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PILOTS GUIDE FOR THE

KFC ISO/KAP 150 & KAP 100


FLIGHT CONTROL SYSTEMS

I__-
CONTENTS
Introduction ....................................................................... 3
GeneralDescription: KFC 150, KAP 150 and KAP 100 . . . . . . . . . . . . . . .4
Silver Crown Panel-Mounted Flight Control System Capabilities . . . . 5
System Integration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ... 6
Typical KFC 150 Flight Control System (Diagram) . . . . . . . . . . . ... . . . . .7
Typical KAP 150 Autopilot System (Diagram) . . . . . . ... . . . . .8
Typical KAP 100 Autopilot System (Diagram) . . . . . . . . . . .9

................... . . . . . . . . . . ..10
................... . . . . . . . . . . . .io
KC 190.. . . . ................... . . . . . . . . . . . .io
................... . . . . . . . . . . ..ll
KG258 . . . . ............... . . . . . . . .I1
KI 254 . . . . . ............... . . . . . . . .I1
KG 253 . . . . . . . . . . . . . . . .I1
KI 204/206 . . . . . . .... . . . . . . . .I2
.... . . . . . . . . . . . .I2
.... . . . . . . . . . . . .I2
KA185 . . . . . . . . . . . . . . . . ............ . . . . . . . . . . . .12
KAS 2978 . . . . . . . . . . . . . ............ . . . . . . . . . . . .I2
System Monitor Description . . . . . . . . . . . . . . ..I2
KFC 150 Flight Control System ............. ........... . . . . . . . .13
Modes of Operation ...................... ............ . . . . .14-15
Operatingthe KFC 150 System
Initial Power On . . . . . . . . . . . . . . . . . . . . . . . . ..I6
System Self Test. ....................
Attitude Reference Mode of Operation . . . .
Flight Director Mode
Autopilot Engageme
....................... 20
Approach Mode (APR) . . . . . . . . . . . . . . . . ....................... 21
Back Course Mode (BC) . . . . . . . . . . . ........ . . . . . . . . . . . . . . . . . . . 22
Altitude Hold Mode (ALT) ........ . . . . . . . . . . . . . . . . . . .22
Auto/Manual Trim .................... ............... . . . . . . .23
ControlWheel Steering Mode (CWS) . . . . . ............... . . . . . . . . . . . . . . . . . . . . . . . 23
KFC 150 OperatingProcedures
Takeoff and Climb to Assigned Altitude ........... . . . . .24-25
Outboundon Front Course for Procedu ...........
Front Course ILS Approach ........................... ...........
VOR/RNAV Capture . . . . . . . . . . ... ........... . . . . .30-31
Long Range NAVTracking .................... 32
The KAP 150 Autopilot System . . . . . . . . . . . . . . . . . . . . .33
Modes of Operation ............ . . . . .34-35
Initial Power On ..................... 36
System Self Test .................. ................... . . . . . . . . . . ..36
Attitude Referenc of Operation . ........... .. 37
Autopilot Mode (AP) ........................... ....... .. 37
HeadingSelect Mode (HDG) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 38
NavigationMode Usingthe KG 107/KI206 Indicators
(NAV, VOR, RNAV) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39
NavigationMode Using the Optional KI 525A PNI
(NAV, VOR, RNAV) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40
Approach Mode Usingthe KG 107/KI 206 In .........................
Approach Mode Using the Optional KI 525A PNI (APR) .............................
Back Course Mode Using the KG 107/KI206 Indicators (BC) .......................... 44
Back Course Mode Using the Optional KI 525A PNI (BC) ..................... 45
Altitude Hold Mode (ALT) ... .... 46
Auto/Manual Trim . . . . . . ... .... . . . . . . . . . . . .47
Control Wheel Steering Mode (CWS) . 47
KAP 150 Operating Procedures
Take off and Climb to Assigned Altitude . . . . .48-49
Outboundon Front Course for ProcedureTurn to
ILS Approach (KG 107/KI 206) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .50-51

1
Outbound on Front Course for ProcedureTurn to ILS Approach (KI 525A) . . . . . . . . . . . . . . . . . . . 52-53
Front Course ILS Approach (KG 107/KI206) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 54-55
Front Course ILS Approach (KI 525A) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 56-57
RNAV Capture (KG 107/KI 206) . . . . . . . . . . . . . . ........................ 58-59
RNAV Capture (KI 525A) . . . . . . . . . . . . . . . . . . . ....................... .60.61
Long Range NAV Tracking . . . . . . .... .... . . . . . . . . . . .62
The KAP 100 Autopilot System . . . ........... .... ... . . . . . . .63
Modes of Operation . . . . . . . . . . . ........... .... . . . .... . . . . .64.65
Operating the KAP 100 System
System Self-Test . . . . . . . . . . . . . . . . . . . .66
Attitude Reference Mode of Operation . . . . . . . . . . .67
Autopilot Mode (AP) .................. . . . . . . .67
Heading Select Mode (HDG) . . . .68
NavigationMode Using the KG 107/KI 206
Indicators(NAV) (VOR. RNAV) . . . . . . . . . . . . . . . . . . . . . . . . . .69
NavigationMode Using the Optional KI 525A PNI
(NAV) (VOR. RNAV) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .... . . . .70
Approach Mode Usingthe KG 107/KI206 Indicator (APR) . . . . . . . . . . . . . . . . . . . . . . . . . .71 .
Approach Mode Usingthe Optional KI 525A PNI (APR) . . . . . . . . . . . . . . . . . . . . . . . . . . . . .72
Back Course Mode Using the KG 107/KI 206 Indicators (BC) . . . . . . ...................... 73
Back Course Mode Using the Optional KI 525A P ...... ...................... 74
Manual Electric Trim . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . .75
Control Wheel Steering Mode (CWS) . . . . . . . . . .. . . . . . . . . . . . . . . . . . . 75 .
KAP 100 Operating Procedures
Outbound on Front Course for Proc
ILS Approach (KG 107/KI 206) . . . . .76.77
Outbound on Front Course for Proc
ILS Approach (KI 525A) . . . . . . . . . .78.79
Front Course ILS Approach (KG 107/KI206) . . . . .80.81
Front Course ILS Approach (KI 525A) . . . . . . . . . 32-83
RNAV Capture (KG 107/KI206) ..................... . . . . 34-85
RNAV Capture (KI 525A) . . . . .86.87
Long Range NAV Tracking . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .88
Optional KAS 2978 Altitude and Vertical Speed Selector . . . . . . . . . . . .89
Altitude Preselect . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .90
Altitude Alerting .................. .. . . . . . . .90
Vertical Speed Preselect ...................... .. . . . . . . .91
Vertical Speed Synch . . . . . . . . . . . . . . . . . . . . . . . . . ... . . . . . . .91
Test Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ......... . . . . . . .91
KAS 2978 Operating Procedure
Altitude Profile .......................... . . . . .92.93
KCS 55A Compass System ..................... ....... . . . . . . .95
KI 525A Indicator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .............. . . . . . . .96
Descriptionof Indicator and Display Functions . . . . . . . . . . ............. . . . . .97.98
Slaving Meter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ....... . . . . . . .99
KMTll2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .100
KG102A . . . . . . . . . . . . . . . .... . . . . . . . . . .100
Operating Instructions . . . . . .... . . . . . . .101-102
KCS 55A Fliaht Procedures . . . . . . . . . . . . . . . . .103
Vectors tolntercept a Radial . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 104
Turn to InterceptVictor Airway . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 105-106
Airway Interception . . . . . . . . . . . . . . . . . . . . . . . . 107
Holding Pattern . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 108
ILS Approach Front Course . . . . . . . . . . . . . . . . . ....................... . . . . . .109
Reverse Localizer Approach (BC) . . . . . . 110
General Emergency Procedures ........ . . . . . . 111
Optional NAV I/NAV 2 Switching . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 113
System Weight and Power Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 115
BendidKingWarranty Service . . . . . . . . . .... . . . . . . . .Back Cover

2
INTRODUCTION

The pressures of single-pilot instru- COMM/NAV Pulse products. Consider the


ment flying place critical demands on the advantage of having your avionics working
skill and concentration of any pilot. together as an integrated system rather
To help you meet the challenge, King than as a group of unrelated components
Radio has developed three digital, panel- built by several manufacturers.
mounted Silver Crown flight control systems To fully utilize the impressive capabili-
for single and twin engine aircraft. ties of your new digital, panel-mounted
These systems bring digital flight con- flight control system, you must understand
trol technology from the flight deck of the the performance capabilities and basic
new generation airliners to the cockpits of operational requirements of these
piston powered aircraft for the first time. advanced-design Silver Crown systems.
The result is lightweight, compact flight con- This pilot's guide is divided into three sec-
trol systems which incorporatethe functions tions. The first provides a general familiar-
of computer, mode selector, and annuncia- ization with each flight control system
tor in a single, panel-mounted unit. These including the associated panel-mounted
digital panel-mounted systems use fewer displays. The second section describes
parts than previous generation flight control each system, including the KCS 55A slaved
systems for singles and twins. And fewer compass system and its operation, as well
parts mean potentially greater reliability. as optional altitude preselect/alertingand
'
It's also significant that these Silver vertical speed hold. The final section cov-
Crown flight control systems have been ers emergency procedures and optional
designed from the beginning to interface NAV 1/NAV 2 switching.
with your Silver Crown package of

3
GENERAL DESCRIPTION:
KFC 150, KAP 150 AND KAP 100

--

KFC 150 Flight Control System KAP 100 Autopilot System


The KFC 150 is the ultimate panel- The KAP 100 Autopilot System is a
mounted digital flight control system for sin- single-axis panel-mounted digital system
gles and twins. It has the autopilot capabili- which extends Silver Crown quality and reli-
ty you need, plus a complete flight director ability to an entirely new entry-level capabil-
system. The flight director provides attitude ity. The KAP 100 Autopilot is the most
commands for the pilot to hand-fly, or dis- affordable option in the Silver Crown line of
plays to the pilot the commands being fol- flight control systems and offers many sub-
lowed by the autopilot. The KFC 150 has stantial workload relief benefits.
capabilities similar to King's popular KFC The following chart highlights the major
200 Flight Control System. attributes of each of the three systems

U P 150 AutotMot Svstem


The M P 150 Autopilot System is a
two-axis, panel-mounted digital system
which delivers highly sophisticated IFR
capability. It has modes and functions simi-
lar to the KFC 150 but has no flight director.

4
B
SILVER CROWN PANEL-MOUNTED
0 FLIGHT CONTROL SYSTEM CAPABILITIES
KFC 150 KAP 150 KAP 100
Two Axis Yes Yes -
Single Axis - - Yes
Flight Director Yes - -
KI 525A PNI Standard Optional Optional
KG 107 DG - Standard Standard
KG 258 Horizon Reference
Indicator - Standard Standard
D KI 256 Flight Command
Indicator Standard -
Automatic Electric
D Elevator Trim
Manual Electric Trim
Standard
Standard
Standard
Standard
-
Optional
B Yaw Damper Optional for Optional for -

D KA 185 Remote
some aircraft some aircraft

D Mode Annunciator Optional for Optional for Optional for


D KAS 2978 Altitude Preselect/
some aircraft some aircraft some aircraft

B Alerting, Vertical Speed Hold Optional for Optional for -


some aircraft some aircraft
D FUNCTIONS/MODES
D ALT Hold (ALT)
ALT Preselect
Yes
Optional
Yes
Optional -
B Heading Select (HDG) Yes Yes Yes
B NAV (VOR/RNAV)
Approach (APR)
Yes
Yes
Yes
Yes
Yes
Yes
B Glideslope (GS) Yes Yes -
Back Course (BC) Yes Yes Yes
P Control Wheel Steering (CWS) Standard Standard Optional with
B King manual
electric trim
B Vertical Speed Hold Optional Optional
B Vertical Trim
Auto Capture
Yes
Yes
Yes
Yes
-
Yes
B Auto Track Yes Yes Yes
D All Angle
Intercept
Yes Optional (with
KI 525A)
Optional (with
KI 525A)
B Auto 45-degree Intercept ~
Standard (with Standard (with
KG 107) KG 107)
TEST
B Manual and Auto Both Both Manual Trim Monitor
Trim Monitor (with King manual
D electric trim option)
D Roll Rate Monitor
Pitch Rate Monitor
Yes
Yes
Yes
Yes
Yes
B
D NOTE: The KFC 150, KAP 150 and KAP 100 are designed as independent systems to maximize their indi-
D vidual capabilities. Therefore they are not designed for conversionfrom one system to another.
B
IMPORTANT: This Pilot's guide provides a general descriptionof various operational characteristicsof the
KFC 150, KAP 150 and KAP 100 Flight Control Systems. However,operation of a system should not be
D attempted without reviewingthe specific information in the FAA approved Aircraft Flight Manual Supplement
B for your particularaircraft type.

B
B
D
B 5
D
SYSTEMS INTEGRATION
The individual systems diagrams on In all three systems these steering
pages 7,8, and 9, show the components commands are fed to the autopilot compu-
and their relationships in typical KFC 150, tation circuits contained in the appropriate
U P 150 and KAP 100 Flight Control flight computer which generates the com-
Systems. The actual components used on mands for the individual servos to manipu-
individual aircraft may vary slightly in order late the ailerons, elevator and elevator trim.
to optimize certification and installation An optional yaw channel is available for
requirements. some aircraft, but is independent of pitch
Each system has a number of inputs and roll commands.
and outputs: sensor outputs are shown in Using the same pitch and roll com-
red; computation inputs shown in blue; dis- mands in the KFC 150 system for flight
play outputs shown in orange; and aircraft director and autopilot provides totally con-
control shown in green. The systems dia- sistent flight director steering command and
grams reflect that the KAP 150 and KFC autopilot control. There is no disagreement
150 systems control both pitch and roll axes in computation. The autopilot simply con-
of the aircraft. The KAP 100, being a sin- verts the pitch and roll steering commands
gle-axis system, controls only the roll axis of from the flight computer, displayed on the
the aircraft. All sensor information (pitch V-Bar in the FCI, into the required elevator
and roll reference, heading and course and aileron position commands. Full inte-
datum, RNAV/VOR/LOC/GS deviation and gration of flight director and autopilot allows
flags, marker receiver and static pressure the pilot to delegate the manual effort of fly-
[altitude] is fed into the system's flight com- ing the aircraft to the autopilot while moni-
puter). toring its activity with the flight director.
The flight computer computes pitch
and roll steering commands (or in the case
of the KAP 100, roll commands only). In the
KFC 150 system these commands are rout-
ed through the KI 256 Flight Command
Indicator (FCI), where they are displayed on
the V-Bar as visual guidance commands.

