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Pilot’s Guide

Bendix/King® Autopilot System

KAP 140

WARNING

The enclosed technical data is eligible for export under License DesignationNLR and is to be used solely by the individual/organization to whom it isaddressed. Diversion contrary to U.S. law is prohibited.

COPYRIGHT NOTICE

Copyright © 1998, 2002, 2005 Honeywell International Inc.All rights reserved.

Reproduction of this publication or any portion thereof by any means withoutthe express written permission of Honeywell International Inc. is prohibited.For further information contact Aerospace Technical Publications; Honeywell;One Technology Center; 23500 West 105th Street; Olathe, Kansas 66061.Telephone: (913) 712-0400.

R-1

Revision History and Instructions

Manual KAP 140 Pilot’s Guide

Revision 3, November 2005

Part Number 006-18034-0000

This revision changes CW to CCW on page 116.

R-2



Revision 2, May 2002

Part Number 006-18034-0000

This revision makes some of the changes for software version 03/01more consistent throughout the Pilot’s Guide. The affected pages are 9,12, 13, 55, 58, 83, 86 and 109.

R-3



Revision 1, April 2002

Part Number 006-18034-0000

This revision incorporates changes for software version 03/01.

R-4



Revision 0, June 1998

Part Number 006-18034-0000

This is the original version of this publication.

KAP 140 AUTOPILOT SYSTEM

Table of Contents

iRev. 0Jun/98

Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1General Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2

KAP 140 Single Axis Autopilot System . . . . . . . . . . . . . . . . . . . . . . . . . . . .2KAP 140 Two Axis Autopilot System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2KAP 140 Two Axis/Altitude Preselect Autopilot System . . . . . . . . . . . . . . .2

System Integration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4Power Application and Preflight Tests . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8

KAP 140 Single Axis Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9System Operating Modes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .12

Wing Leveler (ROL) Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .12Heading Select (HDG) Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .13Navigation (NAV) Mode Using a DG from HDG Mode (45° Intercept) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .14Navigation (NAV) Mode Using a DG from ROL Mode (All Angle Intercept) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .16Approach (APR) Mode Using a DG from HDG Mode (45° Intercept) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .20Approach (APR) Mode Using a DG from ROL Mode (All Angle Intercept) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .22Approach (APR) Mode Using an HSI . . . . . . . . . . . . . . . . . . . . . . . . . . . . .24Back Course (REV) Mode Using a DG from HDG Mode (45° Intercept) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .26Back Course (REV) Mode Using a DG from ROL Mode(All Angle Intercept) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .28Back Course (REV) Mode Using an HSI . . . . . . . . . . . . . . . . . . . . . . . . . .30

Operations With The KAP 140 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .32Takeoff And Climb To Assigned Altitude . . . . . . . . . . . . . . . . . . . . . . . . . . .32GPS Capture Using DG . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .34GPS Capture Using HSI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .36Outbound On Front Course For Procedure Turn To LOC Approach Using DG . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .38Outbound On Front Course For Procedure Turn To LOC Approach Using HSI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .40Front Course LOC Approach Using DG . . . . . . . . . . . . . . . . . . . . . . . . . . .42Front Course LOC Approach Using HSI . . . . . . . . . . . . . . . . . . . . . . . . . .44Outbound on GPS Approach Using DG . . . . . . . . . . . . . . . . . . . . . . . . . . .46Outbound on GPS Approach Using HSI . . . . . . . . . . . . . . . . . . . . . . . . . . .48Inbound on GPS Approach Using DG . . . . . . . . . . . . . . . . . . . . . . . . . . . . .50Inbound on GPS Approach Using HSI . . . . . . . . . . . . . . . . . . . . . . . . . . . .52

KAP 140 Two Axis Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .55System Operating Modes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .57

Vertical Speed (VS) Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .58Altitude Hold (ALT) Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .59

Operations With The KAP 140 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .60Takeoff And Climb To Assigned Altitude . . . . . . . . . . . . . . . . . . . . . . . . . . .60GPS Capture Using DG . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .62

Table of Contents

ii KAP 140 AUTOPILOT SYSTEMRev. 0

Jun/98

GPS Capture Using HSI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .64Outbound On Front Course For Procedure Turn To ILS Approach Using DG . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .66Outbound On Front Course For Procedure Turn To ILS Approach Using HSI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .68Front Course ILS Approach Using DG . . . . . . . . . . . . . . . . . . . . . . . . . . . .70Front Course ILS Approach Using HSI . . . . . . . . . . . . . . . . . . . . . . . . . . .72Outbound on GPS Approach Using DG . . . . . . . . . . . . . . . . . . . . . . . . . . .74Outbound on GPS Approach Using HSI . . . . . . . . . . . . . . . . . . . . . . . . . . .76Inbound on GPS Approach Using DG . . . . . . . . . . . . . . . . . . . . . . . . . . . . .78Inbound on GPS Approach Using HSI . . . . . . . . . . . . . . . . . . . . . . . . . . . .80

KAP 140 Two Axis with Altitude Preselect Operation . . . . . . . . . . . . . . . . .83System Operating Modes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .86

Vertical Speed (VS) Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .86Altitude Hold (ALT) Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .87

Altitude Alerting and Preselect . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .88Altitude Alerter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .88Altimeter Setting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .88Altitude Preselect . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .89

Voice Messaging . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .89Operations With The KAP 140 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .90

Takeoff And Climb To Assigned Altitude . . . . . . . . . . . . . . . . . . . . . . . . . . .90GPS Capture Using DG . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .92GPS Capture Using HSI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .94Outbound On Front Course For Procedure Turn To ILS Approach Using DG . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .96Outbound On Front Course For Procedure Turn To ILS Approach Using HSI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .98Front Course ILS Approach Using DG . . . . . . . . . . . . . . . . . . . . . . . . . . .100Front Course ILS Approach Using HSI . . . . . . . . . . . . . . . . . . . . . . . . . .102Outbound on GPS Approach Using DG . . . . . . . . . . . . . . . . . . . . . . . . . .104Outbound on GPS Approach Using HSI . . . . . . . . . . . . . . . . . . . . . . . . . .106Inbound on GPS Approach Using DG . . . . . . . . . . . . . . . . . . . . . . . . . . . .108Inbound on GPS Approach Using HSI . . . . . . . . . . . . . . . . . . . . . . . . . . .110

KCS 55A Compass System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .113KI 525A Indicator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .114Description of Indicator and Display Functions . . . . . . . . . . . . . . . . . . . . . .114Slaving Meter ( KA 51B) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .116KMT 112 Magnetic Slaving Transmitter . . . . . . . . . . . . . . . . . . . . . . . . . . . .117KG 102A Directional Gyro . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .117Abnormal Circumstances . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .119Flight Procedures with the KCS 55A . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .120

Abnormal Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .127Autopilot Malfunction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .127


Introduction

1Rev. 1Apr/02

Introduction

The KAP 140 Autopilot System is arate based digital autopilot systemoffering smooth performance andenhanced features found only inmore expensive autopilots. The firstof its type developed by Honeywell,this system brings digital technologyand reliability into the light aircraftcockpit.

It is also significant that the KAP 140series autopilots have beendesigned from their inception tointerface with the Silver Crown pack-age of products. Consider theadvantage of having your avionicsworking together as an integratedsystem rather than as a group ofcomponents built by several manu-factures.

Your new KAP 140 roll axis featuresinclude wing leveler, heading select,and VOR/LOC intercept and track-ing. The KAP 140 can also be cou-pled to GPS and RNAV receivers aswell. Roll rate information is derivedfrom the turn coordinator. Pitch axisfeatures include vertical speed,glideslope and altitude hold alongwith the optional altitude preselect.Pitch information is derived from apressure sensor and accelerometer.The KAP 140 Autopilot System oper-ates independent of the aircraft’sartificial horizon. Therefore, theautopilot retains roll stabilization andall vertical modes in the event of vac-uum system failure.

Internal monitors keep constant trackof the KAP 140’s status and providefor automatic shutdown of theautopilot or trim system in the eventof a malfunction. In addition to relia-bility, the KAP 140 is designed to beeasily maintained in the field.Qualified Honeywell Service Centersare located around the world to pro-vide assistance whenever neces-sary.

To fully realize the capability of yournew panel mount digital autopilotsystem, you must understand theperformance capabilities and basicoperational requirements of the sys-tem. This pilot’s guide providesinformation to aid in this and isdivided up into six sections. The firstsection provides general familiariza-tion of each autopilot system includ-ing the associated panel mounteddisplays. The second sectiondescribes the KAP 140 Single AxisAutopilot System. The third sectiondescribes the KAP 140 Two AxisAutopilot System. The fourth sectiondescribes the KAP 140 TwoAxis/Altitude Preselect AutopilotSystem. The fifth section describesthe optional KCS 55A slaved com-pass system. The Sixth sectiondescribes abnormal procedures.

Introduction

2 KAP 140 AUTOPILOT SYSTEMRev. 1Apr/02

General Description

KAP 140 Single AxisAutopilot System

The KAP 140 Single Axis system isan entry level digital panel-mountautopilot, offering lateral modes onlywith an electric trim option.

KAP 140 Two AxisAutopilot System

The KAP 140 Two Axis system pro-vides both lateral and verticalmodes.

KAP 140 Two Axis/AltitudePreselect Autopilot System

The KAP 140 Two Axis system pro-vides both lateral and vertical modeswith altitude preselect.

L R

2 MIN.

TURN COORDINATOR

NO PITCHINFORMATION

D.C. ELEC.

GS GS

N33

30W

24

21 S15

12E

6

3

ı

AP

G

KAP 140

HDG NAV APR REV ALT DN

UP

L R

2 MIN.

TURN COORDINATOR

NO PITCHINFORMATION

D.C. ELEC.

GS GSN

33

30W 24

21S

15

12E6

3

ı

AP

G

KFC 140

HDG NAV APR REV ALT

ARM BARO

DN

UP

L R

2 MIN.

TURN COORDINATOR

NO PITCHINFORMATION

D.C. ELEC.

GS GS

N33

30W 24

21S

15

12E6

3

ı

AP

G

KAP 140

HDG NAV APR REV


Introduction

3Rev. 1Apr/02

KAP 140Two Axis Alt.

Preselect

KAP 140Two Axis

KAP 140Single Axis

HSI Optional Optional OptionalDG Standard Standard StandardTurn Coordinator Standard Standard StandardAutomatic Electric Elevator Trim Optional OptionalManual Electric Trim Optional Optional

FUNCTIONS/MODESALT Hold (ALT) Yes YesALT Preselect/ALERT YesHeading Select (HDG) Yes Yes YesNAV (VOR/RNAV/GPS) Yes Yes YesApproach (APR) Yes Yes YesGlideslope (GS) Yes YesBack Course (REV) Yes Yes YesControl Wheel Steering (CWS) Optional Optional OptionalVertical Speed Hld Yes YesAuto Capture Yes Yes YesAuto Track Yes Yes YesAll Angle Intercept Standard (with

DG or optionalHSI)

Standard (withDG or optional

HSI)

Standard (withDG or optional

HSI)Auto 45-degree Intercept Standard

(with DG only)Standard

(with DG only)Standard

(with DG only)

TESTManual and Auto Trim Monitor Both Both BothAcceleration Monitor Yes Yes

KAP 140 System Capabilities

Introduction


System Integration

The individual system diagrams onpages 5, 6, and 7 show the compo-nents and their relationship in typicalKAP 140 Single Axis, KAP 140 TwoAxis, and KAP 140 Two Axis/AltitudePreselect systems. The actual com-ponents on individual systems mayvary slightly in order to optimize cer-tification and installation require-ments.

