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
3
GENERAL DESCRIPTION:
KFC 150, KAP 150 AND KAP 100
--
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
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
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
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/
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.
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
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
. . . . . . . . . . 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)
9
DESCRIPTION OF PANEL UNITS
T R I hl
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.
11
KI 204/206 KG 107 KI 525A
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)
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
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
Initial Power On
.
e
e
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.
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)
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".
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: 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.
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)
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.
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.
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.
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.)
46
/I
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
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
0
0 67
t AP
1
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.
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 -- @
[[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
v?t?td/
Altitude Select
Mode Button
Down
/-
Feet Annunciator
Gas discharge display
shows selected altitude
or vertical speed.
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.
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
UA 51A-
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.
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
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