6
TYPICAL KFC 150 FLIGHT CONTROL SYSTEM

VOWLOC/RNAV Static
1 Deviation Pressure
KA 185 MOL- . ..inunciator Glideslope KC 192
(Optional on some aircraft). Deviation Computer1

Pitch Altitude1 L 1 1 1 Controller1


Annunciator
contains
- E computer
functions,
mode control
Pitch Command/ L I
buttons, and
Roll Command annunciator
KI 256 Flight lights in a
Command Indicator single unit.
Also contains
altitude

K I
NavigationIndicator

KMT 112

L
-r"s
KG 102A
Slaved DG Detector

tI Autopilot Disconnect/
Trim Interrupt

OR
1nM.J,n KA51B
Slaving Accessory

This is a 2-Axis (Pitch and Roll) System.

Third Axis Yaw Damper System


(Optionalon some aircraft).

T
KC 192 Autopilot unted (May not be included
ComputerKontroller rol in all Yaw Damper
Annunciator installations)

[I'
7
TYPICAL KAP 150 AUTOPILOT SYSTEM

VOR/LOC/RNAV Static
Deviation Pressure
KC 191
Glideslope Middle Computer/
Devi?ion Marker Controller/

Pitch Attitude/ 1 1 1 1 Annunciator


contains
computer
functions, mode
control buttons,
and annunciator
lights in a
Heading Select single unit.
KG 238 Attituae & Course Datum Also contains
Reference Indicator altitude
sensor.
I I I I

I KG107 KI 204 or other Course I


I DirectionalGyro Deviation Indicator I
I (not included). I I
I-

I
I
I
I
I-Y / I [rim Interrupt
d
I
I
tI KMT 112
Flux
I
I
KI 525A Pictorial
I Navigation Indicator
I
I I
I KCS 55A Slaved m I nR AI

I slaving ACC~S!
........................
This is a 2-Axis (Pitch and Roll) System.

Third Axis Yaw Damper System


I 5L1 norrfr (Optional on some aircraft).
Panel-Mounted (May not be included

T
KC IJ I M U l U ~ l l U l
ComputedController YD Annunciator 18 Yaw Control in all Yaw Damper
Annunciator Switch installations)
I
r Roll Crossfeed

KRG 331
Rate Gyro Yaw Computer Yaw Servo
TYPICAL KAP 100 AUTOPILOT SYSTEM

Middle VOWLOC/RNAV

KA 185 Mode Annunciator


(Optionalon some aircraft).
KC 190
Computer/
Controller/

I
Roll Attitude
Annunciator
contains
computer
functions, mode
control buttons,
and annunciator
lights in a
HeadingSelect single unit.
KG 258 Attitude
& Course Datum
Reference Indicator

I I
I
I -D KS 179
I
I PitchTrim
I
I Servo
I I
I I
I

KG 107 KI 204 or other Course I


DirectionalGyro Deviation Indicator I

..................... (not included). I

. . . . . . . . . . OR
-
.............
KG 102A
Slaved DG
I
I
I
Autopilot Disconnecff

+1

-
I
I I
4
L, I

7
- 1

I
I
KI 3.cm ricioriai
Navigation Indicator
KMT112
Flux
Detector
I
I
I
I I
I
I
I
KCS 55A Slaved
Compass System
(Optional)
(7)
KA 51A
IR
a-51B
I
I
I
I
I Slaving Accessory I
I
Control Wheel
Manual Electric
Trim (Optional)

Steering (Optional)

This is a Single-Axis (Roll) System.

9
DESCRIPTION OF PANEL UNITS

KC 192 Mode Controller/Computer/Annunciator


The KC 192 Mode Controller/ In addition, the KC 192 has seven push but-
Computer/Annunciator for the KFC 150 sys- tons for engaging flight director and/or
tem incorporates all computer functions, autopilot modes, a push button to initiate a
mode control buttons and annunciator lights system self-test, and a vertical trim rocker
in a single panel-mounted unit. The KC 192 switch to allow for changing the aircraft's
annunciates all vertical and lateral flight pitch up or down without disconnecting the
director and autopilot system modes. autopilot.

T R I hl

KC 191 Mode Controller/Computer/Annunciator


The KC 191 Mode Controller/ system modes. In addition, the KC 191 has
Computer/Annunciator for the KAP 150 six push buttons for engaging autopilot
incorporates the functions of a computer, modes, a push button to initiate system self-
mode controller and annunciator lights in a test, and a vertical trim rocker switch to
single, panel-mounted unit. The KC 191 allow for changing the aircraft pitch up or
annunciates all vertical and lateral autopilot down without disconnecting the autopilot.

KC 190 Mode Controller/Computer/Annunciator


The KC 190 Mode Controller/ modes. In addition, the KC 190 has five but-
Computer/Annunciator for the KAP 100 tons for engaging autopilot modes, and a
incorporates the functions of a computer, push button to initiate system self-test.
mode controller and annunciator lights in a
single, panel-mounted unit. The KC 190
annunciates all lateral autopilot system

10
KI 256 Flight Command indicator (FCI) KG 258 Horizon Reference Indicator
The KI 256 displays the following The KG 258 displays the following
information: information:
Pitch and roll attitude. Pitch and roll attitude.
Flight Director pitch and roll DH (decision height) annunciation
commands. when used with a radar altimeter.
DH (decision height) annunciation The KG 258 contains an air-driven
when used with a radar altimeter. attitude reference indicator. Engine(s)
The KI 256 contains an air-driven must be running before the system will
vertical gyro. Engine(s) must be run- operate. Allow three minutes for the
ning, pressure or vacuum system oper- gyro to come up to speed.
ating and gyro up to speed before the
system will operate. Allow three min-
utes for the gyro to come up to speed.

KI 254 Electric Flight Command Indicator


( W
KG 253 Electric Horizon Reference The KI 254 displays the following
Indicator information:
Pitch and roll attitude.
The KG 253 displays the following Flight Director pitch and roll com-
information: mands.
Pitch and roll attitude. DH (decision height) annunciation
DH (decision height) annunciation when used with a radar altimeter.
when used with a radar altimeter. The KG 254 contains an electric
The KG 253 is an electric attitude vertical gyro. Electrical power (D.C.)
reference indicator. Electrical power must be applied in order for the unit to
(D.C.) must be applied in order for the operate. Immediately following electri-
unit to operate. Immediately following cal power turn-on, the knob labeled
electrical power turn-on, the knob "Pull to Erect" should be pulled out with
labeled "Pull to Erect" should be pulled a moderate, even pull and held in the
out with a moderate, even pull and out position for approximately three
held in the out position for approxi- seconds. The knob should then be
mately three seconds. The knob released quickly but smoothly.
should then be released quickly but Erecting the unit should only be
smoothly. Erecting the unit should only accomplished while the aircraft is rela-
by accomplished while the aircraft is tively level on the ground or in level
relatively level on the ground or in level flight. The gyro must be up to speed
flight. The gyro must be up to speed before the system will operate. Allow
before the system will operate. Allow three minutes for the gyro to come up
three minutes for the gyro to come up to speed.
to speed.

11
KI 204/206 KG 107 KI 525A

KA 185 KAS 297B

KI 204/206 Course Deviation Indicator modes and may be positioned on the panel
in the pilot's normal scan.
The KI 204/206 displays the following: KAS 297B Altitude Selector
VOR/LOC/GLIDESLOPE Deviations. (Optional)
Course Select (06s). The KAS 2978 is used with a KEA
TO/FROM Flag Indication. 130A Altimeter to provide altitude prese-
The KI 204/206 is used with the KN 53, lectlalerting and vertical speed modes for
KX 155 or KX 1758, and the KN 75 the KFC 150 and KAP 150 systems.
Glideslope Receiver. The KI 206 is used
with the KN 74, KNS 80, KNS 81, KX 165 or System Monitor Description
KNC 610.
Through the use of extensive monitor
KG 107 Directional Gyro circuits in the 100 series flight control sys-
tems, safer control of the aircraft is provid-
The KG 107 Directional Gyro displays ed, since failures are predominantly "soft"
the following information: (aircraft control is automatically returned to
Unslaved gyro magnetic heading infor- the pilot when a fault is detected). Because
mation. of this safety factor, the 100 series flight
Selected heading (HDG 'bug"). control systems are able to provide
The KG 107 is an air-driven directional smoother control of the aircraft due to
gyro indicator. Engine(s) must be running, increased servo authority.
pressure or vacuum system operating and The internal monitors continuously
gyro up to speed before the system will check for the presence of operating pitch
operate. Allow three minutes for the gyro to and roll microprocessors, adapter modules
come up to speed. (used to tailor the autopilot to individual air-
craft models), pitch and roll reference sig-
KI 525A Horizontal Situation Indicator
nals, proper internal voltages, trim power,
(HSI) "runaway" auto trim, wrong direction of trim,
The KI 525A is the display portion of abnormal pitch attitude rates, and abnormal
the KCS 55A Slaved Compass System and roll attitude rates.
displays the following: The trip levels for pitch and roll attitude
Slaved gyro magnetic heading informa- rates and duration are independently set on
tion. the adapter modules for each aircraft.
Selected heading (HDG "bug"). Digital design allows the incorporation
VOR/LOC/RNAV course deviation. of these monitors without the weight and
Glideslope deviation. space penalties associated with previous
technology systems. Now these important
KA 185 Mode Annunciator (Optional) safety features are available to the opera-
tors of piston engine aircraft at a reasonable
The KA 185 provides a parallel annun- price.
ciation display of all appropriate operating

12
B
D
m THE KFC 150 FLIGHT CONTROL SYSTEM

The KFC 150 is the ultimate in digital The pilot can then manually fly the
0 panel-mounted flight control systems for commands shown on the KI 256, or engage
0 singles and twins. the autopilot portion of the system and have
The system incorporates a highly it fly the commands. Monitoring the single-
)I capable two-axis autopilot and a flight cue steering command (V-bar) will tell the
I, director system. An optional third-axis (yaw pilot if the commands are being satisfied. A
damper) system is available for some air- good cross-check is to monitor the raw data
craft at a slightly higher cost. (course or localizer and glideslope informa-
The flight director system is a comput- tion) on the KI 525A PNI to see if the aircraft
er which calculates the appropriate pitch is intercepting or tracking course and glide-
and roll attitudes required to intercept and path as desired. (If you are unfamiliar with
maintain headings, courses, approach the operation of a Pictorial Navigation
paths, pitch attitudes and altitudes. Once Indicator (PNI) you should stop here and
computed, the commands are displayed to review the section of the KCS 55A Compass
the pilot on the single-cue steering com- System on page 95.)
mand which is part of the KI 256 Flight
Command Indicator (FCI).

13
B
Vertical Trim Glideslope (GS) Trim Failure
Warning
I I

Flight /
Director (FD)

Altitude
Hold (ALT)
/
/
. .---ing

Select (HDG)
Navigation
(NAV)
/ (APR) (ILS,
VOR or RNAV) I'Self-Test Autopilot

Back
Course (BC)
Engage
(AP ENG)

(VOR/RNAV)

Electric
Trim Switch

Autopilbt
Disconnect/
Trim Interrupt I

Ei:ISteeri(ng
(CWS)

Mode Flight DirectorlAutopilot Action

Attitude Reference Power on and no modes selected. FCI displays


aircraft attitude and PNI displays aircraft heading.
CommandV-bar is biased out of view. Aircraft
engine@)must be runningfor pressureor vacuum
to be appliedto FCI attitude gyro.

Flight Director (FD) V-bar will appear and command wings level
and pitch attitude of the aircraft at the time of
mode selection.

Autopilot Engage (AP ENG) Aircraft control surfaces (ailerons and elevators)
smoothly respond to all selected Flight Director
mode commands with automatic pitch trim.
EngagesYaw Damper if present.

14
Mode Flight Director/AutopilotAction

Heading (HDG) Select desired headingon PNI, then select


HDG mode. The V-bar will command the
necessary bank to turn to and maintainthe
selected heading.

Navigate(NAV) The V-bar will command the bank necessary


(VOR/RNAV) to turn to and maintain a VOR or RNAV course
selected by the pilot.

Approach (APR) The V-bar will command the bank and pitch
(ILS, VOR or RNAV) necessary to capture and track localizer and
glideslope for ILS approaches, or to capture and
track the appropriate course for VOR or RNAV.
Back Course (BC) The V-bar will command the bank necessary
to capture and track a reverse localizer course.
Glideslope is locked out.

Altitude Hold (ALT) The V-bar will command the pitch attitude
necessary to maintainthe engaged altitude

Test Button Depressing the test button initiates a test of the


KFC 150 circuitry, includingoperation of various
modes and of the trim. The test must be
performedafter power is applied and before the
autopilot can be engaged, but the flight director
can be used without the test being performed.

Vertical Trim This rocker switch allows you to make small


corrections in selected altitude while in altitude
hold, or adjust pitch attitude at a rate of
approximately .9 degrees per second when not
in altitude hold.

Control Wheel This button mounted on the control wheel allows


Steering you to maneuver the aircraft in pitch and roll
(CWS) without disengagingthe autopilot. After the CWS
button is released,the autopilot resumes control
of the aircraft.
OPERATING THE KFC 150 SYSTEM

Initial Power On
.
e
e

When initially powered (no modes


selected), the KFC 150 will display aircraft
attitude on the FCI and aircraft heading on
the PNI. The V-bar will be biased out of
view. The trim light will be lit on the KC 192
as a reminder of the need to perform the
system self-test.

Svstem Self-Test

The KFC 150 system incorporatesa sys- The test checks all digital computing
tem self-test function which is activated by a capability, the disconnect capability of the
test button on the KC 192 Mode autopilot, the auto trim drive and monitor
Controller/Computer/Annunciator.The test systems, and the failure annunciator sys-
must be performed before the autopilot portion tem. CAUTION: If the trim legend flashes
of the system can be used, but need not be or remains on at the end of the test it indi-
performed before using the flight director por- cates there is a failure in the trim system
tion. This test determines, before takeoff, that and the autopilot will not engage. See a
the system is operating normally. To perform a qualified King Service Agency for repair.
test - momentarily push the test button. The
following actions will occur:
1. All annunciator lights, the trim light and
autopilot lights will illuminate.
2. The trim light will flash 4 times.
3. The annunciator legends will go blank,
an aural tone will beep (approx. 6
times) and the "AF" light will flash
(approx. 12-13 times) and go off. (If
the AP light fails to flash you will be
unable to engage the autopilot.)
4. The KC 192 display will go blank.

16
Attitude Reference Mode
of Operation
The system will be in the basic attitude
reference or "gyro" mode with engine(s)
running and aircraft power on, but no
modes selected (annunciator panel blank).
Aircraft heading is shown on the PNI and
roll and pitch attitude on the FCI.
Attitude Gyro Operation Note: When
shutting down the aircraft for short periods
of time, make sure the Attitude Gyro has
completely spun down before starting oper-
ations again. Gyro spin down occurs when
the air supply is cut off to the gyro and usu-
ally takes about 10 minutes.
During Gyro spin down most gyros
have a tendency to "tilt" (precess) to one
side. If the air supply is reapplied to the
gyro while in this state, slow gyro erection
(leveling) will occur due to gyro inertia. If
aircraft operations are initiated before the
gyro is fully erected, there is a greater pos-
sibility that the gyro may tumble causing
loss of primary attitude information from the
Attitude Gyro.