Each system has a number ofinputs: sensor outputs are shown inred; combination inputs are shown inblue; display outputs are shown inorange; and aircraft control shown ingreen. The systems diagramsreflect that the KAP 140 systemscontrol both pitch and roll axes of theaircraft.


Introduction

5Rev. 1Apr/02

L R

2 MIN.

TURN COORDINATOR

NO PITCHINFORMATION

D.C. ELEC.

N33

30W

24

21 S15

12E

6

3

PUSH P

U S H

AIR

N

S

E

W

TO

FR

33

3024

21 15

126

3

OBS

GS

NAV

ı

NGS GS

33

30W

24

21 S15

12E

6

3

ı

NAV HDG

ı

KCS 305

MAN

CW

AUTO

CCW

- +

Turn Coordinator

Directional Gyro KI 204 or other Course Deviation Indicator

VOR/LOC/RNAV/GPS Deviation

MiddleMarker

KC 140 Single AxisComputer/Controller/Annunciator contains computerfunctions, modecontrol buttons,and annunciationsin a single unit.

KS 271C Roll Servo

KS 272C Pitch Trim Servo (Optional)

KI 525A PictorialNavigation Indicator

KCS 55A Slaved Compass System

(Optional)

KG102ASlaved DG

KMT 112Flux Detector

OR

KA 51BSlaving Accessory

Manual Electrical Trim

(Optional)

Autopilot Disconnect/

Trim Interrupt(Optional)

Control WheelSteering

(Optional)

AP

G

HDG NAV APR REV

KAP 140

TRIMFAIL

KAP 140 Single Axis System Diagram

Introduction


L R

2 MIN.

TURN COORDINATOR

NO PITCHINFORMATION

D.C. ELEC.

N33

30W

24

21 S15

12E

6

3

PUSH P

U S H

AIR

N

S

E

W

TO

FR

33

3024

21 15

126

3

OBS

GS

NAV

ı

AP

G

KAP 140

HDG NAV APR REV ALT UP

DN

NGS GS

33

30W

24

21 S15

12E

6

3

ı

NAV HDG

ı

KCS 305

MAN

CW

AUTO

CCW

- +

Turn Coordinator


(not included)

KC 140 Two AxisComputer/Controller/Annunciator contains computerfunctions, modecontrol buttons,and annunciationsin a single unit.Also containsstatic pressure sensor and accelerometer.

KS 271C Roll Servo

KS 270C Pitch Servo

KS 272C Pitch Trim Servo



(Optional)

KG102ASlaved DG


OR




Trim Interrupt


(optional)

TRIMFAIL

GlideslopeDeviation

VOR/LOC/RNAV/GPS Deviation

MiddleMarker

Static Pressure

KAP 140 Two Axis System Diagram


Introduction

7Rev. 1Apr/02

L R

2 MIN.

TURN COORDINATOR

NO PITCHINFORMATION

D.C. ELEC.

N33

30W

24

21 S15

12E

6

3

PUSH P

U S H

AIR

N

S

E

W

TO

FR

33

3024

21 15

126

3

OBS

GS

NAV

ı

NGS GS

33

30W

24

21 S15

12E

6

3

ı

NAV HDG

ı

KCS 305

MAN

CW

AUTO

CCW

- +

Turn Coordinator


(not included)

KC 140 Two Axis withAltitude PreselectComputer/Controller/Annunciator contains computerfunctions, modecontrol buttons,and annunciationsin a single unit. Alsocontains static pressure sensor and accelerometer.

KS 271C Roll Servo

KS 270C Pitch Servo

KS 272C Pitch Trim Servo



(Optional)

KG102ASlaved DG


OR




Trim Interrupt


(optional)

AP

G

KFC 140

HDG NAV APR REV ALT

ARM BARO

DN

UP

TRIMFAIL

GlideslopeDeviation

VOR/LOC/RNAV/GPS

Deviation

MiddleMarker

Static Pressure

BaroSetting

EncodingAltimeter

KAP 140 Two Axis/Altitude Preselect System Diagram

Introduction


AP

G

KAP 140

HDG NAV APR REV

KAP 140 Preflight Test Complete

AP

G

KAP 140

HDG NAV APR REV

KAP 140 Preflight Test

Power Application and Preflight Tests

A preflight test is performedupon power application to the com-puter. This test is a sequence ofinternal checks that validate propersystem operation prior to allowingautopilot engagement. The preflighttest (PFT) sequence is indicated by“PFT” with an increasing number forthe sequence steps. Successfulcompletion of self test is identified byall display segments being illumi-nated (Display Test) and the discon-nect tone sounding.

For two-axis units only:

NOTE: Following the preflight test,the red P warning on the face of theautopilot may illuminate indicatingthat the pitch axis cannot beengaged. This condition should betemporary, lasting no more than 30seconds. The P will extinguish andnormal operation will be available.

NOTE: The red P warning may illu-minate when the autopilot is notengaged. This can occur whenautopilot G limits have beenexceeded during turbulence or air-craft maneuvering. Autopilotengagement is locked out during redP illumination.

If power to the autopilot is cycled inflight (i.e. through the autopilot circuitbreaker for instance) it is possiblethat a 5 minute delay may be neces-sary prior to autopilot engagement toallow the pitch axis accelerometercircuit to stabilize. Engagement priorto stabilization may result in mildlyerratic pitch axis behavior.


Single Axis Operation

9Rev. 2May/02

AP

G

KAP 140

HDG NAV APR REV

AP

G

KAP 140

HDG NAV APR REV

P R

P R

1 3 4 5 62

7

Full Single-axis KAP 140 Display

Single-axis Flight Control Computer

8

KAP 140 Single Axis Operation

The KAP 140 is a high-performance digital, panel-mounted autopilot sys-tem for light aircraft.

1. AUTOPILOT ENGAGE/DISEN-GAGE (AP) BUTTON - Whenpushed, engages autopilot if all logicconditions are met. The autopilotwill engage in the basic roll (ROL)mode which functions as a wing lev-eler. When pressed again, will disen-gage the autopilot. For software ver-sion 03/01 and later, the AP buttonmust be pressed and held for 0.25seconds to engage the autopilot.

2. ROLL AXIS (R) ANNUNCIATION- When illuminated, indicates failureof the roll axis and will disengage theautopilot and not allow engagement.

3. HEADING (HDG) MODE SELEC-TOR BUTTON - When pushed, willselect the Heading mode, whichcommands the airplane to turn to

and maintain the heading selectedby the heading bug on either the DGor HSI. A new heading may beselected at any time and will result inthe airplane turning to the new head-ing. Button can also be used to tog-gle between HDG and ROL modes.This button will engage the autopilotin units with software prior to soft-ware version 03/01.

4. NAVIGATION (NAV) MODESELECTOR BUTTON - Whenpushed, will arm the navigationmode. The mode provides auto-matic beam capture and tracking ofVOR, LOC or GPS as selected forpresentation on the HSI or CDI.NAV mode is recommended forenroute navigation tracking.



5. APPROACH (APR) MODESELECTOR BUTTON - Whenpushed, will arm the Approachmode. This mode provides auto-matic beam capture and tracking ofVOR, GPS and LOC, as selected forpresentation on the HSI or CDI.APR mode is recommended forinstrument approaches.

6. BACK COURSE APPROACH(REV) MODE SELECTOR BUTTON- When pushed, will arm the BackCourse approach mode. This modefunctions similarly to the approachmode except that the autopilotresponse to LOC signals isreversed.

7. ROLL MODE DISPLAY -Displays the active and armed rollmodes (ROL, HDG, NAV ARM,NAV, APR ARM, APR, REV ARM,REV). Also displayed will be flash-ing AP annunciation (5 seconds) ateach autopilot disconnect accompa-nied by an aural tone (for 2 sec-onds).

8. AUTOPILOT ENGAGED (AP)ANNUNCIATION - Il luminateswhenever the autopilot is engaged.Flashes during pilot initiated or auto-matic disengagement. Only applica-ble for software versions 03/01 orlater.



11Rev. 1Apr/02

This page intentionally left blank


12 KAP 140 AUTOPILOT SYSTEMRev. 2

May/02

L R

2 MIN.

TURN COORDINATOR

NO PITCHINFORMATION

D.C. ELEC.

AP

G

KAP 140

HDG NAV APR REV

Wing Leveler (ROL) Mode

In the roll mode, the autopilotmaintains wings level flight.

1. Engage autopilot - Press AP.For software version 03/01 and later,the AP button must be pressed andheld for 0.25 seconds to engage theautopilot.

NOTE: The KAP 140 engages intoROL mode as a default.

System Operating Modes



13Rev. 2May/02

L R

2 MIN.

TURN COORDINATOR

NO PITCHINFORMATION

D.C. ELEC.

GS GS

N33

30W

2421 S

15

12E

6

3

ı

AP

G

KAP 140

HDG NAV APR REV

N33

30W

24

21 S15

12E

6

3

P

U S H

PUSH

Heading Select (HDG) Mode

In the heading mode, theautopilot will fly a selected heading.The following steps should be takento operate in the heading mode:

1. Move the heading “bug” tothe desired heading on the DG orHSI using the Heading Select knob.

2. Engage autopilot - Press AP.For software version 03/01 and later,the AP button must be pressed andheld for 0.25 seconds to engage theautopilot.

3. Depress the HDG button onthe KAP 140 to engage the headingselect mode. The autopilot will turnthe aircraft in the shortest directionto intercept and fly the heading.

4. If you move the heading“bug” again while the heading selectmode is engaged, the autopilot willimmediately turn the aircraft in thedirection of the newly selected head-ing.

5. Press HDG button again andthe autopilot will return to the ROLmode.



L R

2 MIN.

TURN COORDINATOR

NO PITCHINFORMATION

D.C. ELEC.

AP

G

KAP 140

HDG NAV APR REV

N33

30

W24

21

S15

12

E6

3

P

U S H

PUSH

TO

FR

N

S

E

W

33

3024

2115

126

3

OBS

GS

NAV

ı

Navigation (NAV) Mode Using aDG from HDG Mode(45° Intercept)

In the navigation (NAV) mode,the autopilot intercepts and tracksVOR/RNAV and GPS courses.

To arm NAV mode (with theKAP 140 currently in the HDGmode):

1. Select the desired frequency forVOR or RNAV. For GPS, verifythe desired waypoint or destina-tion.

2. OBS Knob - SELECT desiredcourse.

3. NAV Mode Selector Button -PRESS. Note NAV ARM annunci-

ated.

