. This is due to physical properties within the system, be it mechanical or laser guided, that corrupt positional data. The disagreements between the two are resolved with digital signal processing, most often a six-dimensional Kalman filter. The six dimensions are usually roll, pitch, yaw, altitude, latitude and longitude. Aircraft may fly routes that have a required performance factor, therefore the amount of error or actual performance factor must be monitored in order to fly those particular routes. The longer the flight the more error accumulates within the system. Radio aids such as DME, DME updates and GPS may be used to correct the aircraft position.

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