FLIGHT DIRECTOR (FD) MODE


The flight director mode is activated
by depressing the "FD" button on the mode
controller or the CWS button on the control
wheel. The V-bar will appear and provide
commands to maintain wings level and the
pitch attitude existing at the time of
engagement. To satisfy the V-bar com-
mand the pilot can manually fly the orange
delta wing "aircraft" into the V-bar to align
the top of the delta wing flush with the bot-
tom edge of the V-bar. Or the pilot can
engage the autopilot and let it satisfy the
commands by maneuvering the aircraft in a
similar manner.

17
If a change in pitch attitude is desired, The flight director can also be activat-
the control wheel steering (CWS) button on ed by direct selection of any specific mode,
the pilot's control wheel can be used to syn- which will activate the command V-bar.
chronize the V-bar (in the FD mode with Such selection will illuminate both FD and
autopilot disengaged) without removing the appropriate annunciator mode.
your hand from the control wheel. Selection of a mode which supersedes
The vertical trim switch may be used one already selected will cause the flight
to adjust the selected pitch attitude up or director and/or autopilot to follow the mode
down at .9 degrees per second. most recently selected by the pilot.

AUTOPILOT ENGAGEMENT
1AP ENG)

NOTE: The autopilot cannot be engaged WARNING: WHENEVER I H t AUTOPILOT


until the flight director is engaged. IS DISENGAGED, THE AP LEGEND ON
The autopilot is engaged by depress- THE ANNUNCIATOR PANEL WILL FLASH
ing the 'AP ENG' button on the KC 192. AND AN AURAL TONE WILL SOUND TO
ALERT THE PILOT.
CAUTION: Prior to autopilot engagement,
the pilot should make sure the V-bar com- CAUTION: Overpowering the Autopilot in
mands are satisfied. This will prevent any the pitch axis in flight for periods of three
rapid changes in the aircraft's attitude when seconds or more will result in the autotrim
the autopilot is engaged. system operating in the direction to oppose
the pilot and will, therefore, cause an
Once engaged, the autopilot will increase in the pitch overpower forces, and
attempt to satisfy the V-bar commands gen- if Autopilot is disengaged, will result in a
erated by the selected flight director pitch transient control force. Operation of
modes. the autopilot on the ground may cause the
The autopilot provides two-axis (pitch autotrim to run because of backforce gener-
and roll) stabilization and automatic elevator ated by elevator downsprings or pilot
trim as well as automatic response to all induced forces.
selected flight director commands.
The addition of an optional third axis
yaw damper system will significantly damp-
en yaw oscillations and improve turn coordi-
nation.

18
HEADING SELECT (HDG) MODE
To operate in heading select mode:
1. Move the heading "bug" to the desired
heading on the PNI (using the HDG
knob).
2. Depress the HDG button on the KC
192 to engage the heading select
mode. The V-bar on the FCI will com-
mand a bank towards the selected
heading, in the direction of the short-
est turn. If the autopilot is engaged it
will turn the aircraft to intercept and fly
the heading.
3. The V-bar will continue to command
the bank necessary to maintain the
selected heading. If you move the
heading "bug" again while heading
select mode is engaged, the V-bar will
immediately command a turn to the
new heading. If the autopilot is
engaged, it will immediately turn the
aircraft in the direction of the new
heading. The HDG mode is canceled
when NAV or APR coupling occurs, or
when the HDG or FD mode button is
pushed again to "off".

NOTE: For system limitations refer to


the Flight Manual Supplement for your
particular aircraft.

(See page 24/25 for illustration)

19
NAVIGATION (NAV, MODE
WOR. RNAV)
The Navigation (NAV) mode provides
guidance to the pilot (or autopilot) in inter-
cepting and tracking VOR and RNAV cours-
es. To operate in the navigation mode:
1. Tune the frequency for the selected
VOR (or VORTAC) station. For RNAV,
set in the waypoint distance and VOR-
TAC radial.
2. Set the PNI course pointer to the
desired course.
3. Establish the desired intercept angle
by setting the heading 'bug' on the
intercept heading, and activate HDG
mode. ('HDG" light will illuminate.)
4. Depress the "NAV button on the KC
192. ("NAV' light will flash to signify
that the NAV mode is armed.)

NOTE: If the NAV mode is selected with


the aircraft level within i4 degrees of bank
and within 2-3 dots of course deviation,
NAV/ARM will be bypassed and the NAV
mode will engage directly.

NOTE: You should consider using HDG 5. The V-bar will command the required
select mode just prior to VOR station pas- bank to maintain the selected heading
sage. If the autopilot is engaged in NAV until the capture point* is reached.
mode it may cause erratic maneuvers while Then the V-bar will command a turn to
following a rapidly changing course devia- intercept the course. If the autopilot is
tion needle as the aircraft flies in the cone engaged, it will turn to satisfy the com-
mands. (The HDG light will go off as
of confusion.
HDG mode is disengaged, and the
"NAV' light will stop flashing and illumi-
nate continuously as the NAV mode
goes from arm to engage.)
6. The V-bar will continue to command
the required bank to maintain course
with automatic crosswind compensa-
tion and the autopilot (if engaged) will
satisfy those commands.
*The capture point will vary depending on
the angle of intercept and the rate of
change of VOR/RNAV radials.
(See page 30/31 for illustration)

20
APPROACH (APR) MODE
The approach (APR) mode provides
I I
guidance to the pilot (or autopilot) in inter-
cepting and tracking ILS (both localizer and
glideslope), and VOR and RNAV courses.
To operate in the APR mode:
1. Tune the frequency for the selected
ILS, VOR or RNAV approach.
2. Set the PNI course pointer to the final
approach course (ILS front course
even when flying a back course
approach).
3. Set the HDG SEL 'bug" on the PNI to
the desired intercept angle and acti-
vate the HDG mode.
4. Depress the "APR" button. This arms
the automatic capture function. (The
"APR" light will flash to signify the
approach mode is armed.)
5. The V-bar will command the required
bank to maintain the selected heading
until the capture point is reached.
Then the V-bar will command a turn to
intercept the course. If the autopilot is
engaged it will turn to satisfy the com-
mands. As the V-bar commands the
turn to intercept the selected course, When the intercept occurs, "GS is illu-
the heading mode will be canceled minated on the annunciator panel. The
and the APR mode will go from arm to V-bar commands the pitch necessary
engage. (HDG light will go out and to maintain the glideslope. If the
APR light will go from flashing to autopilot is engaged it will satisfy these
steady.) commands. If the altitude hold (ALT)
6. The V-bar will continue to command mode had been engaged prior to GS
the required bank to maintain course capture, it will disengage at capture
and the autopilot (if engaged) will sat- and the "ALT light will go out.
isfy those commands. (Automatic
crosswind compensation will provide NOTE: For system limitations refer to your
precise tracking. VOR/LOC deviation Flight Manual Supplement.
is shown on the PNI, and actual crab
angle is shown by offset of the course (See page 28/29 for illustration)
arrow from the lubber line.)
7. Once localizer course capture has NOTE: GS is locked out in VOR or
occurred on an ILS, the glideslope RNAV APR.
mode is armed. Automatic capture
occurs as the aircraft approaches the
glideslope from either above or below.

21
BACK COURSE (BC) MODE 5. The V-Bar will command the required
bank to maintain the selected heading
The back course (BC) mode provides until the capture point in reached, then
guidance to the pilot (or autopilot) in inter- it will command a turn to intercept the
cepting and tracking a reverse course LOC. course. The "HDG" light will go off and
To operate in the back course mode: the "APR" light will illuminate steadily
1. Tune the frequency for the selected as the BC mode goes from arm to
ILS back course. engage. If the autopilot is engaged it
2. BE CERTAIN TO SET IN THE ILS will turn to satisfy the commands.
FRONT COURSE EVEN THOUGH YOU 6. The V-bar will continue to command
WILL BE FLYING A RECIPROCAL the required bank to maintain course
HEADING ON AN ILS BACK COURSE and the autopilot (if engaged) will sat-
APPROACH. FOR EXAMPLE, THE isfy those commands. Automatic
BACK COURSE APPROACH MIGHT crosswind compensation will provide
HAVE A FRONT COURSE OF 090 precise tracking. (The glideslope is
DEGREES WHICH YOU WILL SET IN locked out during a back course
AS YOU FLY A BACK COURSE HEAD- approach.)
ING 270 DEGREES TO RUNWAY 27.
3. Set the heading select "bug" on the (See page 26/27 for illustration)
PNI to the desired intercept angle and
activate the HDG mode.
4. Select the back course mode by either
depressing the "APR" button and then
the " B C button or by merely depress-
ing the BC button by itself. (BC will
light and the 'APR' light will flash to
signify approach mode is armed.)

ALTITUDE HOLD IALT) MODE 1 Depress the "ALT" button when the air-
craft has reached the altitude you wish
The altitude hold (ALT) mode provides to maintain. (For smoother operation,
guidance to the pilot (or autopilot) for main- press the "ALT" button when the verti-
taining the altitude at which this mode was cal velocity is no more than 500 fpm.)
engaged. To operate in the ALT mode:

22
2. The V-bar will command the required 3. The vertical trim switch may be used to
pitch to maintain the selected altitude. adjust altitude up or down at a maxi-
The pilot can maintain this altitude mum rate of 500 fpm without disen-
manually by following the V-bar or gaging altitude hold. (The ALT mode
engage the autopilot and have it satis- is canceled by automatic glideslope
fy the flight director commands. capture or by depressing the "ALT"
button.) When the vertical trim switch
is released, the flight director V-bar will
begin to command pitch changes to
maintain the new altitude.

AUTO/MANUAL TRIM CONTROL WHEEL STEERING


MODE (CWS)
The KFC 150 includes as standard
equipment an automatic and manual elec- With the autopilot engaged, control
tric trim. The automatic trim allows the KFC wheel steering (CWS) allows the pilot to
150 system to trim off elevator control sur- maneuver the aircraft without disengaging
face pressures while the autopilot is control- the autopilot.
ling the elevator through a pitch servo. If the To use control wheel steering, depress
autopilot is not engaged, and the pilot is the CWS button on the yoke. This releases
hand flying the aircraft, he can use a manu- the autopilot servos and allows you to
al electric trim switch mounted on the yoke assume manual control while autopilot con-
to trim off elevator control forces. trol functions are placed in a synchroniza-
tion state. This means that when you
NOTE: See the Flight Manual Supplement release the CWS button, the autopilot will
for detailed instructions on your particular smoothly resume control of the aircraft and
aircraft. fly it to the lateral command you were using
prior to engaging CWS. The vertical com-
mand used by the autopilot will be the one
existing when CWS is released.

23
24
*
0
e

25
27
ti

29
30
31
N
A

Objective: Intercept the desired course and complete a "direct to" operation after passing
waypoint " B while coupled to a Long Range Nav.

e
1. The aircraft is engaged in 2. As the aircraft crosses way- 3. The aircraft changes the
I a
a
Heading (HDG) and
Altitude Hold (ALT) mode.
point 'B", the course pointer
must be rotated to reflect
active waypoint to "D" via a
"direct to" operation with the
e
A flight plan from waypoint the course or bearing to the Long Range Nav. The
" Ato " B to "C' is entered in new active waypoint (135- course pointer must be
the Long Range Nav. The in this case). rotated to 225. to reflect
course pointer is selected the bearing to "D. The
to 090m and NAV Arm is autopilot will then correctly
activated by pressing the track the course to way-
NAV button. The aircraft is point " D .
heading 045- to intercept
the course. As the course NOTE: The course arrow on the KI 525A must be set at the
deviation bar moves toward Desired Track or OBS setting indicated by the Long Range Nav.
the center position, NAV Moving the course pointer does not affect movement or location
mode is coupled and tracks of the Left/Right D-Bar. However, in order for the KFC 150 to
the Long Range Nav. track the course, the proper course must be set in the HSI.

32
D
D THE KAP 150 AUTOPILOT SYSTEM
D
B
D

I)

D
D
D
D
D
D
D
D
D I
The KAP 150 is a high-performance The KG 107 displays aircraft magnetic
digital, panel-mounted autopilot system for heading. Radio navigation course informa-
D singles and twins. tion must be read from the associated CDI
D While the KAP 150 doesn't include a
flight director as found in the KFC 150, it is
to monitor the horizontal navigation results
of autopilot control movements.
D a highly capable two-axis autopilot system To monitor the vertical navigation
D which is in most respects identical to the results of autopilot control movements dur-
autopilot portion of the KFC 150. ing an ILS approach, cross-check the
D Because the KAP 150 doesn't include glideslope on the CDI.
D a flight director, it uses a standard attitude NOTE: It is possible to obtain a combined
D reference without V-bar commands. This is
the KG 258 Horizon Reference Indicator.
presentation of heading, radio navigation
course and glideslope information with the
D The standard magnetic heading sys- optional KI 525A Pictorial Navigation
D tem used with the KAP 150 is the King KG Indicator (PNI). The KI 525A is part of the
107 Directional Gyro which can be installed KCS 55A Slaved Compass System which is
D with a CDI of your choice. The KG 107 is available as an option to replace the stan-
D not a slaved system, which means the gyro dard KG 107. (If you are unfamiliar with the
must be adjusted periodically to correct for operation of a Pictorial Navigation Indicator
D precession. (PNI) you should stop here and review the
D section of the KCS 55A Compass System
D on Page 95.)

D
D
D
D 33
D
Vertical Trim Glideslope (GS) Trim Failure
Warning
I I

/Approach \
Autopilot
(APR) (ILS, Self-Test Engage
VOR or RNAV) (AP ENG)
Altitude
Hold (ALT) Navigation Back
(NAV) Course (BC)
(VORIRN AV)

Mode Autopilot Action

Attitude Reference Power on and no modes selected. KG258


displays aircraft attitude and KG 107 displays
unslaved heading. Align headingto magnetic
compass by pushing and rotating the knob on
the lower left of the KG 107 and update
periodicallyto correct for precession. (With
optional KCS 55A Compass System a PNI is
installedin place of the KG 107. The KI 525A
PNI will display slaved aircraft heading and
requires no periodic update.)

Autopilot Engage (AP ENG) Aircraft control surfaces (ailerons and elevators)
smoothly respondto satisfy autopilot modes
selected by the pilot with automatic pitch trim.

34
Heading (HDG) Select desired headingon the "bug' on the
KG 107 (or optional KI 525A), and the autopilot
will turn to and maintainthe heading.

Navigate (NAV) With VOR (or RNAV) course selected on the


(VOR/RNAV) CDI or PNI, the autopilot will intercept and track
the appropriate course.

Approach (APR) With an ILS or VOR (or RNAV) course selected


(ILS, VOR or RNAV) on the CDI or PNI, the autopilot will intercept and
track the appropriate localizer and glideslope for
ILS, or the appropriate course for VOR or RNAV.