NOTE: When NAV is selected, theautopilot will flash HDG for 5 sec-onds to remind the pilot to reset theHDG bug to the OBS course. Checkthe heading displayed on the DGagainst the magnetic compass andreset if necessary.



15Rev. 1Apr/02

4. Heading Selector Knob -ROTATE BUG to agree with OBScourse.

Note Instruments: CDI needle to left.Intercept heading 45° to the left ofselected (heading bug) course.

5. If the Course Deviation Bar isgreater than 2 to 3 dots: theautopilot will annunciate NAVARM; when the computed capturepoint is reached the ARM annun-ciator will go out and the selectedcourse will be automatically cap-tured and tracked. If the D-Bar isless than 2 to 3 dots: the HDGmode will disengage upon select-ing NAV mode; the NAV annunci-ator will illuminate and the capture/track sequence will automaticallybegin.



L R

2 MIN.

TURN COORDINATOR

NO PITCHINFORMATION

D.C. ELEC.

AP

G

KAP 140

HDG NAV APR REV

N33

30

W 2421

S15

12

E63

P

U S H

PUSH

TO

FR

N

S

E

W

33

3024

2115

126

3

OBS

GS

NAV

ı

Navigation (NAV) Mode Using aDG from ROL Mode(All Angle Intercept)


To arm NAV mode (with theKAP 140 currently in the ROLmode):

1. Maneuver the aircraft to thedesired intercept angle prior toselecting ROL mode.


3. OBS Knob - SELECT desiredcourse.

4. NAV Mode Selector Button -PRESS. Note NAV ARM annunci-ated.

NOTE: When NAV is selected, theautopilot will flash HDG for 5 sec-onds to remind the pilot to reset theHDG bug to the OBS course. Checkthe heading displayed on the DGagainst the magnetic compass andreset if necessary.



17Rev. 1Apr/02

5. Heading Selector Knob -ROTATE BUG to agree with OBScourse.


6. If the Course Deviation Bar isgreater than 2 to 3 dots: theautopilot will annunciate NAVARM; when the computed capturepoint is reached the ARM annun-ciator will go out and the selectedcourse will be automatically cap-tured and tracked. If the D-Bar isless than 2 to 3 dots: the ROLmode will disengage upon select-ing NAV mode; the NAV annunci-ator will illuminate and the capture/track sequence will automaticallybegin.

Note: Intercept angles greater than45° can result in course overshootwhen close to the station.Therefore, intercept angles greaterthan 45° are not recommended.



L R

2 MIN.

TURN COORDINATOR

NO PITCHINFORMATION

D.C. ELEC.

AP

G

KAP 140

HDG NAV APR REV

GS GS

N33

30

W 2421

S15

12

E63

ı

Navigation (NAV) Mode Using anHSI


To arm NAV mode (with theKAP 140 currently in the HDGmode):


2. Course Bearing Pointer - SETto desired course.

3. Heading Selector Knob - SETBUG to provide desired interceptangle.

4. NAV Mode Selector Button -PRESS. Note NAV ARM annunciated.

5. If the Course Deviation Bar isgreater than 2 to 3 dots: the air-craft will continue in HDG mode(or ROL if HDG is not selected)with NAV ARM annunciated;when the computed capture pointis reached HDG will disengage,the ARM annunciator will go outand the selected course will beautomatically captured andtracked. If the D-Bar is less than 2to 3 dots: the HDG mode (or ROLif HDG is not selected) will disen-gage upon selecting NAV mode;the NAV annunciator will illumi-nate and the capture/ tracksequence will automatically begin.

Note: Intercept angles greater than45° can result in course overshootwhen close to the station. Therefore,intercept angles greater than 45° arenot recommended.



19Rev. 1Apr/02



L R

2 MIN.

TURN COORDINATOR

NO PITCHINFORMATION

D.C. ELEC.

AP

G

KAP 140

HDG NAV APR REV

N33

30

W24

21

S15

12

E6

3

P

U S H

PUSH

TO

FR

N

S

E

W

33

3024

2115

126

3

OBS

GS

NAV

ı

Approach (APR) Mode Using aDG from HDG Mode(45° Intercept)

The Approach (APR) modeallows the autopilot to intercept andtrack LOC, VOR/RNAV and GPScourses.

To arm APR mode (with theKAP 140 currently in the HDGmode):

1. Select the desired frequency forLOC, VOR or RNAV. For GPS,verify the desired approach.

2. OBS Knob - SELECT desiredapproach course. (For a localizer,set it to serve as a memory aid.)

3. APR Mode Selector Button -PRESS. Note APR ARM annun-ciated.

NOTE: When APR is selected, theautopilot will flash HDG for 5 sec-onds to remind the pilot to reset theHDG bug to the desired approachcourse. Check the heading dis-played on the DG against the mag-netic compass and reset if neces-sary.



21Rev. 1Apr/02

4. Heading Selector Knob -ROTATE BUG to agree withdesired approach course.


5. If the Course Deviation Bar isgreater than 2 to 3 dots: theautopilot will annunciate APRARM; when the computed capturepoint is reached the ARM annun-ciator will go out and the selectedcourse will be automatically cap-tured and tracked. If the D-Bar isless than 2 to 3 dots: the HDGmode will disengage upon select-ing APR mode; the APR annunci-ator will illuminate and the capture/track sequence will automaticallybegin.



L R

2 MIN.

TURN COORDINATOR

NO PITCHINFORMATION

D.C. ELEC.

AP

G

KAP 140

HDG NAV APR REV

N33

30

W 24

21S

15

12

E63

P

U S H

PUSH

TO

FR

N

S

E

W

33

3024

2115

126

3

OBS

GS

NAV

ı

Approach (APR) Mode Using aDG from ROL Mode(All Angle Intercept)


To arm APR mode (with theKAP 140 currently in the ROLmode):



3. OBS Knob - SELECT desiredapproach course. (For a localizer,set it to serve as a memory aid.)


NOTE: When APR is selected, theautopilot will flash HDG for 5 sec-onds to remind the pilot to reset theHDG bug to the desired approachcourse. Check the heading dis-played on the DG against the mag-netic compass and reset if neces-sary.



23Rev. 1Apr/02

5. Heading Selector Knob -ROTATE BUG to agree withdesired approach course.


6. If the Course Deviation Bar isgreater than 2 to 3 dots: theautopilot will annunciate APRARM; when the computed capturepoint is reached the ARM annun-ciator will go out and the selectedcourse will be automatically cap-tured and tracked. If the D-Bar isless than 2 to 3 dots: the ROLmode will disengage upon select-ing APR mode; the APR annunci-ator will illuminate and the capture/track sequence will automaticallybegin.




L R

2 MIN.

TURN COORDINATOR

NO PITCHINFORMATION

D.C. ELEC.

AP

G

KAP 140

HDG NAV APR REV

GS GS

N33

30

W 2421

S15

12

E63

ı

Approach (APR) Mode Using anHSI


To arm APR mode (with theKAP 140 currently in the HDGmode):


2. Course Bearing Pointer - SETto desired course.





25Rev. 1Apr/02

5. If the Course Deviation Bar isgreater than 2 to 3 dots: the air-craft will continue in HDG mode(or ROL if HDG is not selected)with the APR ARM annunciated;when the computed capture pointis reached HDG mode will disen-gage, the ARM annunciator will goout and the selected course will beautomatically captured andtracked. If the D-Bar is less than 2to 3 dots: the HDG mode (or ROLif HDG is not selected) will disen-gage upon selecting APR mode;the APR annunciator will illumi-nate and the capture/tracksequence will automatically begin.




L R

2 MIN.

TURN COORDINATOR

NO PITCHINFORMATION

D.C. ELEC.

AP

G

KAP 140

HDG NAV APR REV

N33

30

W2421

S15

12

E6 3

P

U S H

PUSH

TO

FR

N

S

E

W

33

30 24

2115

126

3

OBS

GS

NAV

ı

Back Course (REV) Mode Usinga DG from HDG Mode(45° Intercept)

The Back Course (REV) modeallows the autopilot to intercept andtrack a localizer back course.

To arm REV mode (with theKAP 140 currently in the HDGmode):

1. Select the desired frequency forLOC.

2. OBS Knob - SELECT frontcourse inbound heading.

3. REV Mode Selector Button -PRESS. Note REV ARM annun-ciated.

NOTE: When REV is selected, theautopilot will flash HDG for 5 sec-onds to remind the pilot to reset theHDG bug to the front course inboundheading. Check the heading dis-played on the DG against the mag-netic compass and reset if neces-sary.



27Rev. 1Apr/02

4. Heading Selector Knob -ROTATE BUG to agree with theFRONT COURSE inbound head-ing.

Note Instruments: CDI needle to theright. Intercept heading 45° to the leftof the back course.

5. If the Course Deviation Bar isgreater than 2 to 3 dots: theautopilot will annunciate REVARM; when the computed capturepoint is reached the ARM annun-ciator will go out and the selectedcourse will be automatically cap-tured and tracked. If the D-Bar isless than 2 to 3 dots: the HDGmode will disengage upon select-ing REV mode; the REV annunci-ator will illuminate and the capture/track sequence will automaticallybegin.



L R

2 MIN.

TURN COORDINATOR

NO PITCHINFORMATION

D.C. ELEC.

AP

G

KAP 140

HDG NAV APR REV

N33

30

W

2421

S

1512

E

6 3P

U S H

PUSH

TO

FR

N

S

E

W

33

30 24

2115

126

3

OBS

GS

NAV

ı

Back Course (REV) Mode Using aDG from ROL Mode(All Angle Intercept)


To arm REV mode (with theKAP 140 currently in the ROLmode):



3. OBS Knob - SELECT frontcourse inbound heading.

4. REV Mode Selector Button -PRESS. Note REV ARM annunci-ated.

NOTE: When REV is selected, theautopilot will flash HDG for 5 sec-onds to remind the pilot to reset theHDG bug to the front course inboundheading. Check the heading dis-played on the DG against the mag-netic compass and reset if neces-sary.



29Rev. 1Apr/02

5. Heading Selector Knob -ROTATE BUG to agree with theFRONT COURSE inbound head-ing.

Note Instruments: CDI needle to theright. Intercept heading 30° to the leftof the back course.

6. If the Course Deviation Bar isgreater than 2 to 3 dots: theautopilot will annunciate REVARM; when the computed capturepoint is reached the ARM annun-ciator will go out and the selectedcourse will be automatically cap-tured and tracked. If the D-Bar isless than 2 to 3 dots: the HDGmode will disengage upon select-ing REV mode; the REV annunci-ator will illuminate and the capture/track sequence will automaticallybegin.




L R

2 MIN.

TURN COORDINATOR

NO PITCHINFORMATION

D.C. ELEC.