Back Course (BC) With the ILS front course set into the CDI or PNI,
the autopilot will capture and track a reverse
LOC course. Glideslope is locked out.
Attitude Hold (ALT) The autopilot will maintainthe engaged altitude.

Test Button Depressing the test button initiates a test of the


KAP 150 circuitry includingoperation of various
modes and of the trim. The test must be
performedafter turn on before the autopilot can
be engaged.

Vertical Trim This rocker switch allows you to adjust the pitch
to achieve approximatelya 500 fpm rate of
change while in ALT hold, or a rate of aoprox-
mately .9 degrees per second when no?in
ALT hold.

Control Wheel Steering This switch mounted on the control wheel allows
you to maneuver the aircraft in pitch and roll
without disengagingthe autopilot. After the CWS
switch is released, the autopilot resumes control
of the aircraft.

35
0
0
OPERATING THE KAP 150 SYSTEM e
0
0
Initial Power On
0
0
0
0
0
0
When initially powered (no modes sion. The trim light will be lit on the KC 191
0
selected), the KAP 150 will display aircraft to remind of the need to perform the system 0
attitude on the KG 258 and unslaved head- self-test. (With optional KCS 55A Compass 0
ing on the KG 107. Align heading to the System, a KI 525A PNI is installed in place
magnetic compass by pushing and rotating of the KG 107. The PNI will display slaved
0
the knob on the lower left of the KG 107 and heading.) 0
update periodically to correct for preces- 0
0
System Self-Test 0
0
0
I 0
0
0
0
The KAP 150 system incorporates a The test checks all digital computing 0
system self-test function which is activated capability, the disconnect capability of the 0
by a test button on the KC 191 Mode autopilot, the auto trim drive and monitor
Control/Computer/Annunciator. The test systems, and the failure annunciator system.
0
must be performed before the autopilot can CAUTION: If the trim legend flashes or 0
be engaged. The test determines, before remains on at the end of the test it indicates
there is a failure in the trim system and the
0
takeoff, that the system is operating normal-
ly. To perform a test - momentarily push autopilot will not engage. See a qualified 0
the test button: King Service Agency for repair. 0
1. All annunciator lights, the trim light and
autopilot light will illuminate.
e
2. The trim light will flash 4 times. 0
3. The annunciator legends will be blank,
an aural tone will beep (approx. 6
0
times) and the "AP light will flash 0
(approx. 12-13 times) and go off. (If 0
the AP light fails to flash you will be
unable to engage the autopilot.) 0
4. The KC 191 display will go blank. 0
a
0
0
e
36
0
0
Attitude Reference Attitude Gyro Operation Note: When
Mode Of Operation shutting down the aircraft for short periods
of time, make sure the Attitude Gyro has
The system will be in the basic attitude completely spun down before starting oper-
reference or "gyro' mode with engine(s) run- ations again. Gyro spin down occurs when
ning and aircraft power on, but no modes the air supply is cut off to the gyro and usu-
selected (annunciator panel blank). Aircraft ally takes about 10 minutes.
heading is shown on the KG 107 and pitch During Gyro spin down most gyros
and roll attitude on the KG 258 Horizon have a tendency to "tilt" (precess) to one
Reference Indicator. (When the optional KI side. If the air supply is reapplied to the
525A PNI is installed in place of a KG 107, gyro while in this state, slow gyro erection
aircraft heading will be shown on the KI (leveling) will occur due to gyro inertia. If
525A.) aircraft operations are initiated before the
gyro is fully erected, there is a greater pos-
sibility that the gyro may tumble causing
loss of primary attitude information from the
Attitude Gyro.

AUTOPILOT (AP) MODE CAUTION: Overpowering the Autopilot


in the pitch axis in flight for periods of three
NOTE: The autopilot cannot be engaged seconds or more will result in the autotrim
and used after power has been applied to system operating in the direction to oppose
the system until the system self-test has the pilot and will, therefore, cause an
been performed. increase in the pitch overpower forces, and
The autopilot provides two-axis (pitch if Autopilot is disengaged, will result in a
and roll) stabilization and automatic elevator pitch transient control force. Operation of
trim as well as automatic response to all the Autopilot on the ground may cause the
selected autopilot modes. autotrim to run because of backforce gener-
On initial engagement, with no other ated by elevator downsprings or pilot
autopilot modes selected on the KC 191, induced forces.
the KAP 150 will maintain the existing air-
craft pitch attitude and fly the aircraft wings
level.
The addition of an optional third axis
yaw damper system will significantly damp
out yaw oscillations and improve turn coor-
dination.
WARNING: Whenever the autopilot is disen-
gaged the AP legend will flash and an aural
tone will sound to alert the pilot.

NOTE: For system limitations refer to the


Flight Manual Supplement for your particu-
lar aircraft.

37
0
0
0
0
0
0
a
0
0
0
HEADING SELECT /HDG)MODE 0
In the heading mode, the autopilot will 0
intercept and fly a selected heading. The
following steps should be taken to operate
0
in the heading mode: 0
1. Move the heading "bug" to the desired 0
heading on the KG 107 using the HDG
knob. (If the optional KI 525A is a
installed, set the heading "bug' on it 0
instead.)
2.Depress the HDG button on the KC
0
191 to engage the heading select 0
mode. With the autopilot engaged, 0
the autopilot will turn the aircraft in the
shortest direction to intercept and fly a
the heading. 0
3.If you move the heading "bug" again
while the heading select mode is 0
engaged, the autopilot will immediate- 0
ly turn the aircraft in the direction of
the newly selected heading.
0
(See page 48/49 for illustration) a
0
0
0
0
e
a
0
a
0
0
0
a
0
0
0
a
0
e
0
NAVIGATION (NAV) MODE
USING THE KG 107/Kl206
INDICATORS (VOWRNAV)
In the navigation (NAV) mode, the
autopilot intercepts and tracks VOR and
RNAV courses.
To operate in the NAV mode (with the
KAP 150 currently in the HDG mode):
1. Tune the frequency for the selected
VOR (or VORTAC) station. For RNAV,
iI
set in the waypoint distance and VOR-
TAC radial.
2. Set the OBS to the desired course.
3. Depress the NAV button on the KC
191. (HDG will remain illuminated and
NAV will flash to signify that the NAV
mode is armed.)
NOTE: If the NAV mode is selected with the
aircraft level within i4 degrees and within
2-3 dots of course deviation, NAV arm
mode will be bypassed and the NAV mode
will engage directly.
4. Within five seconds, move the heading
"bug" on the KG 107 to the same mag-
netic heading as the selected course
on the CDI.
5. The autopilot will fly an automatic 45
degree intercept heading until within
the capture zone,* then intercept and
fly the desired course.
6. The autopilot will bank as necessary to
maintain course.
NOTE: You should consider using HDG
select mode just prior to VOR station pas-
sage. If the autopilot is engaged in NAV
mode it may cause erratic maneuvers while
NOTE: For system limitations refer to the following a rapidly changing course devia-
Flight Manual Supplement for your particu- tion needle as the aircraft flies in the cone
lar aircraft. of confusion.
*The capture point will vary depending on
the angle of intercept and the rate of
change of VOR/RNAV radials.
(See page 58/59 for illustration)

39
0
0
0
0
0
0
0
0
0
0
NAVIGATION (NAV) MODE 0
USING THE OPTIONAL KI 0
525A PNI NOR. RNAV)
0
In the navigation (NAV) mode, the 0
autopilot intercepts and tracks VOR and
RNAV courses. 0
To operate in the NAV mode: 0
1. Tune the frequency for the selected
VOR (or VORTAC) station. For RNAV,
0
set in the waypoint distance and VOR- 0
TAC radial.
2. Set the desired course on the KI 525A
0
PNI. 0
3. Establish the desired intercept angle 0
by setting the heading "bug" on the
intercept heading and activate HDG
0
mode. ('HDG" light will illuminate.) 0
The KAP 150 can perform all-angle
intercepts when using the KI 525A
0
PNI. 0
4. Depress the NAV button on the KC 0
191. (NAV light will flash to signify that
NAV mode is armed.) 0
NOTE: If the NAV mode is selected with the 0
aircraft level within +4 degrees and within 0
NOTE: You should consider using HDG
2-3 dots of course deviation, NAV arm
mode will be bypassed and the NAV mode select mode just prior to VOR station pas- 0
will engage directly. sage. If the autopilot is engaged in NAV 0
mode it may cause erratic maneuvers while
5. The autopilot will fly the selected following a rapidly changing course devia-
0
heading until entering the capture tion needle as the aircraft flies in the cone 0
zone,* then turn to intercept the
selected course. The HDG light will
of confusion. 0
go off and the NAV light will illuminate 0
steadily as the NAV mode goes from
arm to engage.
0
6. The autopilot will bank as necessary to 0
maintain course. 0
*The capture point will vary depending on
the angle of intercept and the rate of
e
change of VOR/RNAV radials.
0
(See page 60/61 for illustration)
0
0
a
40
0
0
B
D
B
B
D
B

D ~ ,
D
APPROACH (APR) MODE
D USING THE KG 107/Kl206
INDICATORS
B The approach (APR) mode allows the
D autopilot to intercept and track ILS (both
localizer and glideslope) and VOR and
B RNAV courses. To operate in the APR
B mode (with the KAP 150 currently in HDG
mode):
B 1. Tune the frequency for the selected
D ILS, VOR or RNAV approach.
B 2. Set the OBS to the final approach
course (front course for ILS even when
B flying a back course approach).
D 3.Check the heading displayed on the
KC 107 against the magnetic com-
B pass and reset if necessary.
D 4. Depress the "APR" button on the KC
D 191. (HDG will remain illuminated and
'APR" will flash to signify that APR
B mode is armed.)
m NOTE: If the APR mode is selected with the
D aircraft level within i4 dearees and within
2-3 dots of course deviatkn, APR arm
D - . mode will be bypassed and the APR mode
will engage directly.
B 5.Within five seconds, move the heading
B "bug" on the KG 107 to the same mag-
netic heading as the selected course
B on the CDI.
B 6. The autopilot will fly an automatic 45
degree intercept heading until within
D the capture zone, then intercept and
fly the desired course. (The "HDG"
light will go off and the "APR" light will
B illuminate steadily as the APR mode
D goes from arm to engage.)
B 7. The autopilot will bank as necessary
to maintain course.
B (continued)
B NOTE: For system limitations refer to your
B Flight Manual Supplement.
B (See page 54/55 for illustration)
B
D 41
e
0
0
e
8. Once localizer course capture has e
occurred on an ILS approach, the 0
glideslope mode is armed. Automatic
capture occurs as the aircraft 0
approaches the glideslope from either 0
above or below. When the intercept
occurs, ' G S is illuminated on the 0
annunciator panel. The autopilot will 0
maintain the glideslope with pitch cor-
rections. If altitude hold (ALT) mode
0
had been engaged prior to GS cap- 0
ture, it will disengage at capture and 0
the ALT light will go out.
0
NOTE: GS is locked out on VOR or
RNAV APR. 0
e
0
0
0
0
0
e
e
e
APPROACH (APR) MODE 0
USING THE OPTIONAL KI 0
525A PNI
0
The approach (APR) mode allows the e
autopilot to intercept and track ILS (both
localizer and glideslope), VOR and RNAV
e
courses. To operate in the APR mode: 0
1. Tune the frequency for the selected
ILS, VOR or RNAV approach.
0
2. Set the final approach course on the 0
KI 525A PNI. 0
3.Establish the desired intercept angle
by setting the heading 'bug" on the 0
intercept heading and activate the 0
I HDG mode. (HDG will illuminate.)
4. Depress the "APR" button on the KC
0
191 (APR light will flash to signify that 0
APR mode is armed). 0
NOTE: If the APR mode is selected with 0
the aircraft level within *4 degrees and
within 2-3 dots of course deviation, APR 0
arm mode will be bypassed and the APR
mode will engage directly.
e
0
8
42
e
5. The autopilot will fly the selected
heading until entering the capture
zone, then turn to intercept the course.
The "HDG" light will go off and the
"APR' light will illuminate steadily as
the APR mode goes from arm to
engage.
6. The autopilot will bank as necessary
to maintain course.
7.Once localizer course capture has
occurred on an ILS approach, the
glideslope mode is armed. Automatic
capture occurs as the aircraft
approaches the glideslope from either
above or below. When the intercept
occurs, "GS' is illuminated on the
annunciator panel. The autopilot will
maintain the glideslope with pitch cor-
rections. If altitude hold (ALT) mode
had been engaged prior to GS cap-
ture, it will disengage at capture and
the ALT light will go out.
NOTE: For system limitations refer to your
Flight Manual Supplement.
NOTE: GS is locked out on VOR and RNAV
APR.
(See page 56/57 for illustration)

43
I BACK COURSE (BC) MODE
USING THE KG 107/Kl 206
INDICATORS
In the back course (BC) mode the
autopilot intercepts and tracks a reverse
course ILS. To operate in the BC mode
(with the KAP 150 currently in the HDG
mode):
1. Tune the frequency for the selected
ILS back course.
2. Select the back course mode by
either depressing the "APR" button
and then the BC button, or by merely
depressing the BC button itself. (The
"HDG" light will remain illuminated, BC
will illuminate, and the "APR" light will
flash to signify that the APR mode is
armed.)
3. Within five seconds, move the heading
'bug" on the KG 107 to the same mag-
netic heading as the selected front
course (090 degrees in this example).
NOTE: If the BC APR mode is selected with
the aircraft level within *4 degrees and
within 2-3 dots of course deviation, BC APR
arm mode will be bypassed and the BC
APR mode will engage directly.
4. The autopilot will fly an automatic 45
degree intercept heading until within
the capture zone, then intercept and
fly the desired course, which will be a
I reciprocal to the front course. (The
"HDG" light will go off and the "APR"
light will illuminate steadily as the BC
mode goes from arm to engage.)
5. The autopilot will bank as required to
maintain course. Automatic crosswind
compensation will provide precise
tracking. (The glideslope is locked
out because this is a back course
approach.)
(See page 50/51 for illustration)

44
BACK COURSE (BC) MODE
USING THE OPTIONAL KI
525A PNI
In the back course (BC) mode the
autopilot intercepts and tracks a reverse
course ILS. To operate in the BC mode:
1. Tune the frequency for the selected
ILS back course.
2. BE CERTAIN TO SET IN THE ILS
FRONT COURSE EVEN THOUGH
YOU WILL BE FLYING A RECIPRO-
CAL HEADING ON AN ILS BACK
COURSE APPROACH. FOR EXAM-
PLE, A BC APPROACH MIGHT HAVE
A FRONT COURSE OF 090 DEGREES
WHICH YOU WILL SET IN AS YOU
FLY A BACK COURSE HEADING OF
270 DEGREES TO RUNWAY 27.
3. Establish the desired intercept angle
by setting the heading "bug" on the
intercept heading and activate the
HDG mode. ("HDG" light will illumi-
nate.)
4. Select the back course mode by
either depressing the "APR" button
and then the BC button, or by merely
(See page 52/53 for illustration) depressing the BC button itself. (HDG
will remain illuminated, BC will illumi-
nate, and APR will flash to signify that
APR mode is armed.)
NOTE: If the BC APR mode is selected with
the aircraft level within +4 degrees and
within 2-3 dots of course deviation, BC APR
arm mode will be bypassed and the BC
APR mode will engage directly.
(continued)
NOTE: For system limitations refer to your
Flight Manual Supplement.

45
5.The autopilot will fly the selected
heading until entering the capture
zone, then turn to intercept the course
The "HDG" light will go off and the
"APR" light will illuminate steadily as
the BC mode goes from arm to
engage.
6. The autopilot will bank as required to
maintain course. Automatic crosswind
compensation will provide precise
tracking. (The glideslope is locked
out because this is a back course
approach.)

ALTITUDE HOLD MODE


(ALT)
In the altitude hold (ALT) mode, the
autopilot maintains the altitude at which the
mode was engaged. To operate in the ALT
mode:
1. Depress the "ALT" button when the air-
craft has reached the altitude you wish
to maintain. (For smoother operation,
press the "ALT' button when the verti-
cal velocity is no more than 500 fpm.)
2. The autopilot will then make the
required pitch changes to keep the air-
craft level at the selected altitude.
3. The vertical trim switch may be used
to adjust altitude up or down at
approximately 500 fpm without disen-
gaging altitude hold. (The ALT mode
is canceled by automatic glideslope
capture or by depressing the "ALT"
button.) When the vertical trim switch
is released, the autopilot will maintain
the new altitude.

46
/I

AUTO/MANUAL TRIM CONTROL WHEEL STEERING


MODE (CWS)
The KAP 150 includes as standard
equipment an automatic and manual elec- With the autopilot engaged, control
tric trim. This allows the KAP 150 system to wheel steering (CWS) allows the pilot to
trim off elevator control surface pressures maneuver the aircraft without disengaging
while the autopilot is controlling the elevator the autopilot.
through a pitch servo. If the autopilot isn't To use control wheel steering, depress
engaged and the pilot is hand flying the air- the CWS button on the yoke. This releases
craft, the manual electric trim switch mount- the autopilot servos and allows you to
ed on the yoke can be used to trim off ele- assume manual control while autopilot con-
vator control forces. trol functions are placed in a synchroniza-
tion state. This means that when you
release the CWS button, the autopilot will
smoothly resume control of the aircraft and
fly it to the lateral command you were using
prior to engaging CWS. The vertical com-
mand used by the autopilot will be the one
existing when CWS is released.

NOTE: For system limitations refer to your


Flight Manual Supplement.

47
1-7
L-
_s

I--I

8
0
I)

0
0
0 B
0
I,
r)
0
m
0 49
0
m
W
0
I

---i

I.
0
D
a
[I
E
l

00
1
.

51
I
53
54
LI
e
0
0
8
c
0
0
e
0
0
I,

0
a
*8 I

I)
0
9
e
0
e
0
0
0
0
8
0
0
0
0

*
0
0
0
0
e
0
I,

e
a .5
I

57
1.
5%
8
0
0
0

I)
0
0
I)
0
0
W' :
c\i
0
0
0
a
a
a

I)
59
0
I-
e
0
0
e -
I,
0
0
0
0
0
0
a
0
0
0 A-
0
e
0
e
0
0
0
0
0
0
0
a
a
e
a
0
0
e
c
0

0
0
0
0
0
0
0
e
e
e 61
0
0
0
0
0
0
0
0
0
0
0
0
0
0
N 0
A 0
0
0
0
Objective: Interceptthe desired course and complete a 'direct to' operation after passing 0
waypoint 'B' while coupled to a Long Range Nav.
0
0
0
0
0
0
0
0
0
0
0
0
1. The aircraft is engaged in 2. As the aircraft crosses way- 3. The aircraft changes the 0
Heading (HDG) and point 'B', the course pointer active waypoint "D'via a 0
Altitude Hold (ALT) mode. must be rotated to reflect 'direct to' operation with the
A flight plan from waypoint the course or bearing to Long Range Nav. The 0
'A" to "B' to 'C'is entered the new active waypoint course pointer must be
in the Long Range Nav. (135"in this case). rotated to 225' to reflect 0
The course pointer is the bearing to 'D". The 0
selected to 090' and NAV autopilot will then correctly
Arm is activated by press- track the course to way- 0
ing the NAV button. The point "D'.
aircraft is heading 045"to 0
intercept the course. As
the course deviation bar NOTE: The course arrow on the KI 525A must be set at the 0
moves toward the center Desired Track or OBS setting indicated by the Long Range Nav. 0
position, NAV mode is cou- Moving the course pointer does not affect movement or location
pled and tracks the Long of the Lemight D-Bar. However, in order for the KAP 150 to 0
Range Nav. track the course, the proper course must be set in the HSI.
0
62
0
m
I)
0
0 THE KAP 100 AUTOPILOT SYSTEM
0
0
0
0
0
0
0
0
0
0
0
0
0
0
I)
0
0
0
0
0
0
0
0 The KAP 100 is a single-axis, digital, KI 525A PNI may be chosen instead. (If
0 panel-mounted autopilot designed to incor-
porate substantial pilot workload relief ben-
you are unfamiliar with the operation of a
Pictorial Navigation Indicator (PNI) you
0 efits into a highly affordable system for both should stop here and review the section of
0 light single and twin engine aircraft. the KCS 55A Compass System on page
a The KAP 100 is capable not only of fly-
ing the aircraft in a wings level attitude, but
95.)
The KG 107 is not a slaved system,
0 also of intercepting and tracking headings whichvneans the gyro must be adjusted
and courses. It can fly all of the lateral periodically to correct fqr precession.
0 modes flown by the KAP 150 including The KG lOLdispla+s aircraft magnetic
0 heading hold (HDG), NAV (NAV), approach heading, and radio rfavi&ttion course infor-
0 (APR) and back course (BC).
Like the KAP 150, the KAP 100 comes
mation must be read from the associated
CDI to monitor the horizontal navigation
0 equipped with the King KG 107 directional results of autopilot control movements.
0 gyro as standard equipment, but an option-
al KCS 55A Compass System with a
0
0
0
0
0
0
0
63
0
0
0
0
0
Trim Failure 0
Warninc 0
I
0
0
0
0
0
0

Heading
/ Navigate (NAV) Autopilot
0
0
Hold (HDG) (VOR/RNAV) Course (BC) Engage (AP ENG) 0
Approach (APR) Self-Test 0
(ILS, VOR or RNAV) 0
0
0
0
0
0
Control Wheel 0
0
0
0
0
0
0
Mode Autopilot Action
0
0
Attitude Reference Power on and no modes s&ected. KG 258
displaysaircraft attitude and KGS 107 displays 0
unslaved heading. Align headingto magnetic 0
compass by pushing and rotating the knob on
the lower left of the KG 107 and update 0
periodicallyto correct for precession. (With the
optional KCS 55A Compass System, a KI 525A
0
PNI is installedin place of the KG 107. The PNI 0
will display slaved aircraft heading and requires 0
no periodic update.)
Autopilot Engage (AP ENG) Aircraft control surfaces (ailerons) smoothly 0
respond to satisfy the autopilot modes selected
by the pilot. 0
0
0
0
64
0
0
0
0
0
0 Heading(HDG) Select desired headingon the 'bug' on the
KG 107 (or optional KI 525A), and the autopilot
0 will turn to and maintainthe heading.
0 Navigate (NAV)
(VORmNAV)
With a VOR course (or RNAV on RNAV equipped
aircraft) selected on the CDI or PNI, the autopilot
0 will intercept and track the appropriate course.
0 Approach (APR) With an ILS or VOR (or RNAV) course selected
0 (ILS, VOR or on the CDI or PNI, the autopilot will intercept
RNAV) and track the appropriate ILS localizer only, VOR
or RNAV course.
0
Back Course (BC) With the front course ILS set on the CDI or PNI,
0 the autopilot will capture and track a reverse
0 localizer course.

0 Test Button Depressing the test buttoninitiates a test of the


KAP 100 circuitry includingoperation of the King
0 manual electric trim (if installed). The test must
0 be performedafter turn on before the autopilot
can be engaged.
0
0 Control Wheel This optional feature for the KAP 100 includes
Steering a switch mounted on the control wheel which
(I (CWS) allows you to maneuver the aircraft in the roll axis
0 without disengagingthe autopilot. After the CWS
switch is released, the autopilot resumes control
0 of the aircraft.
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0 65
0
0
0
OPERATING THE KAP I00 SYSTEM 0
0
When initially powered (no modes 0
selected), the KAP 100 will display aircraft
attitude on the KG 258 and unslaved head-
0
ing on the KG 107. Align heading to the 0
magnetic compass by pushing and rotating 0
the knob on the lower left of the KG 107
and update it periodically to correct for pre-
0
cession. 0
0
0
0
0
0
0
0
0
System Self-Test 0
The KAP 100 system incorporates a 0
system self-test function which is activated 0
by a test button on the KC 190 Mode
ControllComputerlAnnunciator. The test
0
must be performed before the autopilot can 0
be engaged. The test determines, before
takeoff, that the system is operating normal-
0
ly. To perform the test, momentarily push 0
the test button: 0
1. All annunciator lights, the trim light and
autopilot light will illuminate. 0
2. The trim light will flash 4 times.* 0
3. The annunciator legends will go blank,
an aural tone will beep (approx. 6
0
times) and the 'AP' light will flash a
(approx. 12-13 times) and go off. (If 0
the AP light fails to flash you will be
unable to engage the autopilot.) a
4. The KC 190 display will go blank. 0
The test checks all digital computing
capability, the disconnect capability of the
0
autopilot, and the failure annunciator sys- 0
tem. CAUTION: If the trim legend flashes
at the end of the test it indicates there is a
0
failure in the King Manual Electric Trim. 0
(See a qualified King Service Agency for 0
repair.)
0
*On systems with King manual electric trim
only.
0
0
0
0
66
0
0 'zr-4

0
0 Attitude Reference Mode Attitude Gyro Operation Note: When
0 Of ODeration shutting down the aircraft for short periods
a of time, make sure the Attitude Gyro has
completely spun down before starting oper-
The system will be in the basic attitude
0 reference or "gyro" mode with engine(s) run- ations again. Gyro spin down occurs when
0 ning and aircraft power on, but no modes the air supply is cut off to the gyro and usu-
a selected (annunciator panel blank). Aircraft
heading is shown on the KG 107 and pitch
ally takes about 10 minutes.
During Gyro spin down most gyros
0 and roll attitude on the KG 258 Horizon have a tendency to 'tilt" (precess) to one
Reference Indicator. (When the optional KI side. If the air supply is reapplied to the
525A PNI is installed in place of the KG gyro while in this state, slow gyro erection
0 107, aircraft heading will be shown on the (leveling) will occur due to gyro inertia. If
0 KI 525A.) aircraft operations are initiated before the
e gyro is fully erected, there is a greater pos-
sibility that the gyro may tumble causing
0 loss of primary attitude information from the
Attitude Gyro.
0
0
0
e
0
0 AF

0
0
0
0 AUTOPILOT (AP) MODE
0 NOTE: The autopilot cannot be engaged
0 and used after power has been applied to
the system until the system self-test has
0 been performed.
0 The autopilot provides single axis (roll)
e stabilization as well as automatic response
to all selected autopilot modes.
0 On initial engagement, with no other
0 autopilot modes selected on the KC 190,
the KAP 100 will fly the aircraft wings level.

0 Warning: Whenever the autopilot is disen-


0 gaged, the AP legend on the annunciator
panel will flash and an aural tone will sound
0 to alert the pilot.
0 NOTE: For system limitations refer to the
a Flight Manual Supplement for your particu-
0 lar aircraft.

0
0
0 67
t AP
1

HEADING SELECT (HDG) MODE


In the heading mode, the autopilot will
intercept and fly a selected heading. The
following steps should be taken to operate
in the heading mode:
1. Move the heading 'bug" to the desired
heading on the KG 107 using the
heading select knob. (If the optional
KI 525A is installed, set the heading
"bug" on it instead.)
2. Depress the HDG button on the KC 0
190 to engage the heading select
mode. With the autopilot engaged, the
0
autopilot will turn the aircraft in the
shortest direction to intercept and fly
the heading.
3. If you move the heading "bug" again
while the heading select mode is
engaged, the autopilot will immediately
turn the aircraft in the direction of the
new heading.

0
0

0
0
0
0
0
0
0
0
a RF III
a
0
0
0 NAVIGATION (NAV) MODE
0 USING THE KG 107/Kl206
0 INDICATORS (VOR, RNAV)
0 In the navigation (NAV) mode the
0 autopilot intercepts and tracks VOR and
RNAV courses. To operate in the NAV
0 mode (with the KAP 100 currently in HDG
0 mode):
a 1. Tune the frequency for the selected
VOR (or VORTAC) station. For RNAV,
0 set in the waypoint distance and VOR-
TAC radial.
2. Set the OBS to the desired course.
0 3. Depress the NAV button on the KC
0 190. (HDG will remain illuminated and
0 NAV will flash to signify that the NAV
mode is armed.)
0 NOTE: If the NAV mode is selected with the
aircraft level within *4 degrees and within
0 2-3 dots of course deviation, NAV arm
mode will be bypassed and the NAV mode
0 will engage directly.
0 4. Within five seconds, move the heading
0 bug on the KG 107 to the same mag-
netic heading as the selected course
on the CDI.
5. The autopilot will fly an automatic 45
degree intercept heading until within
the capture zone,* then intercept and
fly the desir3d.course. The "HDG" light
will go off and the 'NAV' light will illumi-
nate steadily as the 'NAV" mode goes
from arm to engage.
6. The autopilot will bank as necessary to
maintain course.
P
NOTE: You should consider using HDG select
T h e capture point will vary depending on mode just prior to VOR station passage. If the
the angle of intercept and the rate of autopilot is engaged in NAV mode it may
change of VORFINAV radials. cause erratic maneuvers while following a
rapidly changing course deviation needle as
(See page 84/85 for illustration) the aircraft flies in the cone of confusion.
NOTE: For system limitations refer to the Flight
Manual Supplement for your particular aircraft.