AP

G

KAP 140

HDG NAV APR REV

GS GS

N33

30

W2421

S15

12

E 63

ı

Back Course (REV) Mode Usingan HSI


To arm REV mode (with theKAP 140 currently in the HDGmode):


2. Course Bearing Pointer - SETto the FRONT COURSE inboundheading.


4. REV Mode Selector Button -PRESS. Note REV ARM annunci-ated.



31Rev. 1Apr/02

5. If the Course Deviation Bar isgreater than 2 to 3 dots: the air-craft will continue in HDG mode(or ROL if HDG is not selected)with the REV ARM annunciated;when the computed capture pointis reached HDG mode will disen-gage, the ARM annunciator will goout and the selected course will beautomatically captured andtracked. If the D-Bar is less than 2to 3 dots: the HDG mode (or ROLif HDG is not selected) will disen-gage upon selecting REV mode;the REV annunciator will illumi-nate and the capture/tracksequence will automatically begin.



Single Axis Operation Single Axis Operation

32 33KAP 140 AUTOPILOT SYSTEMRev. 1Apr/02

Rev. 1Apr/02

L R

2 MIN.

TURN COORDINATOR

NO PITCHINFORMATION

D.C. ELEC.

GS GSN

3330

W

24 21S

1512

E

63

ı

AP

G

KAP 140

HDG NAV APR REV

N

3330

W

24 21S

1512

E

63

P

U S H

PUSH

OR

L R

2 MIN.

TURN COORDINATOR

NO PITCHINFORMATION

D.C. ELEC.

GS GS

N33

30W

24

21 S15

12E

6

3

ı

AP

G

KAP 140

HDG NAV APR REV

N33

30W

24

21 S15

12E

6

3

P

U S H

PUSH

OR

N

080°

010°

1 2 3 4

1 2 3 4

L R

2 MIN.

TURN COORDINATOR

NO PITCHINFORMATION

D.C. ELEC.

GS GS

N33

30W 24

21S

15

12E6

3

ı

AP

G

KAP 140

HDG NAV APR REV

N33

30W 24

21S

15

12E6

3

P

U S H

PUSH

OR

L R

2 MIN.

TURN COORDINATOR

NO PITCHINFORMATION

D.C. ELEC.

GS GS

N33

30W 24

21S

15

12E6

3

ı

AP

G

KAP 140

HDG NAV APR REV

N33

30W 24

21S

15

12E6

3

P

U S H

PUSH

OR

OPERATIONS WITH THE KAP 140

Takeoff And Climb To Assigned Altitude

3. The autopilot is responding to the heading selectmode with a left bank.

4. The autopilot has completed the turn and isnow established on a 010° heading.

1. The aircraft is well off the ground and estab-lished at a desired climb rate.The heading bug on the DG or HSI is turned tothe desired heading of 080° (runway heading).By depressing the HDG button on the KAP 140,the autopilot engages into the heading modeand maintains the selected heading of 080°.Note: Press and hold the AP button for 0.25seconds to engage the autopilot (applicableonly to software version 03/01 and later).

2. The heading bug on the DG or HSI is turned tothe new desired heading of 010° and the aircraftbegins to respond with an immediate left turn.

Note: The autopilot controls only the roll axis. The PILOT must maintain control ofthe pitch and yaw axis.




Rev. 1Apr/02

3. When the computed capture point is reached,the ROL annunciation changes to NAV and aright turn is initiated by the autopilot.

4. The turn is complete and the autopilot is track-ing the GPS course.

L R

2 MIN.

TURN COORDINATOR

NO PITCHINFORMATION

D.C. ELEC.

AP

G

KAP 140

HDG NAV APR REV

N

3330

W

24 21S

1512

E

63

P

U S H

PUSH

TO

FR

N

S

E

W

3330

24 21

1512

63

OBS

GS

ı

L R

2 MIN.

TURN COORDINATOR

NO PITCHINFORMATION

D.C. ELEC.

AP

G

KAP 140

HDG NAV APR REV

N

3330

W

24 21S

1512

E

63

P

U S H

PUSH

TO

FR

N

S

E

W

3330

24 21

1512

63

OBS

GS

ı

N

1

2

3

4

40°

010°

1. Continuing on heading 010°, a GPS waypoint isestablished. A 30° intercept is desired.

2. The HDG button is depressed to select ROLmode which will allow an “all angle intercept”.GPS data is selected for the CDI and the OBS isset to 040°. The NAV button is depressed andNAV ARM is annunciated. ROL will change toHDG and flash for five seconds. ROL will thenbe redisplayed. While the HDG annunciation isflashing, move the heading bug to the desiredcourse of 040°. The aircraft will remain wingslevel until the capture point.

GPS Capture Using DG

L R

2 MIN.

TURN COORDINATOR

NO PITCHINFORMATION

D.C. ELEC.

AP

G

KAP 140

HDG NAV APR REV

N33

30W

24

21 S15

12E

6

3

P

U S H

PUSH

TO

FR

N

S

E

W

33

30 24

2115

126

3

OBS

GS

ı

L R

2 MIN.

TURN COORDINATOR

NO PITCHINFORMATION

D.C. ELEC.

AP

G

KAP 140

HDG NAV APR REV

N33

30W

24

21 S15

12E

6

3

P

U S H

PUSH

TO

FR

N

S

E

W

3330

24 21

1512

63

OBS

GS

ı

* Description of GPS operation based on Bendix/King GPS receiver. Others mayrequire different operation.




Rev. 1Apr/02

3. When the computed capture point is reached,the HDG annunciation changes to NAV and aright turn is initiated by the autopilot.


L R

2 MIN.

TURN COORDINATOR

NO PITCHINFORMATION

D.C. ELEC.

GS GSN

3330

W

24 21S

1512

E

63

ı

AP

G

KAP 140

HDG NAV APR REV

L R

2 MIN.

TURN COORDINATOR

NO PITCHINFORMATION

D.C. ELEC.

GS GSN

3330

W

24 21S

1512

E

63

ı

AP

G

KAP 140

HDG NAV APR REV

N

1

2

3

4

40°

010°


2. GPS data is selected for the HSI. The coursepointer is set to 040°. The NAV button isdepressed and NAVARM is annunciated.

GPS Capture Using HSI

L R

2 MIN.

TURN COORDINATOR

NO PITCHINFORMATION

D.C. ELEC.

GS GS

N33

30W

24

21 S15

12E

6

3

ı

AP

G

KAP 140

HDG NAV APR REV

L R

2 MIN.

TURN COORDINATOR

NO PITCHINFORMATION

D.C. ELEC.

GS GS

N33

30W

24

21 S15

12E

6

3

ı

AP

G

KAP 140

HDG NAV APR REV





Rev. 1Apr/02

3. At the desired point, HDG mode is used to initi-ate the procedure turn. Select HDG and set theheading bug to 283°. During the procedure turnoutbound, the CDI course index goes off scaleto the right. The aircraft is flying away from thelocalizer centerline at a 45° angle on a selectedheading of 283°.

* Check the heading displayed on the DG againstthe magnetic compass and reset if necessary.

4. Now you have reset the heading bug to 103°and made a 180° turn to this heading. This103° heading will intercept the front course of058°. You must now select the approach modeby depressing the APR button on the KAP 140.While the HDG annunciation is flashing movethe heading bug to the front course 058°. Sincethe 45° intercept is 103°, the aircraft will notturn until the front course is captured.

L R

2 MIN.

TURN COORDINATOR

NO PITCHINFORMATION

D.C. ELEC.

AP

G

KAP 140

HDG NAV APR REV

N

3330W

2421

S

1512 E

63

P

U S H

PUSH

TO

FR

N

S

E

W

3330

2421

1512

63

OBS

GS

NAV

ı

L R

2 MIN.

TURN COORDINATOR

NO PITCHINFORMATION

D.C. ELEC.

AP

G

KAP 140

HDG NAV APR REV

N33

30 W24

21S

15

12E6

3

P

U S H

PUSH

TO

FR

N

S

E

W

3330

2421

1512

63

OBS

GS

NAV

ı

N1

2

3

4

270°

283°

058°

238°

283°

103°

1. The aircraft is heading 270° with headingengaged. To intercept and fly the LOC frontcourse outbound, set the front course on theOBS and depress the back course (REV) but-ton. While the HDG annunciation is flashingmove the heading bug to the front course 058°.Since HDG was active upon selection of REV,the autopilot will initiate a 45° intercept to thelocalizer. In this case, the aircraft will turn to283°.

2. When the computed capture point is reached,auto-intercept mode is cancelled, the reverselocalizer mode is automatically activated and aleft turn outbound on the localizer is initiated bythe autopilot.

Note: The left-right deviations of the CDI coursedeviation needle are reversed (you must turn rightto center a deviation of the index to the left). Thisneedle reversing takes place because you are fly-ing outbound on a front course.

Outbound On Front Course For Procedure Turn To LOC Approach Using DG

L R

2 MIN.

TURN COORDINATOR

NO PITCHINFORMATION

D.C. ELEC.

AP

G

KAP 140

HDG NAV APR REV

N33

30W

24

21S

15

12 E6

3

P

U S H

PUSH

TO

FR

N

S

E

W

3330

2421

1512

63

OBS

GS

NAV

ı

L R

2 MIN.

TURN COORDINATOR

NO PITCHINFORMATION

D.C. ELEC.

AP

G

KAP 140

HDG NAV APR REV

N33

30

W24

21

S15

12

E 63

P

U S H

PUSH

TO

FR

N

S

E

W

3330

2421

1512

63

OBS

GS

NAV

ı




Rev. 1Apr/02

3. At the desired point, HDG mode is used to initi-ate the procedure turn. Select HDG and set theheading bug to 283°. During the procedure turnoutbound, the deviation bar shows that the air-craft is flying away from the localizer centerlineat a 45° angle on a selected heading of 283°.

4. Now you have reset the heading bug to 103°and made a 180° turn to this heading. The103° heading will intercept the front course of058°. You must now select the approach modeby depressing the APR button on the KAP 140.Automatic capture of the localizer will occur.

L R

2 MIN.

TURN COORDINATOR

NO PITCHINFORMATION

D.C. ELEC.

GS GS

N33

30W24

21S

15

12 E6

3

ı

AP

G

KAP 140

HDG NAV APR REV

L R

2 MIN.

TURN COORDINATOR

NO PITCHINFORMATION

D.C. ELEC.

GS GS

N

3330 W

2421

S

1512E

63

ı

AP

G

KAP 140

HDG NAV APR REV

N1

23

4

270°

058°

238°

283°

103°

1. The aircraft is heading 270° with headingengaged. To intercept and fly the LOC frontcourse outbound, set the front course on theHSI and depress the back course (REV) but-ton. The back course (REV) mode is selected togo outbound on the front course. The capturepoint is now being computed based on closurerate.

2. When the computed capture point is reached,HDG mode is cancelled and reverse localizermode is automatically activated and a left turnoutbound on the localizer is initiated by theautopilot.

Note: The left-right deviations of the HSI courseneedle operate just as though you were flying afront course approach.

Outbound On Front Course For Procedure Turn To LOC Approach Using HSI

L R

2 MIN.

TURN COORDINATOR

NO PITCHINFORMATION

D.C. ELEC.