69
MVIG4Tlm IMW MODE USING

k
In the navigation (NAV) mode, the
autopilot intercepts and tracks VOR and
RNAV courses. To operate in the NAV
mode:
1. Tune the frequency for the selected
VOR (or VORTAC) station. For RNAV,
set in the waypoint distance and VOR-
TAC radial.
2. Set the desired course on the KI 525A
PNI.
3. Establish the desired intercept angle
by setting the heading 'bug' on the
intercept heading and activate HDG
mode. The KAP 100 can perform all-
angle intercepts when using the KI
525A PNI. (HDG light will illuminate.)
4. Depress the NAV button on the KC
190. (NAV light will flash to signify that
NAV mode is armed.)
NOTE: If the NAV mode is selected with the
aircraft level within *4 degrees and within
2-3 dots of course deviation, NAV arm
mode will be bypassed and the NAV mode NOTE: You should consider using HDG
will engage directly. select mode just prior to VOR station pas-
sage. If the ahtopilot is engaged in NAV
5. The autopilot will fly the selected
mode it may cause erratic maneuvers while
heading until entering the capture
following a rapidly changiag &ouise devia-
zone,* then turn to intercept the select-
tion needle as the aircraft flies in the cone
ed course. The HDG light will go off
of confusion.
and the NAV light will illuminate steadi-
ly as the NAV mode goes from arm to
engage.
6. The autopilot will bank as necessary to
maintain course.
*The capture point will vary depending on
the angle of intercept and the rate of
change of VORRNAV radials.

(See page 86/87 for illustration)

70
0
0
0
0
0
0
0
0
0
0
8 APPROACH (APR) MODE
USING THE KG 107/Kl206
0 INDICATORS
0
0 The approach (APR) mode allows the
autopilot to intercept and track ILS localizer,
0 or VOR or RNAV courses. To operate in the
e APR mode (with the KAP 100 currently in
HDG mode):
0
1. Tune the frequency for the selected
0 ILS, VOR or RNAV approach.
0 2. Set the OBS to the final approach
0 course (front course for ILS even when
flying a reverse course approach).
0 3. Check the heading displayed on the
0 KG 107 against the magnetic compass
and reset if necessary.
0 4. Depress the "APR' button on the KC
0 190 (HDG will remain illuminated and
APR will flash to signify that APR mode
0 is armed).
0 NOTE: If the APR mode is selected with the
0 aircraft level within *4 degrees and within
0 2-3 dots of course deviation, APR arm
mode will be bypassed and the APR mode
0 will engage directly.
0 5.Within five seconds, move the heading
0 'bug" on the KG 107 to the same mag-
0 netic heading as the selected course
on the CDI. L, .-
0 6.The autopilot will fly an automatic 45
0 degree intercept heading until within
the capture zone, then intercept and fly
0 the desired course. The "HDG' light
0 will go off and the 'APR' light will illumi-
nate steadily as the APR mode goes
0 from arm to engage.
0 7.The autopilot will bank as necessary to
0 maintain the localizer or approach
course.
0
NOTE: For system limitations refer to your
0 Flight Manual Supplement.
0 (See page 80/8lfor illustration)
0
0 71
0
0
0
0
0
0
0
0
0
0
APPROACH (APR) MODE USING
0
THE OPTIONAL KI 525A PNI 0
0
The approach (APR) mode allows the
autopilot to intercept and track ILS (localiz-
0
er only), VOR and RNAV courses. To oper- 0
ate in the APR mode:
1. Tune the frequency for the selected
0
ILS, VOR or RNAV approach. 0
2. Set the final approach course on the 0
KI 525A PNI.
3.Establish the desired intercept angle 0
by setting the heading 'bug' on the 0
intercept heading and activate the
HDG mode.
0
4. Depress the "APR' button on the KC 0
190 (APR light will flash to signify that
APR mode is armed).
0
0
NOTE: If the APR mode is selected with
the aircraft level within i4 degrees and 0
within 2-3 dots of course deviation, APR 0
arm mode will be bypassed and the APR
mode will engage directly.
0
5. The autopilot will fly the selected head-
0
ing until entering the capture zone, 0
then turn to intercept the course. The 0
"HDG' light will go off and the 'APR'
light will illuminate steadily as the APR
0
mode goes from arm to engage. 0
6. The autopilot will bank as necessary to
maintain course.
0
(See page 82/83 for illustration)
0
0
0
0
0
0
0
0
0
0
0
72
0
0
0 ' ..
0
0
0
0
0
0
0
0 1~ BACK COURSE (BC) MODE
USING THE KG 107/Kl 206
0 INDICATORS
0
In the back course (BC) mode the
0 autopilot intercepts and tracks a reverse
0 course ILS. To operate in the BC mode
0 (with the KAP 100 currently in the HDG
mode):
0 1. Tune the frequency for the selected ILS
0 back course.
2. Select the back course mode by either
0 depressing the APR button and then
0 the BC button, or by merely depress-
ing the BC button itself.
0 3. Within five seconds, move the heading
0 'bug' on the KG 107 to the same mag-
0 netic heading as the selected front
course (090 degrees in this example).
0 The 'HDG' light will remain illuminated,
0 and the 'APR' light will flash to signify
that the APR mode is armed.
0
NOTE: If the BC APR mode is selected with
0 the aircraft level within *4 degrees and
0 within 2-3 dots of course deviation, BC APR
0 arm mode will be bypassed and the BC
APR mode will engage directly.
0
4. The autopilot will fly an automatic 45
0 degree intercept heading until within
0 the capture zone, then intercept and
fly the desir& &urse, which will be a
0 reciprocal to the front course. The
0 'HDG" light will go off and the 'APR'
0 light will illuminate steadily as the BC
mode goes from arm to engage.
0 5. The autopilot will bank as required to
0 maintain course. Automatic crosswind
compensation will provide precise
0 tracking.
0 NOTE: For system limitations refer to your
0 Flight Manual Supplement.
0 (See page 76/77 for illustration)
0
0
0
0
0
0
0
0
0

I
0
0
I 0
0
0
BACK COURSE (BC) MODE 0
USING THE OPTIONAL KI
525A PNI 0
0
In the back course (BC) mode the
autopilot intercepts and tracks a reverse
0
course ILS. To operate in the BC mode: 0
1, Tune the frequency for the selected
ILS back course.
0
2. BE CERTAIN TO SET IN THE ILS 0
FRONT COURSE EVEN THOUGH YOU 0
WILL BE FLYING A RECIPROCAL
HEADING ON AN ILS BACK COURSE 0
APPROACH. FOR EXAMPLE, A BC 0
APPROACH MIGHT HAVE A FRONT
COURSE OF 090 DEGREES WHICH
0
YOU WILL SET IN AS YOU FLY A 0
BACK COURSE HEADING OF 270
DEGREES TO RUNWAY 27.
0
3. Establish the desired intercept angle 0
by setting the heading 'bug' on the 0
intercept heading and activate the
HDG mode. ('HDG' light will illumi-
0
nate.) 0
4. Select the back course mode by either I 0
depressing the 'APR' button and then
the BC button, or by merely depress- 0
ing the BC button itself. (HDG will 0
remain illuminated, BC will illuminate, 5. The autopilot will fly the selected head-
and APR will flash to signify that APR ing until entering the capture zone, 0
mode is armed.) then turn to intercept the course. The 0
'HDG" light will go brr ahd the 'APR'
NOTE: If the BC APR mode is selected with
light will illuminate steadily as the BC
0
the aircraft level within *4 degrees and
within 2-3 dots of course deviation, BC APR
mode goes from arm to engage. 0
arm mode will be bypassed and the BC
6.The autopilot will bank as required to
maintain course. Automatic crosswind
0
APR mode will engage directly.
compensation will provide precise 0
(See page 78/79 for illustration) tracking. 0
0
0
0
0
0
0
0
74
MANUAL ELECTRIC TRIM CONTROL WHEEL STEERING
(OPTIONAL) (C WS) MODE (OPTIONAL)
Manual electric trim can be obtained Control wheel steering is included as
as an option with the KAP 100. This will part of the King Manual Electric Trim option
make it easier for the pilot to trim off eleva- with the KAP 100. It allows the pilot to
tor control surface pressures. maneuver the aircraft in the roll axis without
disengaging the autopilot.
To use control wheel steering (CWS),
depress the CWS button on the yoke. This
releases the autopilot roll servo and allows
you to assume manual control while the
autopilot functions are placed in a synchro-
nization state. This means that when you
release the CWS button, the autopilot will
0 smoothly resume control of the aircraft and
fly it to the lateral command you were using
prior to engaging CWS.
NOTE: For system limitations refer to your
Flight Manual Supplement.

0
0
0
0
0
0
0 75
0
0
a
0
0
0
a
a
0
a
e
0
0
0
a
e
0
0
0
0
0
e
0
0
0
0
a
0
0 -1
I
a
e
0
a
0
e
a
a
0
0
0
0
0
0
0 r7
0
I /

1 e
0

0
0
0
0

0
0
0

a
0

0
0
0
0

0
e
1
0

0
0
0
0
0
79
80
f
!
:.
C
E
ti

:.
0
0
I

iiii
b

a2
0
A

83
I
I
I

84 a
85
-L .
-*i
I

m
:.

a7
1
0
Long Range Nav Tracking *-
KAP 100 System 0
e
WPT B e
II , , ~ - - w 70900-k
~
a
I
Q \ %bo
e
0
0
%
I

0
L
\
\
*-- ----

N
A

Objective: Intercept the desired courba and complete a 'direct to' operation after passiny wdy-
point "B'while coupled to a Long Range Nav.
e
0
' A ' 0
+--tu*
e
@
0
0
0
L -- @

1. The aircraft is engaged in


Heading (HDG) and
2. As the aircraft crosses way-
point 'E, the Heading Bug,
L
3. The akraft changes the
active waypoint 'D" via a
0
e
0
Altitude Hold (ALT) mode.
A flight plan from waypoint
which acts as the course
pointer in NAV mode, must
'direct to" operation with the
Long Range Nav. The
0
'A" to 'B to "C' is entered in be rotated to reflect the Heading Bug must be 0
the Long Range Nav. NAV
Arm is activated by press-
course or bearing to the
new active waypoint (135'
rotated to 225" to reflect
the bearing to "D". The
0
ing the NAV button. The in this case). autopilot will then correctly e
Heading Bug, which acts track the course to way-
as the course pointer, is point 'D". 0
then selected within five
seconds to 090". The
a
autopilot commands a 060 NOTE: In order for the KAP 100 to track the course in NAV
intercept until coupled. mode, the heading bug on the KG 107 must be set at the
uponcoupling, the Desired Track or OBS setting indicated by the Long Range
lot tracks the L~~~R~~~~ Nav. Moving the OBS on the CDI does not affect movement 0
Nav. or location of the Left/Right D-Bar, but only provides a course
reference.
aa
OPTIONAL KAS 2978
ALTITUDE AND VERZICAL SPEED SELECTOR
The KAS 2978 adds the versatility and The diagram below shows the normal
benefits of Altitude Preselect and Vertical system components including the KEA
Speed Select to the KAP 150 and KFC 150 130A which provides altitude and baromet-
Flight Control systems. Altitude Alerting as ric correction information to the KAS 2978.
defined by F.A.R. 91.51 is also provided.

Typical AltitudeNertical Speed KC 191, KC 192


Selection Components Computer/Controller/
Annunciator

[[il I
7
kMA Z4 A Sonalert

1
(Aural Altitude Alert) (Aural Altitude Alert)
I
c If!!- -
Altitude/

p:
l
2 ; t(..- 31

KAS 2978
AltitudeNertical
KEA 130A Speed Selector
Encoding Altimeter Red--Sensor Output
Bludomputation Input

Photocell dims Vertical Speed Altitude Alert


display automatically Mode Annunciator Annunciator

Verticat Speed Up Concentric knobs


allow easy setting
of altitude
Vertical Speed or vertical speed.
Mode Button

v?t?td/
Altitude Select
Mode Button

Down
/-
Feet Annunciator
Gas discharge display
shows selected altitude
or vertical speed.

Altitude Arm / Altitudecapture Feet Per Minute


Mode Annunciator Mode Annunciator Annunciator

89
0
0
0
0
on until 300 feet* from selected altitude.
0
When the aircraft reaches the selected alti- 0
tude, a 2 second ALERT annunciation and 0
aural tone alerts the pilot to the aircraft's
altitude. e
Until a new altitude is selected, the 0
system will provide alerting any time the air-
Altitude Preselect Operation craft's altitude varies more than 300 feet*
0
from the selected altitude. 0
To select a new altitude, the KAS 2978
must be displaying feet (FT). If it is display-
*The inner alerting altitude can be set
at time of installation to be either selected
0
ing feet per minute (FT/MIN), push the inner altitude i500 or i 3 0 0 feet. Particular STC's 0
concentric knob to the 'in' position. may require the use of one of these set- 0
Rotating the outer concentric knob will tings. Consult your aircraft Flight Manual
select altitude in 1000 ft. increments up to a Supplement for details. 0
maximum of 35,000 feet. The inner concen- 0
tric knob controls altitude in 100 ft. incre-
ments.
e
Once the correct altitude has been 0
entered, push the ARM button to arm the
altitude capture mode. Use pitch attitude
e
hold or select a vertical speed to guide the 0
aircraft to the new altitude. 0
As the aircraft nears the selected alti-
tude, a pitch round out is computed by the
KAS 2978 based on the aircraft's vertical
.- 0
0
speed. When the KAS 2978 determines the Vertical Speed Select Operation 0
round out should begin, the display will
change from arm (ARM) to capture (CAPT) Vertical speed may be engaged in 0
and Vertical Speed mode will be disen- either of two ways: by preselecting a verti- 0
gaged if it was in use. At the selected alti-
tude, Altitude Hold is engaged and CAPT
cal speed on the KAS 2978 or by engaging
vertical speed at its present value and then e
mode is disengaged. modifying a rate of climb or descent using 0
the vertical trim rocker switch on the KC
191/192, the CWS button or rotating the
0
select knob on the KAS 2978 with the inner e
knob pulled to the out position. 0
NOTE: The pointer of a mechanical Vertical
Speed Indicator has a w i c a l accuracy of
0
i 5 to i 1 5 % depending on rate and altitude. 0
Therefore, the aircraft may actually be hold- 0
ing the selected vertical speed even if the
mechanical VSI disagrees. Timing altitude
..
Altitude Alerting
changes (e.9. 500 ft/min for 3 minutes e
should yield a 1,500 ft change in altitude) is
the most accurate method of determining
0
Regardless of whether the flight control
which is correct. 0
system is engaged, the KAS 2978 provides
altitude alerting to alert arrival at and devia-
Also VSl's have a substantial lag in 0
tion from the selected altitude.
When the aircraft reaches 1,000 feet
indication inherent in their design
(Instantaneous, or lVSl indicators, reduce a
from the selected altitude, the KAS 2978 will
this lag considerably). Comparisons made 0
annunciate ALERT and a 2 second aural
prior to the stabilization of vertical speed
will not be valid.
e
tone will sound. The ALERT will stay 0
90
e
' 4r-,
I,
0
0
Vertical Soeed Preselect Vertical Soeed Svnch
0
I) To preselect a vertical speed, pull the Vertical Speed synch may be used to
inner concentric knob out. The last used maintain the aircraft's current vertical speed
0 vertical speed, an up or down arrow, and by pushing the engage (ENG) button while
e FT/MIN will be annunciated. Rotating the the KAS 2978 is displaying altitude.
0 inner knob adjusts vertical speed in 100
feet per minute increments while the outer
Immediately upon engaging VS synch, the
KAS 2976 will display for 2 seconds the
0 knob controls the 1,000 feet per minute digit vertical speed which the KAP/KFC 150 sys-
e up to a maximum of *3,000feethin. When tem will hold. Vertical Speed can be varied
a the selected vertical speed passes through
zero the up/down arrow will change direc-
up or down just as described in Vertical
Speed Preselect.
e tions. To engage this selected rate, push
the engage (ENG) button (while vertical
0 speed is displayed). Altitude Hold, if
0 engaged, will be canceled and the system
0 will capture the commanded vertical speed.

a If a change in vertical speed is


desired, the vertical trim rocker switch may Test Mode
be used to slew the rate up or down at 100
feet per minute for every second the rocker When the preflight test button on the
0 switch is held down. Vertical speed can KC 191/192 is pushed, all legends and dig-
0 also be modified by holding down the CWS its are displayed on the KAS 2978 to con-
0 button and changing pitch attitude until the
desired vertical speed command is dis-
firm the display's integrity.

played on the KAS 2978. If the KAS 2978


is displaying altitude at the time, vertical
e speed will be displayed until after the CWS
switch is released.
e The inner knob on the KAS 2976 can
be pulled out at any time to display the ver-
0 tical speed command. Rotating the knob
0 while it is "out' will vary the vertical speed
0 command.

I)

0
0
e
0
0
a
0
0
0
m
0 91
0
c
0
0
0
0
0
0
0
0
e
0
V
0
1. You have lifted off having previously set 2. As the aircraft reaches assjgned altitude, 0
the assigned altitude of 11,ooOfeet. alerting i provided and a pitch round out
When a safe altitude is reached, the is compusted. At the appropriate altitude, 0
autopilot is engaged, altitude is ARMed, the autopilot has disengaged VS mode 0
and the aircraft is climbing to the and annunciated thedhmge to altitude
assigned altitude in pitch attitude hold. capture (CAPT)mode. 0
Once a stable rate of climb is established,
the engage (ENG) button is pushed while
e
the selected altitude is showing; engaging 0
VS at its present value. The KAS 2978
will automatically display this vertical
e
speed for 2 seconds after pushing VS 0
ENGage.
1A. The vertical trim rocker switch on the KC
e
191/192 is being used to slew the VS e
command, and the selected altitude dis-
play is replaced by vertical speed until 2
e
seconds after the rocker switch is 0
released.
CWS or the VS select knob may also be
e
used to varythe VS command. 0
92
0
1 0
W
0
e
0
0
0
b
0
e
0
a
I) 3. You have now reached the assigned alti- 4. In preparation for the descent, the new
e tude of 11.OOO feet and the autoDilot has
automati&lly engaged altitude hold.
altitude is Dreset in the KAS 297B. When
thk descent is to be started, the new alti-
tude is ARMed, fhe inner concentric knob
e is pulled out,the$esfred vertical speed is
entered and the ENG Button is pushed
r) with vertical speed displayed.
Operation of the autopilot in descent is
0 identical to operation in climb with a pitch .
0 round out allowing a smooth capture of
the assigned altitude.
0
9
0
0
0
0

e 93
0
NOTES

94
0
0
0 KING KCS 55A COMPASS SYSTEM
0
0
0
0 r
0
0
0
0
0
0 KA 51A
0
0
0
0 ki 525A
0
0
0
0
0
0
0
0
0 1

m
0
0
0
KMT 112
1
0
~ ~~~~~

0 The KCS 55A Compass System, which The panel-mounted KI 525A PNI com-
0 includes the KA 51A or KA 51B Slaving bines the display functions of both the stan-
Control and Compensator Unit, the KMT 112
0 Magnetic Slaving Transmitter and the KG
dard Directional Gyro and the Course
Deviation Indicator's VOR/LOC/Glideslope
0 102A Directional Gyro as well as the KI 525A informationto provide the pilot with a single
0 Pictorial Navigation Indicator is an integral visual presentation of the complete horizontal
part of the KFC 150 Flight Control System. It navigation situation. This greatly simplifies
0 is also available as an option on the KAP 150 course orientation, interception and tracking,
0 and KAP 100 Autopilot Systems. while eliminating the need for scan coordina-
tion between two separate indicators.
0
0
0
0
0
KI 525A INDICATOR 0
e
0
0
NAV Warning Lubber Line Compass 0

\ I /
Flag Warning Flag
0
0
Heading Course 0
Select / Select 0
Pointer
0
Bug \ 0
0
To-From
Indicator
0
Dual
0
Glideslope 0
Pointers 0

Symbolic
Aircraft
- Glideslope
Deviation
Scale
0
0
0
0
0
\ Select
Heading
0
0
Knob 0

Coiirse
Select Knob
VOWLOC
Deviation Scale
\ Compass Card
0
0
0
0
d :
0
0
The KI 525A Pictorial Navigation 0
Indicator is the panel display for the KCS 0
55A Compass System. It replaces the stan-
dard Directional Gyro and Course Deviation
0
Indicator (CDI) in the aircraft's panel, com- 0
bining slaved heading and
VOR/LOC/Glideslopedeviation information
0
into one compact display. By providing a 0
simple, comprehensive visual presentation 0
of the aircraft's heading and position in rela-
tion to a desired course, the pilot's naviga- 0
tion workload is considerably reduced. 0
0
0
96
0
0
0 DESCRIPTION OE I/)IDICATOR
0 AND DISPLAY FUNCTIONS
e
0 Compass Card - Responding to the Deviation Scale - When tuned to a
0 input from the slaved directional gyro, this VOR frequency, each white dot represents 2
card rotates within the display so that the degrees of deviation left or right of course.
0 aircraft heading is always at the top, under When tuned to a Localizer, the deviation is
0 the lubber line. 1/2 degree per dot. In RNAV "APR' the
scale is 1/4 nautical mile per dot. In RNAV
0 Lubber Line - A fixed white marker at 'ENROUTE' mode the scale is 1 nautical
the top of the display that indicates aircraft mile per dot.*
a magnetic heading on the compass card.
Heading Select Bug - A movable
0 Symbolic Aircraft - A fixed representa- orange marker on the outer perimeter of the
0 tion of the actual aircraft. This miniature air- display, used primarily to select the desired
craft always points toward the top of the heading you wish to fly. This desired head-
display and the lubber line. ing is coupled to the KFC 150 Flight
0 Director, KAP 150 Autopilot or KAP 100
0 Selected Course Pointer - On this two- Autopilot to provide the 'Heading Select'
part arrow, the 'head' indicates the desired function.
0 VOR or Localizer course and the 'tail' indi-
0 cates the reciprocal. This pointer is set by Heading Select Knob - Used to rotate
rotating the course select knob. the heading select bug to a desired point
0 on the compass card.
0 Course Select Knob - Used to rotate
the course pointer to the desired course on To-From Indicator - A white triangle
0 the compass card. This knob corresponds near the center of the display that indicates,
0 to the Omni Bearing Selector (OBS) on with reference to the OBS setting, whether
0 standard NAV indicators. the course selected is 'to' or "from' the
selected VOR station and/or RNAV way-
0 VOWRNAV and LOC Deviation Bar - point.
0 This bar corresponds to the 'left/right" nee-
dle on standard course deviation indicators. Dual Glideslop Pointers - Chartreuse
0 When the aircraft is precisely on the VOR triangular pointers on either side of the dis-
0 radial or Localizer course, it forms the cen- play drop into view when a usable glides-
0 ter section of the selected course pointer
and will be positioned under the symbolic
lope signal is received and retract out of
view when the glideslope signal becomes
0 aircraft. When off course or approaching a marginal. During an ILS approach, these
0 new course, it will move to one side or the pointers represent the vertical orientation of
other. Since the entire VOR and Localizer the ai craft with respect to the center of the
0 display rotates with the compass card, the 6
glides pe beam. When on glideslope, the
0 angular relationship between the deviation pointers will align with the center markers
0 bar and the symbolic aircraft provides a on the glideslop&fsc$e. .
pictorial symbolic display of the aircraft's
0 position with respect to the selected course. 'This is true of all King and most other
0 SNAV systems.

0
a
0
0
0
0
0
0
0
97
0
0
b-4 0
0
m
Glideslope Deviation Scale - White 0
dots on each side of the display which, in
conjunction with the glideslope pointers,
0
indicate either 'above', 'below', or 'on 0
glideslope' during an ILS approach. 0
Compass Warning Flag - A red flag 0
labeled 'HDG' becomes visible in the 0
upper right quadrant of the display when-
ever the electrical power is inadequate or 0
the directional gyro is not up to speed. 0
Compass failures can occur which will not
be annunciated by the 'HDG" flag.
0
Therefore, periodic comparison with the 0
standby compass is advised. 0
NAV Warning Flag - A red flag labeled 0
'NAV' becomes visible in the upper left 0
quadrant of the display whenever a usable
VOR or Localizer signal is not being
0
received. If RNAV is installed and the sys- 0
tem is in RNAV mode, both VOR and DME
must be usable before the NAV flag will dis-
0
appear. 0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
98
0
0
THE SLAVING METER

Slaving Internally Lighted


Meter

UA 51A-

Clockwise Slave and Free Counterclockwise


Adjustment Gyro Switch Adjustment

KA 516
Clockwise/
I
p

CGW Counterclockwise
Slaving Adjustment
Meter
4'

Slaving Meter - This meter indicates any Clodonrise Adjustment (KA 51A) - When
difference between the displayed heading the system is in the free gyro mode, depress-
and the magnetic heading. Right or up ing the clockwise manual heading drive but-
deflection indicates a clockwise error of the ton will rotate the compass card to the right to
compass card. Left or down deflection indi- eliminate left compass card error. (KA 518) -
cates a counterclockwise error of the com- Operqtion is identical except switch is held to
pass card. Whenever the aircraft is in a turn clock\kise position.
and the card rotates, it is normal for this
meter to show a full deflection to one side or
Counterclor&vtse Adjustment (KA 51A) -
When the system is in thefree gyro mode,
the other.
depressing the counterclockwise manual
NOTE: During level flight it is normal for heading drive button will rotate the compass
the meter needle to continuously move from card to the left to eliminate right compass
side to side and to be fully deflected during a card error. (KA 518) - Operation is identical
turn. If the needle stays fully deflected, left or except switch is held to counterclockwise
right, during level flight, the free gyro mode position.
can be used to center it, as described below.
The KA 51B Slaving Control and
Slave and Free Gyro Switch (KA 51A) - Compensator Unit is a smaller slaving acces-
When depressed, the system is in the slaved sory which can be used in installations where
gyro mode. When the button is in the outer panel space is limited. The KA 518 can be
position (not engaged) the system is in the mounted either vertically or horizontally, and
free gyro mode. (KA 518) - Operation is provides all the slaving modes and capabili-
identical except switch is pulled and moved ties of the larger KA 51A.
to the appropriate position.

99
0
0
0
0
n 0
kh
0
0
A
..L 0
c 0
0
0
0
L7 0
L 0
The KMT 112 Magnetic Slaving A 0
Transmitter senses the direction of the 0
earths magnetic field and continuously
transmits this information through the slav-
0
ing circuitry to the directional gyro which is The KG 102A DirectionalGyro pro-
vides gyro stabilization for the system and
automatically corrected for precession or
contains the slaving circuitry necessary for
0
drift. This sensor is mounted remotely -
usually in a wing tip -to eliminate the pos- operation of the system Power may be 0
sibility of magnetic interference. from either 14 or 28 volts DC Remote
mounted
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0 OPERATING INSTRUCTIONS
0
0 1. Until power is applied to the KCS 55A 5. Until a usable navigation signal is being
System, and the directional gyro is up to received by the NAV system, a red flag
0 speed, a red flag labeled 'HDG' will be labeled "NAV will be visible in the upper
0 visible in the upper right quadrant of the left quadrant of the KI 525A Indicator. In
KI 525A Indicator. In operation, this warn- operation, this warning flag should be visi-
0 ing flag will be visible whenever the power ble whenever an inadequate navigation
0 being supplied is inadequate or the gyro
is not up to speed.
signal is being received.

0 6. For normal navigation to or from a VOR or


0 2. With the application of power to the KCS VORTAC, set the NAV receiver to the
55A System, and gyro up to operating desired VOR or VORTAC frequency and
0 speed, the red 'HDG' flag should disap- the red navigation flag (NAV) should dis-
0 pear from view. appear from view if a usable signal is
being received.
0 3. If the KCS 55A System is in the slaved
0 gyro mode, the compass card will aut@ 7. Rotate the course select knob to position
matically fast slave at the rate of 180 the course pointer to the desired VOR
0 degrees per minute toward the aircraft's course.
0 magnetic heading. (Immediately after
applying power, this compass card move-
e ment should be quite visible.) It will con-
8. The VOR deviation bar represents the
selected course, and the relationship of
0 tinue to fast slave until the proper magnet-
ic heading is indicated, after which it will
this bar to the symbolic aircraft in the cen-
ter of the instrument visually presents the
0 slave at a constant rate of 3 degrees per actual relationship of the selected course
e minute to keep the system aligned with
the earth's magnetic field.
to your aircraft heading. (In other words, if
the symbolic aircraft on the display indi-
0 Under some conditions it is possible for cates approaching the deviation bar at 45
the system to stop slaving exactly 180 degrees, that is the angle at which your
0 degrees from the correct heading. If this aircraft is actually approaching the select-
0 should occur, move the 'Slave' switch on ed course.)
the KA 51A or KA 518 to the unslaved
0 (free) position. Rotate the compass card
9. To prepare for an ILS approach, tune the
0 +lo degrees from the incorrect heading NAV receiver to the desired Localizer fre-
by using the manual rotation switch and
0 then return the system to slaved opera-
quency. If a usable Localizer signal is
being received,the NAV warning flag will
tion. The system will then slave to the cor-
0 rect heading.
disappear.
0 10. For a front or back course approach,
0 4. For free gyro operation, check the mag-
netic compass to determine the correct
rotate the course select knob to set the
0 magnetic heading. Then use the manual
course pointer on the inbound Localizer
course. As with normal navigation (#6
slave switch to align the system with the
0 earth's magnetic field. Periodic checks
above), the LOC deviation bar represents
the desired Ccjurse. The relationship
0 with the standby compass are recom- between this bar and the symbolic aircraft
mended to check and correct for gyro
0 precession.
gives a true picture of your aircraft's posi-
tion with respect to the Localizer course.
0 Always setting the course pointer to the
0 inbound Localizer course provides the
correct deviation bar sensing whether fly-
0 ing a front or back course approach.
0
0
0
0
0
0
0 101
0
11. The glideslope deviation pointers should A continuous large deflection of the
become visible on both sides of the dis- slaving meter or large discrepancies
play when a usable glideslope signal is between the magnetic compass and the KI
received. If they do not come into view, a 525A compass card may indicate a failure
usable glideslope signal is not being in the slaving system. If a slaving failure
received.
should occur, the Slave/Free Switch should
be moved to select the free gyro mode.
12. The glideslope pointers indicate the rela- Then, by using manual clockwise or coun-
tive position of the glideslope path with
respect to the aircraft. (In other words, if terclockwise corrections, the compass card
the pointers are above the center marker, can be rotated to the correct heading as
the aircraft is below the glideslope.) indicated on the standby compass. The
KCS 55A system should continue to func-
tion normally except the heading informa-
tion will be solely derived from the KG 102A
Directional Gyro. There will be no automat-
Abnormal Circumstances ic heading correction and periodic adjust-
ments must be made manually to correct for
If the Warning Flag (HDG) appears precession by reference to the standby
during operation, the compass card indica- magnetic compass, as with any directional
tions will be in error. Power may be
gyro.
removed from the KG 102A Directional Gyro
by pulling the appropriate circuit breaker.
NOTE: It is desirable to disconnect the
The Selected Course, VORLOC Deviation autopilot under the following conditions:
Bar, the NAV flag, and the ToFrom Indicator
will remain in operation. 1. HDG flag comes into view.
2. System is in fast slave.
If the Navigation Warning Flag (NAV) 3. During manual slaving.
appears during operation, there are several
possibilities: (1) the NAV receiver is not
The system has the capability to sup-
turned on, (2) the NAV receiver is improper-
ly tuned, (3) the ground VOR or LOC station ply the autopilot with an automatic discon-
is malfunctioning,(4) the aircraft is out of nect signal under these conditions.
range of the selected ground station, (5) the
aircraft NAV receiver has malfunctioned, (6) NOTE: For system limitations in your partic-
if in RNAV mode the DME has malfunc- ular aircraft type, refer to your Flight Manual
tioned. (The compass card will continue to Supplement.
display the aircraft heading even if a usable
NAV signal is not being received.)