GS GS

N33

30W24

21S

15

12 E6

3

ı

AP

G

KAP 140

HDG NAV APR REV

L R

2 MIN.

TURN COORDINATOR

NO PITCHINFORMATION

D.C. ELEC.

GS GS

N33

30

W2421

S15

12

E 63

ı

AP

G

KAP 140

HDG NAV APR REV




Rev. 1Apr/02

3. At the missed approach point, the pilot disen-gages the autopilot with the button on the con-trol wheel. This cancels all operating modes.The flashing AP annunciations are displayed anda disconnect tone will sound.

4. The pilot initiates the missed approach and sta-bilizes the aircraft in the climb. The headingbug is set to the missed approach heading of090°. By depressing the HDG button on theKAP 140, the autopilot engages into the head-ing mode, commencing a right turn to a head-ing of 090°.Note: Press and hold the AP button for 0.25seconds to engage the autopilot (applicableonly to software version 03/01 and later).

L R

2 MIN.

TURN COORDINATOR

NO PITCHINFORMATION

D.C. ELEC.

AP

G

KAP 140

HDG NAV APR REVN

3330

W 2421

S15

12

E63

P

U S H

PUSH

TO

FR

N

S

E

W

3330

2421

1512

63

OBS

GS

ı

L R

2 MIN.

TURN COORDINATOR

NO PITCHINFORMATION

D.C. ELEC.

AP

G

KAP 140

HDG NAV APR REV

N33

30

W 24

21

S15

12

E63

P

U S H

PUSH

TO

FR

N

S

E

W

3330

2421

1512

63

OBS

GS

ı

N

12

34

058°

090°

238°

1. Continuing the maneuver on page 38, APR cou-pling occurs (HDG annunciation changes toAPR). The autopilot will capture the localizerand the CDI course index will center.

2. The autopilot is following the localizer. Theautopilot will make the bank changes as neces-sary to maintain localizer .

L R

2 MIN.

TURN COORDINATOR

NO PITCHINFORMATION

D.C. ELEC.

AP

G

KAP 140

HDG NAV APR REV

N33

30W 24

21S

15

12E6

3

P

U S H

PUSH

TO

FR

N

S

E

W

3330

2421

1512

63

OBS

GS

ı

L R

2 MIN.

TURN COORDINATOR

NO PITCHINFORMATION

D.C. ELEC.

AP

G

KAP 140

HDG NAV APR REV

N33

30

W 2421

S15

12

E63

P

U S H

PUSH

TO

FR

N

S

E

W

3330

2421

1512

63

OBS

GS

ı

Front Course LOC Approach Using DG




Rev. 1Apr/02

3. At the missed approach point, the pilot disen-gages the autopilot with the button on the con-trol wheel. This cancels all operating modes.


L R

2 MIN.

TURN COORDINATOR

NO PITCHINFORMATION

D.C. ELEC.

GS GS

N33

30

W 2421

S15

12

E63

ı

AP

G

KAP 140

HDG NAV APR REV

L R

2 MIN.

TURN COORDINATOR

NO PITCHINFORMATION

D.C. ELEC.

GS GS

N33

30

W 2421

S15

12

E63

ı

AP

G

KAP 140

HDG NAV APR REV

N

12

34

058°

090°

238°

1. Continuing the maneuver on page 40, APR cou-pling occurs (HDG annunciation changes toAPR). The autopilot will capture the localizerand the CDI course index will center.

2. The autopilot is following the localizer. Theautopilot will make bank changes as necessaryto maintain localizer.

L R

2 MIN.

TURN COORDINATOR

NO PITCHINFORMATION

D.C. ELEC.

GS GS

N33

30W 24

21S

15

12E6

3

ı

AP

G

KAP 140

HDG NAV APR REV

L R

2 MIN.

TURN COORDINATOR

NO PITCHINFORMATION

D.C. ELEC.

GS GS

N33

30

W 2421

S15

12

E63

ı

AP

G

KAP 140

HDG NAV APR REV

Front Course LOC Approach Using HSI




Rev. 1Apr/02

N

12

3

4

058°

270°

238°

283°

103°

3. At the desired point, heading mode is used toinitiate the procedure turn. During the procedureturn outbound, the deviation bar shows that theaircraft is flying away from the GPS course at a45° angle on a selected heading of 283°.


4. The heading bug has been set to 103° and theaircraft has made a left turn to this heading.The GPS’s Leg/OBS mode switching is set toLeg mode and the OBS is set to 058°. Selectapproach mode by depressing the APR button.*The HDG annunciation will flash for five sec-onds then extinguish. While the HDG annuncia-tion is flashing, move the heading bug to 058°.Since the 45° intercept is 103°, the aircraft willnot turn until the course is captured.

1. The aircraft is in APR mode approaching theIAF. Approach arm is indicated on the GPSannunciator.*

2. Upon waypoint alerting at the IAF, the headingbug is set to 238°, the GPS’s Leg/OBS modeswitching is set to OBS mode and the OBS isset to 238°. The autopilot initiates a left turn totrack the 238° GPS course.

Outbound on GPS Approach Using DG

L R

2 MIN.

TURN COORDINATOR

NO PITCHINFORMATION

D.C. ELEC.

AP

G

KAP 140

HDG NAV APR REV ALT

N33

30W24

21S

15

12 E6

3

P

U S H

PUSH

TO

FR

N

S

E

W

33

3024

2115

12 6

3

OBS

GS

ı

L R

2 MIN.

TURN COORDINATOR

NO PITCHINFORMATION

D.C. ELEC.

AP

G

KAP 140

HDG NAV APR REV ALT

N33

30

W24

21

S15

12

E 63

P

U S H

PUSH

TO

FR N

S

E

W

3330

2421

1512

63

OBS

GS

ı

L R

2 MIN.

TURN COORDINATOR

NO PITCHINFORMATION

D.C. ELEC.

AP

G

KAP 140

HDG NAV APR REV ALT

N

33

30W

24

21S

15

12 E6

3P

U S H

PUSH

TO

FR N

S

E

W

3330

2421

1512

63

OBS

GS

ı

L R

2 MIN.

TURN COORDINATOR

NO PITCHINFORMATION

D.C. ELEC.

AP

G

KAP 140

HDG NAV APR REV ALT

N

33

30 W

24

21S

15

12E6

3

P

U S H

PUSH

TO

FR

N

S

E

W

3330

2421

1512

63

OBS

GS

ı





Rev. 1Apr/02


4. The heading bug has been set to 103° and theaircraft has made a left turn to this heading.The GPS’s Leg/OBS mode switching is set toLeg mode and the course pointer is set to058°. Select approach mode by depressing theAPR button.


2. Upon waypoint alerting at the IAF, the coursepointer is set to 238°, the GPS’s Leg/OBS modeswitching is set to OBS mode. The autopilot ini-tiates a left turn to track the 238° GPS course.

L R

2 MIN.

TURN COORDINATOR

NO PITCHINFORMATION

D.C. ELEC.

GS GS

N33

30W24

21S

15

12 E6

3

ı

AP

G

KAP 140

HDG NAV APR REV ALT

L R

2 MIN.

TURN COORDINATOR

NO PITCHINFORMATION

D.C. ELEC.

GS GS

N33

30

W2421

S15

12

E 63

ı

AP

G

KAP 140

HDG NAV APR REV ALT

L R

2 MIN.

TURN COORDINATOR

NO PITCHINFORMATION

D.C. ELEC.

GS GS

N33

30W24

21S

15

12 E6

3

ı

AP

G

KAP 140

HDG NAV APR REV ALT

L R

2 MIN.

TURN COORDINATOR

NO PITCHINFORMATION

D.C. ELEC.

GS GS

N33

30 W24

21S

15

12E6

3

ı

AP

G

KAP 140

HDG NAV APR REV ALT

N

12

3

4

058°

270°

238°

283°

103°

Outbound on GPS Approach Using HSI





Rev. 1Apr/02

N

1

2

34

058°

090°

238°

FAF



1. Continuing the maneuver on page 46, APRmode capture occurs. The autopilot initiates aleft turn to track the 058° GPS course.Approach active is indicated on the GPSannunciator.*

2. The autopilot is following the GPS course. Theautopilot will make the bank changes as neces-sary to maintain the GPS course.

Inbound on GPS Approach Using DG

L R

2 MIN.

TURN COORDINATOR

NO PITCHINFORMATION

D.C. ELEC.

AP

G

KAP 140

HDG NAV APR REV ALT

N33

30W 24

21S

15

12E6

3

P

U S H

PUSH

TO

FR

N

S

E

W

3330

2421

1512

63

OBS

GS

ı

L R

2 MIN.

TURN COORDINATOR

NO PITCHINFORMATION

D.C. ELEC.

AP

G

KAP 140

HDG NAV APR REV ALT

N33

30

W 2421

S15

12

E63

P

U S H

PUSH

TO

FR

N

S

E

W

3330

2421

1512

63

OBS

GS

ı

L R

2 MIN.

TURN COORDINATOR

NO PITCHINFORMATION

D.C. ELEC.

AP

G

KAP 140

HDG NAV APR REV ALTN

3330

W 2421

S15

12

E63

P

U S H

PUSH

TO

FR

N

S

E

W

3330

2421

1512

63

OBS

GS

ı

L R

2 MIN.

TURN COORDINATOR

NO PITCHINFORMATION

D.C. ELEC.

AP

G

KAP 140

HDG NAV APR REV ALT

N33

30 W24

21S

15

12E6

3

P

U S H

PUSH

TO

FR

N

S

E

W

3330

2421

1512

63

OBS

GS

ı





Rev. 1Apr/02

N

1

2

34

058°

090°

238°

FAF



1. Continuing the maneuver on page 48, APRmode capture occurs. The autopilot initiates aleft turn to track the 058° GPS course.*Approach active is indicated on the GPSannunciator.*

2. The autopilot is following the GPS course. Theautopilot will make the bank changes as neces-sary to maintain the GPS course.

Inbound on GPS Approach Using HSI


L R

2 MIN.

TURN COORDINATOR

NO PITCHINFORMATION

D.C. ELEC.

GS GS

N33

30W 24

21S

15

12E6

3

ı

AP

G

KAP 140

HDG NAV APR REV ALT

L R

2 MIN.

TURN COORDINATOR

NO PITCHINFORMATION

D.C. ELEC.

GS GS

N33

30

W 2421

S15

12

E63

ı

AP

G

KAP 140

HDG NAV APR REV ALT

L R

2 MIN.

TURN COORDINATOR

NO PITCHINFORMATION

D.C. ELEC.

GS GS

N33

30

W 2421

S15

12

E63

ı

AP

G

KAP 140

HDG NAV APR REV ALT

L R

2 MIN.

TURN COORDINATOR

NO PITCHINFORMATION

D.C. ELEC.

GS GS

N33

30 W24

21S

15

12E6

3

ı

AP

G

KAP 140

HDG NAV APR REV ALT


Two Axis Operation

55Rev. 2May/02

KAP 140 Two Axis Operation

The KAP 140 is a digital, panel-mounted autopilot system for light air-craft.