If the glideslope pointers remain out of


view during a front course ILS approach,
either the aircraft glideslope receiver or the
ground station glideslope transmitter is mal-
functioning. Glideslope is usually not avail-
able during a back course approach. (The
VOR and LOC course display will continue
to function normally even if a usable glides-
lope signal is not being received.)

102
0
0
0 FLIGHT PROCEDUi3ES WITH THE KCS 55A
0
0 The next few pages depict a normal
flight departure from MKC enroute to STL
0 via Victor Airway V-12. (The charts shown
0 here are for illustration purposes only, not to
0 be used for navigation.) Careful study of
these photographs of the KI 525A PNI
0 should give you a better idea of how simple
0 and comprehensive the display is.
0
0
0
0
0
0
0
a
a
0
0
0
0
a
0
0
0
0
0
0
0
a
0
0
0
0
0
0
0
0
0
0
0
0 103
0 1'
121

0
0
0
0

0
e
e
e
0
0
0
0
1. 2. 0
bkctors to The VOR deviation bar begins 0
Intempt a Radial to center as we approach the
110 degree course to
0
After takeoff from Kansas CQ, N a p o l e o ~ F KI
e 525A PNI 0
we select a heading of 060
degrees with the heading bug
makes it possible tp intercept
the new course smthly, with-
0
to intercept the 1 10 degree out overshootingor bracketing. 0
course to Napoleon (ANX)
VOR. Selected course pointer
One method of doing this is to
adjust your heading so that the ,e
is set on 110 degrees with the
course knob. The KI 525A
top of the deviation bar always 0
touches the lubber line. As
Pictorial Navigation Indicator your aircraft heading 0
convenientlyand accurately
displays the intercept angle.
approaches the new course,
the deviation bar will swing
0
towards the center and the 0
angle of intercept will
decrease.
0
0
0
0
0
W

a
a
0
a
0
0
0

3. 4. 5.
Turn to lnteroqpt When the deviation bar is cen- About midway between
tered and aligned with the Napoleon and Columbia (CBI),
a VictorAiMmy you switch to the CBI VOR and
course arrow, you are on
The 70' indicator starts to course. Notice that correction %TOFROM indicator imme-
swing to 'FROM' as you fly for wind drift - in this case, a diately swings to TO". Also
over the Napoleon VORTAC 080 degree heading on a 088 note the course arrow should
station. At this time, set the degree course - is completely be moved from 088 degrees to
selected course pointer on the automatic as long as you keep 090 degrees which is the V-12
V-12 course of 088 degrees. the deviation bar centered. inbound course to CBI.
Asyoubeginyourleftturnto
track V-12, notice that the KI
525A PNI continuously displays
0 an accurate pictureof the rela-
tionship between your aircraft
0 and the ANX 088 degree radial.
Once again, you can make a
0 precise, coordinated course
0 interception by adjusting your
heading to keep the top of the
deviation bar touching the lub-
ber line.

105
I
*e,
-- 0
0

0
0
0
e
0
0
c
6. 7. 0
As you fly over the Columbia Near the Hemanintersection
0
station, the TO/FROM indicator '\you switch to Foristell VOFKAC 0
and move the course arrow to
changes to 'FROM". Since the
outbound course for V-12 from 100 d e g r w , which is the V-12 0
Columbia to Foristell (FE)is inbound course to FE. The 0
098 degrees, you now set the TO/FROM indicator changes to
selected course pointer on 098 TO'. 0
degrees and fly to keep the
deviation bar centered.
0
0
0
0

106
e
0
0
0
0
0
0
0
0
0 8. 9. 10..
0 Airway Interception As you cross the Foristell VOR- You are now established on V-
0 Your clearance is V-I2 to
TAC, the deviation bar wihalign 14, flying to the STL VORTAC.
with the course arrow. Now set Once again, if you fly to keep
0 Foristell,then V-14 to the St. the heading bug to 062 thpdeviation bar centered, cor-
Louis (sn)vomAc,direct
I) mhfiField. APPrmChing
degrees and turn left to follow rection for wind drift will autc-
0 the FE station, the heading
v-14 to thesn VO~AC, matically be accomplished.
bug is on 100 degrees as a ref-
0 erence for the V-12 course or
NOTE: For system limitations
refer to your Flight Manual
0 as heading command for the Supplement.
a autopilot, is used. Select the
St. Louis VORTAC on the NAV
0 receiver and set the course
pointer on the SJL 062 degree
0 course.
0
0
0
I)
I) 107
0
0
0
0
2. Halfway through the outbound turn, the KI
a
1. Approaching the STL VORTAC, the con-
525A display shows the deviation bar
0
troller asks you to hold southwest of the
VORTAC on the 244 degree radial, right behind the symbolic aircraft. You know,
therefore, that you must eventually fly
e
turns. You are now over the station with a
064 degree course selected (the back to the radial in order to be on course 0
TOFROM indicator has swung to during the inbound leg of the holding pat-
tern.
0
'FROM'). Set your heading bug to the
reciprocal or outbound heading of 244 0
degrees for easy reference and begin
your right turn holding pattern.
0
0
0
0
0
0
0
0
3. Outbound, you are using the heading bug 4. Halfway through your turn to the inbound 0
as a reference for 244 degrees. The 244
degree radial is off the right wing and par-
064 degree course, the KI 525A shows
the symbolic aircraft approaching the
0
allel to your outbound course. deviation bar at a right angle. By keeping 0
the top of the deviation bar on the lubber
line, you can complete your turn and roll
a
out precisely on course. 0
NOTE: For system limitations refer to your e
Flight Manual Supplement. 0
~

108
a
0
e

e
0
I)
e 1. You are vectored from the holding pattern 2. Capturing the ILS course can be accom-
to the 13 DME arc. The aircraft is turning, plished without overshooting or bracket-
e with the heading bug set on 170 degrees
to intercept the localizer. You have
ing with the same technique you used in
interceptingan enroute course. Simply
0 already set the selected course pointer on keep the top of the deviation bar on the
the inbound ILS course 130 degrees and lubber line and eoordinate your turn until
0 the KI 525A shows the localizer course is the bar is centered with the course arrow.
0 directly ahead. The glideslope pointers Each dot on the LOC deviation scale rep-
m came into view when the ILS frequency
was tuned, since a usable glideslope sip-
resents 112 a degree of deviation when
tuned to an ILS frequency.
0 nal is being received.

0
0
e
0
0 3. The KI 525A shows you that you have
interceptedthe localizer course. The
4. You are now centered on the localizer and
the glideslope. Once again, the KI 525A
glideslope pointers have started to center, shows your aircraft is crabbed about 5
0 although the display indicates your aircraft
is still below the glidepath at this point.
degrees to the right to maintain the local-
izer course.
0
a NOTE: For system limitations refer to your
Flight Manual Supplement.
0
I,
RE VERSE LOCALIZER
APPROACH (BC) - /
If a back course approach is
required, it can be accomplished
I
as easily as a front course
approach. The course arrow
should always be set on the front
course inbound localizer course. "-
This will result in conventional pic-
torial deviation sensing even on B /
back course. The KI 525A display
gives you an accurate picture of
where you are at all times during
the approach and procedure turn

1. You are outbound on the back localizer 2. During the procedureturn outbound, the 0
course, having already set the course deviation bar shows pictoriallythat the air-
pointer to the inbound front course at 238
degrees. The heading bug is preset at
craft (as represented by the symbolic air-
craft in the center of the KI 525A) is flying e
193 degrees for the procedure turn.
(Since there is usually no glideslope sig-
away from the localizer centerline at a 45
degree angle when the heading bug is
0
nal on a back course, the glideslope under the lubber line. Note that left-right 0
pointers are out of sight.) deviations of the course bar give 'fly-to'
indicators,just as on the front course.
0

u
0
0

3. Now you've reset the heading bug to 013


degrees and made a 180 degree turn to
4. You have smoothly interceptedthe back
course. Since the course arrow is set on
0
this heading. This 013 degree heading the front course (238 degrees),the KI 0
will interceptthe back course. The KI
525A clearly pictures the course you are
525A shows a true picture of the situation
-flying inbound on the back course. You
e
to intercept and the angle of interception. may reset the heading bug to 058 0
degrees for easy reference.
0
NOTE: For system limitations refer to your
Flight Manual Supplement.
0
0
110 0
0
0
GENERAL EMERGENCY PROCEDURES
8
0 1. Disengage APPlaw Damp
a. Simultaneously regain control of
CAUTION: Exact Emergency Procedures
vary from aircraft to aircraft because of dif-
0 aircraft and hold down Autopilot ferences in electrical systems, instrument
I) Disconnecflrim Interrupt button. arrangements and flight characteristics.
b. Pull A/p circuit breaker. Consult the Flight Manual Supplement for
0 c. Release A/p Disconnecflrim your particular aircraft for detailed instruc-
0 Interrupt button. tions on emergency procedures.
2. The following conditions will cause AP to
0 automatically disengage:
0

1
a. External power failure.
0 b. Actuating manual electric trim.*
c. Internal Flight Control System failure.
I /
0 d. With KCS 55A system, a loss of
0 compass valid (displaying HDG flag)
disengages the AP and FD when a
@ mode using heading information is
0 engaged. With compass flag
present, only FD and vertical modes
0 can be selected. I
0 3. Engine Failure in MultiengineAircraft
(COUPld)
0 a. Simultaneously control aircraft and
0 hold down Autopilot Disconnecvrim
Interrupt button.
e b. Release button.
e C. Follow basic Airplane Flight Manual
single engine procedures.
I) d. Airplane rudder and aileron axes
e should be manually trimmed prior to
e engaging autopilot for single engine
operations.
0
a
r)
0
I).
e
a

*0
0

e
0 *If Trim Circuit Breaker has been pulled,
M.E.T. switch will not disengage AJP.
0
8
0 111
a
NOTES

w' :

112
OPTIONAL NAV 1/NAV 2 SWITCHING
It is possible to obtain an optional NAV
1/NAV 2 switching system for the KFC 150,
KAP 150 or KAP 100 to allow the autopilot AIP
to fly sensor information from either the
Number 1 VOR/ILS/RNAV navigation radio NAV 1
or the Number 2 VOR/ILS/RNAV navigation
radio.
With the switch installed on the cock-
pit panel, the pilot merely flips the switch if
he wants to have the autopilot fly informa-
tion from the Number 2 radio. This may be
particularly helpful if either the Number 1 or
Number 2 radio should fail.
When installed with a 100 series flight
control using the KCS 55A compass sys- NAV 2
tem, a special status KI 525A PNI and a
special status CDI are required. When
using the number 2 system always set the
OBS to the desiied course. This includes
setting the front course heading for either
ILS Front or Back Course approaches.
When installed with a 100 series flight
control using the KG 107. no special status
CDl's are necessary.

113
NOTES

114
b
0 SYSTEM WEIGHT*ANDPOWER REQUIREMENTS
0
0
a
0
I)

e
KAP 100 (with KG 107)
I 1 4'96 I 1413.1
2811.6
KAP 100 (with KCS 55A) 17.73 8.04 1416.1
2813.2
a Additional for Manual 3.40 1.54 1411 .O
e Electric Trim 2810.5
0 KAP 150 (with KG 107) 18.05 8.19 1415.1
2812.5
0 KAP 150 (with KCS 55A) 24.85 1 1.27 1418.1
a 2814.1
0
Ir
0
KFC 150
I 25-25 I 11-45 I 1418.7
2814.4
Additional for 3rd axis* 4.49 2.04 1412.2
0 (yaw damper) 2811 .l
0 Additional for Altitude1 3.00 1.32 1410.5
0 Vertical Speed Preselect 2810.4
0
0
0 *To add 3rd axis to a system without KCS
55A. additional AC power (inverter) is
0 required.
e In keeping with Honeywell'spolicy of
0 continual product improvement,design
0 and specifications described herein may
be altered without notice.
0
0
0
m
0
0
0
0
0
0
0
e
0
0
0
BENDIWKING WARRANTY SERVICE
Warranty service for your BendidKing Upon completion of your aircraft's
KFC 150, KAP 150 or KAP 100 is available flight control installation, you will be provid-
at hundreds of BendidKing Authorized ed with a warranty information packet which
Sales and Service Centers throughout the lists the model, serial number and warranty
world. These Authorized Service Centers expiration date for each unit of BendidKing
are carefully selected for their technical equipment installed.
competence and total support capabilities. This BendidKing warranty is honored
Each is specially equipped and trained to by BendidKing Service Centers throughout
insure that the highest standards in cus- the world. Keep your BendidKing Warranty
tomer service are maintained. packet in your airplane at all times to verify
Only these qualified BendidKing Sales your warranty status at any BendidKing
and Service Centers are authorized to per- Service Center. It's your key to outstanding
form a warranted installation of your warranty service protection.
BendidKing system-or to provide service
under the BendidKing Warranty.

Honeywell International, Inc.


One Techoology Center
23500 W. 105th St.
Olathe, b m s 66061
USA & Canada (913)782-0400
FAX (913)791-1302
Outside USA& Canada (913)782-0700

Honeywell

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