1. PITCH AXIS, (P) ANNUNCIATOR- When illuminated, indicates failureof the pitch axis and will disengagethe autopilot when the failure occursand not allow engagement of thepitch axis.

2. AUTOPILOT ENGAGE/DISEN-GAGE (AP) BUTTON - Whenpushed, engages autopilot if all logicconditions are met. The autopilotwill engage in the basic roll (ROL)mode which functions as a wing lev-eler and in the vertical speed (VS)hold mode. The commanded verti-cal speed will be displayed in theupper right corner of autopilot dis-play area. The captured VS will bethe vertical speed present at themoment of AP button press. Whenpressed again, will disengage theautopilot. For software version 03/01

AP

G

KAP 140


UP

AP

G

KAP 140


UP

P R

P R1

2 4 5 6 7 8 93

13 12 11

Full Two-Axis KAP 140 Display

Two-axis Flight Control Computer

1014

and later, the AP button must bepressed and held for 0.25 secondsto engage the autopilot.

3. ROLL AXIS (R) ANNUNCIATOR- When illuminated, indicates failureof the roll axis and will disengage theautopilot and not allow engagement.

4. HEADING (HDG) MODE SELEC-TOR BUTTON - When pushed, willarm the Heading mode, which com-mands the airplane to turn to andmaintain the heading selected by theheading bug on either the DG orHSI. A new heading may beselected at any time and will result inthe airplane turning to the new head-ing. Button can also be used to tog-gle between HDG and ROL modes.This button will engage the autopilotin units with software prior to soft-ware version 03/01.

Two Axis Operation


5. NAVIGATION (NAV) MODESELECTOR BUTTON - Whenpushed, will arm the navigationmode. The mode provides auto-matic beam capture and tracking ofVOR, LOC or GPS as selected forpresentation on the HSI or CDI.NAV mode is recommended forenroute navigation tracking. NAVmode may also be used for frontcourse LOC tracking when GS track-ing is not desired.

6. APPROACH (APR) MODESELECTOR BUTTON - Whenpushed, will arm the Approachmode. This mode provides auto-matic beam capture and tracking ofVOR, GPS, LOC, and Glideslope(GS) on an ILS, as selected for pre-sentation on the HSI or CDI. APRmode is recommended for instru-ment approaches.

7. BACK COURSE APPROACH(REV) MODE SELECTOR BUTTON- When pushed, will arm the BackCourse approach mode. This modefunctions similarly to the approachmode except that the autopilotresponse to LOC signals isreversed, and GS is disabled.

8. ALTITUDE HOLD (ALT) MODESELECT BUTTON - When pushed,will select the Altitude Hold mode.This mode provides tracking of thereference altitude. The referencealtitude is the altitude at the momentthe ALT button is pressed. If theALT button is pressed with an estab-lished VS rate present, there will bealtitude overshoot (approximately

10% of the VS rate), with the air-plane returned positively to the refer-ence altitude. This button willengage the autopilot in units withsoftware prior to software version03/01.

9. VERTICAL TRIM (UP/DN) BUT-TONS - The action of these buttonsis dependent upon the vertical modepresent when pressed. If VS modeis active, button strokes will incre-ment the vertical speed commandedeither up or down at the rate of 100ft/min per button press, or at the rateof approximately 300 ft/min per sec-ond if held continuously. If ALTmode is active, incremental buttonstrokes will move the altitude holdreference altitude either up or downat 20 feet per press, or if held contin-uously will command the airplane upor down at the rate of 500 ft/min,synchronizing the altitude hold refer-ence to the actual airplane altitudeupon button release.

10. VERTICAL SPEED DISPLAY -Displays the commanded verticalspeed in VS mode.

11. PITCH TRIM (PT) ANNUNCIA-TION - A flashing PT with arrowsindicates the direction of requiredpitch trim. A solid PT without anarrow head is an indication of a pitchtrim fault. During manual electric trimoperation (autopilot disengaged),detection of a stuck MET switch willbe indicated by a solid PT. When thefault is corrected, the annunciationwill extinguish.


Two Axis Operation

57Rev. 1Apr/02

12. PITCH MODE DISPLAY -Displays the active and armed pitchmodes (VS, ALT ARM, ALT, andGS.

13. ROLL MODE DISPLAY -Displays the active and armed rollmodes (ROL, HDG, NAV ARM,NAV, APR ARM, APR, REV ARM,REV, GS ARM). Also displayed willbe flashing AP annunciation (5 sec-onds) at each autopilot disconnectaccompanied by an aural tone (for 2seconds).

14. AUTOPILOT ENGAGED (AP)ANNUNCIATION - Il luminateswhenever the autopilot is engaged.Flashes during pilot initiated or auto-matic disengagement. Only applica-ble for software versions 03/01 orlater.

The lateral modes (HDG, NAV, APRand REV) operate identically asdescribed in the KAP 140 SingleAxis Operating Modes section.Please refer to that section for textdescriptions of lateral mode opera-tion.


AP

G

KAP 140


UP

Two Axis Operation


May/02

Vertical Speed (VS) Mode

The Vertical Speed (VS) modeallows variable vertical speed climbsand descents. The ALT button tog-gles between altitude hold and verti-cal speed modes.

Note: The KAP 140 engages into VSmode as a default.

To operate in the VS mode(with autopilot currently disengaged):

1. AP button - Press. Note ROL,VS and current vertical speed isdisplayed. If no other modes areselected the autopilot will operatein the ROL and vertical speedhold modes. For software version03/01 and later, the AP buttonmust be pressed and held for 0.25seconds to engage the autopilot.

2. UP or DN button - Selectdesired climb or descent rate.Each button stroke will incrementthe vertical speed commanded upor down by 100 ft/min per buttonpress, or at the rate of approxi-mately 300 ft/min per second ifheld continuously.

To initiate a climb or descent fromAltitude Hold (ALT) mode:

1. ALT button - Press. Note ALTchanges to VS and current verticalspeed is displayed.


Note: When operating at or near thebest rate of climb airspeed, at climbpower settings, and using verticalspeed hold, it is easy to decelerateto an airspeed where continueddecreases in airspeed will result in areduced rate of climb. Continuedoperation in vertical speed mode canresult in a stall.


Two Axis Operation

59Rev. 1Apr/02

Altitude Hold (ALT) Mode

The Altitude Hold (ALT) modemaintains the pressure altitudeacquired upon selection of altitudehold. The ALT button togglesbetween altitude hold and verticalspeed modes.

To operate in the ALT mode(with autopilot currently in theVertical Speed mode):

1. ALT button - Press. Note ALTis annunciated and autopilotmaneuvers to maintain pressurealtitude acquired at button selec-tion.

2. UP or DN button - Select tochange altitude. Incremented but-ton strokes will move the refer-ence altitude by 20 feet per press,or if held continuously will com-mand a 500 ft/min altitude change,acquiring a new reference altitudeupon button release.

Note: Incremented altitude changesshould be limited to 500 ft. ofchange.

AP

G

KAP 140


UP


Two Axis Operation

61Rev. 1Apr/02

3. The autopilot is responding to the heading selectmode with a left bank. The climb rate has beendecreased, using the DN button, in preparationfor level off.

4. The autopilot has completed the turn and isnow established on a 010° heading. Desiredaltitude has been reached, altitude hold (ALT)has been engaged and the aircraft maintainsthe reference altitude.

Two Axis Operation


1. The aircraft is well off the ground and estab-lished at a safe climb rate.The heading bug on the DG or HSI is turned tothe desired heading of 080° (runway heading).By depressing the HDG button on the KAP 140,the autopilot engages into the heading and ver-tical speed modes and maintains the selectedheading of 080° and current rate of climb.Note: Press and hold the AP button for 0.25seconds to engage the autopilot (applicableonly to software version 03/01 and later).

2. The heading bug on the DG or HSI is turned tothe new desired heading of 010° and the aircraftbegins to respond with an immediate left turn.

N

080°

010°

1 2 3 4

1 2 3 4

L R

2 MIN.

TURN COORDINATOR

NO PITCHINFORMATION

D.C. ELEC.

GS GS

N33

30W 24

21S

15

12E6

3

ı

AP

G

KAP 140


UP

N33

30W 24

21S

15

12E6

3

P

U S H

PUSH

OR

L R

2 MIN.

TURN COORDINATOR

NO PITCHINFORMATION

D.C. ELEC.

GS GS

N33

30W 24

21S

15

12E6

3

ı

AP

G

KAP 140


UP

N33

30W 24

21S

15

12E6

3

P

U S H

PUSH

OR

L R

2 MIN.

TURN COORDINATOR

NO PITCHINFORMATION

D.C. ELEC.

GS GSN

3330

W

24 21S

1512

E

63

ı

AP

G

KAP 140


UP

N

3330

W

24 21S

1512

E

63

P

U S H

PUSH

OR

L R

2 MIN.

TURN COORDINATOR

NO PITCHINFORMATION

D.C. ELEC.

GS GS

N33

30W

24

21 S15

12E

6

3

ı

AP

G

KAP 140


UP

N33

30W

24

21 S15

12E

6

3

P

U S H

PUSH

OR




Two Axis Operation Two Axis Operation


Rev. 1Apr/02



L R

2 MIN.

TURN COORDINATOR

NO PITCHINFORMATION

D.C. ELEC.

AP

G

KAP 140


UP

N

3330

W

24 21S

1512

E

63

P

U S H

PUSH

TO

FR

N

S

E

W

3330

24 21

1512

63

OBS

GS

ı

L R

2 MIN.

TURN COORDINATOR

NO PITCHINFORMATION

D.C. ELEC.

AP

G

KAP 140


UP

N

3330

W

24 21S

1512

E

63

P

U S H

PUSH

TO

FR

N

S

E

W

3330

24 21

1512

63

OBS

GS

ı

N

1

2

3

4

40°

010°




L R

2 MIN.

TURN COORDINATOR

NO PITCHINFORMATION

D.C. ELEC.

AP

G

KAP 140


UP

N33

30W

24

21 S15

12E

6

3

P

U S H

PUSH

TO

FR

N

S

E

W

33

30 24

2115

126

3

OBS

GS

ı

L R

2 MIN.

TURN COORDINATOR

NO PITCHINFORMATION

D.C. ELEC.

AP

G

KAP 140


UP

N33

30W

24

21 S15

12E

6

3

P

U S H

PUSH

TO

FR

N

S

E

W

3330

24 21

1512

63

OBS

GS

ı





Rev. 1Apr/02

N

1

2

3

4

40°

010°






L R

2 MIN.

TURN COORDINATOR

NO PITCHINFORMATION

D.C. ELEC.

GS GS

N33

30W

24

21 S15

12E

6

3

ı

AP

G

KAP 140


UP

L R

2 MIN.

TURN COORDINATOR

NO PITCHINFORMATION

D.C. ELEC.

GS GS

N33

30W

24

21 S15

12E

6

3

ı

AP

G

KAP 140


UP

L R

2 MIN.

TURN COORDINATOR

NO PITCHINFORMATION

D.C. ELEC.

GS GSN

3330

W

24 21S

1512

E

63

ı

AP

G

KAP 140


UP

L R

2 MIN.

TURN COORDINATOR

NO PITCHINFORMATION

D.C. ELEC.

GS GSN

3330

W

24 21S

1512

E

63

ı

AP

G

KAP 140


UP


N1

2

3

4

270°

283°

058°

238°

283°

103°




Rev. 1Apr/02



4. Now you have reset the heading bug to 103°and made a 180° turn to this heading. This103° heading will intercept the front course of058°. You must now select the approach modeby depressing the APR button on the KAP 140.* The HDG annunciation will flash for five sec-onds then extinguish. While the HDG annuncia-tion is flashing, move the heading bug to thefront course 058°. Since the 45° intercept is103°, the aircraft will not turn until the frontcourse is captured.

1. The aircraft is heading 270° with heading andaltitude hold engaged. To intercept and fly theILS front course outbound, set the front courseon the OBS and depress the reverse course(REV) button. The HDG annunciation will flashfor five seconds then extinguish. While theHDG annunciation is flashing, move the head-ing bug to the front course 058°. Since HDGwas active upon selection of REV, the autopilotwill initiate a 45° intercept to the localizer. Inthis case, the aircraft will turn to 283°.

2. When the computed capture point is reached,auto-intercept mode is cancelled and reverselocalizer mode is automatically activated and aleft turn outbound on the localizer is initiated bythe autopilot.


Outbound On Front Course For Procedure Turn To ILS Approach Using DG

L R

2 MIN.

TURN COORDINATOR

NO PITCHINFORMATION

D.C. ELEC.

AP

G

KAP 140


UP

N33

30W

24

21S

15

12 E6

3

P

U S H

PUSH

TO

FR

N

S

E

W

3330

2421

1512

63

OBS

GS

NAV

ı

L R

2 MIN.

TURN COORDINATOR

NO PITCHINFORMATION

D.C. ELEC.

AP

G

KAP 140


UP

N33

30

W24

21

S15

12

E 63

P

U S H

PUSH

TO

FR

N

S

E

W

3330

2421

1512

63

OBS

GS

NAV

ı

L R

2 MIN.

TURN COORDINATOR

NO PITCHINFORMATION

D.C. ELEC.

AP

G

KAP 140


UP

N

3330W

2421

S

1512 E

63

P

U S H

PUSH

TO

FR

N

S

E

W

3330

2421

1512

63

OBS

GS

NAV

ı

L R

2 MIN.

TURN COORDINATOR

NO PITCHINFORMATION

D.C. ELEC.

AP

G

KAP 140


UP

N33

30 W24

21S

15

12E6

3

P

U S H

PUSH

TO

FR

N

S

E

W

3330

2421

1512

63

OBS

GS

NAV

ı

N1

23

4

270°

058°

238°

283°

103°




Rev. 1Apr/02

3. At the desired point, HDG mode is used to initi-ate the procedure turn. Select HDG and set theheading bug to 283°. During the procedure turnoutbound, the deviation bar shows that the air-craft is flying away from the localizer centerlineat a 45° angle on a selected heading of 283°.


1. The aircraft is heading 270° with heading andaltitude hold engaged. To intercept and fly theILS front course outbound, set the front courseon the HSI and depress the back course (REV)button. The back course (REV) mode isselected to go outbound on the front course.The capture point is now being computedbased on closure rate.



Outbound On Front Course For Procedure Turn To ILS Approach Using HSI

L R

2 MIN.

TURN COORDINATOR

NO PITCHINFORMATION

D.C. ELEC.

GS GS

N33

30W24

21S

15

12 E6

3

ı

AP

G

KAP 140


UP

L R

2 MIN.

TURN COORDINATOR

NO PITCHINFORMATION

D.C. ELEC.

GS GS

N33

30

W2421

S15

12

E 63

ı

AP

G

KAP 140


UP

L R

2 MIN.

TURN COORDINATOR

NO PITCHINFORMATION

D.C. ELEC.

GS GS

N33

30W24

21S

15

12 E6

3

ı

AP

G

KAP 140


UP

L R

2 MIN.

TURN COORDINATOR

NO PITCHINFORMATION

D.C. ELEC.

GS GS

N

3330 W

2421

S

1512E

63

ı

AP

G

KAP 140


UP

N

12

34

058°

090°

238°

3. At the middle marker, the pilot disengages theautopilot with the button on the control wheel.This cancels all operating modes. The flashingAP annunciationa are displayed and a discon-nect tone will sound.

4. The pilot initiates the missed approach and sta-bilizes the aircraft in the climb. The headingbug is set to the missed approach heading of090°. By depressing the HDG button on theKAP 140, the autopilot engages into the head-ing and vertical speed modes, commencing aright turn to a heading of 090° and maintainingthe rate of climb existing at engagement.Note: Press and hold the AP button for 0.25seconds to engage the autopilot (applicableonly to software version 03/01 and later).

1. Continuing the maneuver on page 66, APR cou-pling occurs (HDG annunciation changes toAPR), and the glideslope mode is automaticallyarmed. The autopilot will capture the localizerand the CDI course index will center.

2. The autopilot is following the localizer. At theouter marker, the glideslope deviation needle isat midscale. Altitude hold is automatically disen-gaged when the glideslope is captured. The ALTannunciator extinguishes and GS is displayed.The autopilot will make pitch and bank changesas necessary to maintain localizer and glides-lope.

L R

2 MIN.

TURN COORDINATOR

NO PITCHINFORMATION

D.C. ELEC.

AP

G

KAP 140


UP

N33

30

W 2421

S15

12

E63

P

U S H

PUSH

TO

FR

N

S

E

W

3330

2421

1512

63

OBS

GS

ı

L R

2 MIN.

TURN COORDINATOR

NO PITCHINFORMATION

D.C. ELEC.

AP

G

KAP 140


UP

N33

30

W 2421

S15

12

E63

P

U S H

PUSH

TO

FR

N

S

E

W

3330

2421

1512

63

OBS

GS

ı

L R

2 MIN.

TURN COORDINATOR

NO PITCHINFORMATION

D.C. ELEC.

AP

G

KAP 140


UP

N33

30

W 2421

S15

12

E63

P

U S H

PUSH

TO

FR

N

S

E

W

3330

2421

1512

63

OBS

GS

ı

L R

2 MIN.

TURN COORDINATOR

NO PITCHINFORMATION

D.C. ELEC.

AP

G

KAP 140


UP

N33

30

W 24

21

S15

12

E63

P

U S H

PUSH

TO

FR

N

S

E

W

3330

2421

1512

63

OBS

GS

ı




Rev. 1Apr/02

1 2 3 4

Front Course ILS Approach Using DG




Rev. 1Apr/02

N

12

34

058°

090°

238°

3. At the middle marker, the pilot disengages theautopilot with the button on the control wheel.This cancels all operating modes. The flashingAP annunciations are displayed and a discon-nect tone will sound.




L R

2 MIN.

TURN COORDINATOR

NO PITCHINFORMATION

D.C. ELEC.

GS GS

N33

30

W 2421

S15

12

E63

ı

AP

G

KAP 140


UP

L R

2 MIN.

TURN COORDINATOR

NO PITCHINFORMATION

D.C. ELEC.

GS GS

N33

30

W 2421

S15

12

E63

ı

AP

G

KAP 140


UP

L R

2 MIN.

TURN COORDINATOR

NO PITCHINFORMATION

D.C. ELEC.

GS GS

N33

30

W 2421

S15

12

E63

ı

AP

G

KAP 140


UP

L R

2 MIN.

TURN COORDINATOR

NO PITCHINFORMATION

D.C. ELEC.

GS GS

N33

30

W 2421

S15

12

E63

ı

AP

G

KAP 140


UP

1 2 3 4

Front Course ILS Approach Using HSI




Rev. 1Apr/02

N

12

3

4

058°

270°

238°

283°

103°


4. The heading bug has been set to 103° and theaircraft has made a left turn to this heading.The GPS’s Leg/OBS mode switching is set toLeg mode and the OBS is set to 058°. Selectapproach mode by depressing the APR button.The HDG annunciation will flash for five sec-onds then extinguish. Move the heading bugwithin five seconds to 058°. Since the 45°intercept is 103°, the aircraft will not turn untilthe course is captured.




L R

2 MIN.

TURN COORDINATOR

NO PITCHINFORMATION

D.C. ELEC.

AP

G

KAP 140


UP

N33

30W24

21S

15

12 E6

3

P

U S H

PUSH

TO

FR

N

S

E

W

33

3024

2115

12 6

3

OBS

GS

ı

L R

2 MIN.

TURN COORDINATOR

NO PITCHINFORMATION

D.C. ELEC.

AP

G

KAP 140


UP

N33

30

W24

21

S15

12

E 63

P

U S H

PUSH

TO

FR N

S

E

W

3330

2421

1512

63

OBS

GS

ı

L R

2 MIN.

TURN COORDINATOR

NO PITCHINFORMATION

D.C. ELEC.

AP

G

KAP 140


UP

N

33

30W

24

21S

15

12 E6

3P

U S H

PUSH

TO

FR N

S

E

W

3330

2421

1512

63

OBS

GS

ı

L R

2 MIN.

TURN COORDINATOR

NO PITCHINFORMATION

D.C. ELEC.

AP

G

KAP 140


UP

N

33

30 W

24

21S

15

12E6

3

P

U S H

PUSH

TO

FR

N

S

E

W

3330

2421

1512

63

OBS

GS

ı





Rev. 1Apr/02





L R

2 MIN.

TURN COORDINATOR

NO PITCHINFORMATION

D.C. ELEC.

GS GS

N33

30W24

21S

15

12 E6

3

ı

AP

G

KAP 140


UP

L R

2 MIN.

TURN COORDINATOR

NO PITCHINFORMATION

D.C. ELEC.

GS GS

N33

30

W2421

S15

12

E 63

ı

AP

G

KAP 140


UP

L R

2 MIN.

TURN COORDINATOR

NO PITCHINFORMATION

D.C. ELEC.

GS GS

N33

30W24

21S

15

12 E6

3

ı

AP

G

KAP 140


UP

L R

2 MIN.

TURN COORDINATOR

NO PITCHINFORMATION

D.C. ELEC.

GS GS

N33

30 W24

21S

15

12E6

3

ı

AP

G

KAP 140


UP

N

12

3

4

058°

270°

238°

283°

103°






Rev. 1Apr/02

N

1

2

34

058°

090°

238°

FAF

3. At the MDA, the ALT button is depressed caus-ing the autopilot to level off and maintain a con-stant altitude. At the MAP the pilot disengagesthe autopilot with the button on the controlwheel. A flashing AP annunciation is displayedand a distinctive tone will sound.


1. Continuing the maneuver on page 74, APRmode capture occurs. The autopilot initiates aleft turn to track the 058° GPS course.* Approach active is indicated on the GPSannunciator.

2. At the FAF, ALT is depressed to activate verticalspeed mode. The desired descent rate isobtained using the DN button.Remember, speed needs to be controlled withthe throttle.


L R

2 MIN.

TURN COORDINATOR

NO PITCHINFORMATION

D.C. ELEC.

AP

G

KAP 140


UP

N33

30W 24

21S

15

12E6

3

P

U S H

PUSH

TO

FR

N

S

E

W

3330

2421

1512

63

OBS

GS

ı

L R

2 MIN.

TURN COORDINATOR

NO PITCHINFORMATION

D.C. ELEC.

AP

G

KAP 140


UP

N33

30

W 2421

S15

12

E63

P

U S H

PUSH

TO

FR

N

S

E

W

3330

2421

1512

63

OBS

GS

ı

L R

2 MIN.

TURN COORDINATOR

NO PITCHINFORMATION

D.C. ELEC.

AP

G

KAP 140


UP

N33

30

W 2421

S15

12

E63

P

U S H

PUSH

TO

FR

N

S

E

W

3330

2421

1512

63

OBS

GS

ı

L R

2 MIN.

TURN COORDINATOR

NO PITCHINFORMATION

D.C. ELEC.

AP

G

KAP 140


UP

N33

30 W24

21S

15

12E6

3

P

U S H

PUSH

TO

FR

N

S

E

W

3330

2421

1512

63

OBS

GS

ı


1 2

3 4




Rev. 1Apr/02

N

1

2

34

058°

090°

238°

FAF




2. At the FAF, ALT is depressed to activate verticalspeed mode. The desired descent rate isobtained using the DN button.Remember, speed needs to be controlled withthe throttle.



1 2

3 4

L R

2 MIN.

TURN COORDINATOR

NO PITCHINFORMATION

D.C. ELEC.

GS GS

N33

30W 24

21S

15

12E6

3

ı

AP

G

KAP 140


UP

L R

2 MIN.

TURN COORDINATOR

NO PITCHINFORMATION

D.C. ELEC.

GS GS

N33

30

W 2421

S15

12

E63

ı

AP

G

KAP 140


UP

L R

2 MIN.

TURN COORDINATOR

NO PITCHINFORMATION

D.C. ELEC.

GS GS

N33

30

W 2421

S15

12

E63

ı

AP

G

KAP 140


UP

L R

2 MIN.

TURN COORDINATOR

NO PITCHINFORMATION

D.C. ELEC.

GS GS

N33

30 W24

21S

15

12E6

3

ı

AP

G

KAP 140


UP

Two Axis Operation




Two Axis/Altitude Preselect Operations

83Rev. 2May/02

AP

G

KAP 140


UP

AP

G

KAP 140


UP

P R

P R1

2 4 5 6 7 8 93

17 16 15 14

13

Full KAP 140 Two-Axis with Altitude Preselect Display

Two-axis w/Altitude PreSelect Flight Control Computer

ARM BARO

ARM BARO

10

12 11

18

KAP 140 Two Axis with Altitude Preselect Operation

The KAP 140 is a digital, panel-mounted autopilot system for light air-craft.

1. PITCH AXIS, (P) ANNUNCIATOR- When illuminated, indicates failureof the pitch axis and will disengagethe autopilot when the failure occursand not allow engagement of thepitch axis.

2. AUTOPILOT ENGAGE/DISEN-GAGE (AP) BUTTON - Whenpushed, engages autopilot if all logicconditions are met. The autopilot willengage in the basic roll (ROL) modewhich functions as a wing levelerand in the vertical speed (VS) holdmode. The commanded verticalspeed is be displayed in the upperright corner of autopilot display areafor three seconds after engagementor if either the UP or DN button ispressed. The captured VS will be thevertical speed present at themoment of AP button press. Whenpressed again, will disengage theautopilot. For software version 03/01

and later, the AP button must bepressed and held for 0.25 secondsto engage the autopilot.

3. ROLL AXIS (R) ANNUNCIATOR- When illuminated, indicates failureof the roll axis and will disengage theautopilot and not allow engagement.

4. HEADING (HDG) MODE SELEC-TOR BUTTON - When pushed, willarm the Heading mode, which com-mands the airplane to turn to andmaintain the heading selected by theheading bug on either the DG orHSI. A new heading may beselected at any time and will result inthe airplane turning to the new head-ing. Button can also be used to tog-gle between HDG and ROL modes.This button will engage the autopilotin units with software prior to soft-ware version 03/01.



5. NAVIGATION (NAV) MODESELECTOR BUTTON - Whenpushed, will arm the navigationmode. The mode provides automaticbeam capture and tracking of VOR,LOC or GPS as selected for presen-tation on the HSI or CDI. NAV modeis recommended for enroute naviga-tion tracking. NAV mode may alsobe used for front course LOC track-ing when GS tracking is not desired.

6. APPROACH (APR) MODESELECTOR BUTTON - Whenpushed, will arm the Approachmode. This mode provides auto-matic beam capture and tracking ofVOR, GPS, LOC, and Glideslope(GS) on an ILS, as selected for pre-sentation on the HSI or CDI. APRmode is recommended for instru-ment approaches.

7. BACK COURSE APPROACH(REV) MODE SELECTOR BUTTON- When pushed, will arm the BackCourse approach mode. This modefunctions similarly to the approachmode except that the autopilotresponse to LOC signals isreversed, and GS is disabled.

8. ALTITUDE HOLD (ALT) MODESELECT BUTTON - When pushed,will select the Altitude Hold mode.This mode provides tracking of thereference altitude. The reference alti-tude is the altitude at the momentthe ALT button is pressed. If the ALTbutton is pressed with an establishedVS rate present, there will be altitudeovershoot (approximately 10% of theVS rate), with the airplane returnedpositively to the reference altitude.This button will engage the autopilotin units with software prior to soft-ware version 03/01.

9. VERTICAL TRIM (UP/DN) BUT-TONS - The action of these buttonsis dependent upon the vertical modepresent when pressed. If VS mode isactive, the initial button stroke willbring up the commanded verticalspeed in the display. Subsequentimmediate button strokes will incre-ment the vertical speed commandedeither up or down at the rate of 100ft/min per button press, or at the rateof approximately 300 ft/min per sec-ond if held continuously. If ALTmode is active, incremental buttonstrokes will move the altitude holdreference altitude either up or downat 20 feet per press, or if held contin-uously will command the airplane upor down at the rate of 500 ft/min,synchronizing the altitude hold refer-ence to the actual airplane altitudeupon button release.

(Note that the altitude hold referenceis not displayed. The display willcontinue to show the altitude alerterreference.)

10. ROTARY KNOBS - Used to setthe altitude alerter reference altitude;or may be used immediately afterpressing the BARO button, to adjustthe autopilot baro setting to matchthat of the airplane’s altimeter whenmanual adjustment is required. (Insome installations the baro setting isautomatically synced to that of thealtimeter.)

11. BARO SET (BARO) BUTTON -When pushed and released, willchange the display from the altitudealerter selected altitude to the barosetting display (either IN HG or HPA)for 3 seconds. If pushed and held for2 seconds, will change the baro set-ting display from IN HG to HPA or



85Rev. 1Apr/02

vice versa. Once the baro settingdisplay is visible the rotary knobsmay be used to manually adjust thebaro setting if automatic baro correc-tion is not available.

12. ALTITUDE ARM (ARM) BUT-TON - When pushed will toggle alti-tude arming on or off. When ALTARM is annunciated, the autopilotwill capture the altitude alerter dis-played altitude (provided the aircraftis climbing or descending in VS tothe displayed altitude). When theautopilot is engaged, ALT arming isautomatic upon altitude alerter alti-tude selection via the rotary knobs.Note that the alerter functions areindependent of the arming processthus providing full time alerting, evenwhen the autopilot is disengaged.

13. ALTITUDE ALERTER/VERTI-CAL SPEED/BARO SETTING DIS-PLAY - Normally displays the alti-tude alerter selected altitude. If theUP or DN button is pushed while inVS hold, the display changes to thecommand reference for the VSmode in FPM for 3 seconds. If theBARO button is pushed, the displaychanges to the autopilot baro settingin either IN HG or HPA for 3 sec-onds.

NOTE: This display may be dashedfor up to 3 minutes on start up if ablind encoder is installed whichrequires a warm up period.

14. ALTITUDE ALERT (ALERT)ANNUNCIATION - The ALERTannunciate is illuminated 1000 ft.prior to the selected altitude, extin-guishes 200 ft. prior to the selectedaltitude and illuminates momentarilywhen the selected altitude is

reached. Once the selected altitudeis reached a flashing ALERT illumi-nation signifies that the 200 ft. “safeband” has been exceeded and willremain illuminated until 1000 ft. fromthe selected altitude. Associated withthe visual alerting is an aural alert (5short tones) which occurs 1000 feetfrom the selected altitude uponapproaching the altitude and 200feet from the selected altitude onleaving the altitude.

15. PITCH TRIM (PT) ANNUNCIA-TION - A flashing PT with arrowsindicates the direction of requiredpitch trim. A solid PT without anarrow head is an indication of a pitchtrim fault. During manual electric trimoperation (autopilot disengaged),detection of a stuck MET switch willbe indicated by a solid PT. When thefault is corrected, the annunciationwill extinguish.

16. PITCH MODE DISPLAY -Displays the active and armed pitchmodes (VS, ALT, ARM, ALT andGS).

17. ROLL MODE DISPLAY -Displays the active and armed rollmodes (ROL, HDG, NAV ARM,NAV, APR ARM, APR, REV ARM,REV, GS ARM). Also displayed willbe flashing AP annunciation (5 sec-onds) at each autopilot disconnectaccompanied by an aural tone (for 2seconds).

18. AUTOPILOT ENGAGED (AP)ANNUNCIATION - Illuminates when-ever the autopilot is engaged.Flashes during pilot initiated or auto-matic disengagement. Only applica-ble for software versions 03/01 orlater.



May/02

AP

G

KAP 140


UP

ARM BARO

Vertical Speed (VS) Mode

The Vertical Speed (VS) modeallows variable speed climbs anddescents. The ALT button togglesbetween altitude hold and verticalspeed modes.

Note: The KAP 140 engages into VSmode as a default.

To operate in the VS mode(with autopilot currently disengaged):

1. AP button - Press. Note ROL,VS and current vertical speed isdisplayed. If no other modes areselected the autopilot will operatein the ROL and vertical speedhold modes. For software version03/01 and later, the AP buttonmust be pressed and held for 0.25seconds to engage the autopilot.


To initiate a climb or descent fromAltitude Hold (ALT) mode:

1. ALT button - Press. Note ALT


The lateral modes (HDG, NAV, APR and REV) operate identically as depictedin the KAP 140 Single Axis Operating Modes section. Please refer to that sec-tion for text descriptions of lateral mode operation.

changes to VS and current verticalspeed is displayed.


Note: VS command value will be dis-played during Control WheelSteering (CWS) and for three sec-onds following VS engagement orpressing the UP or DN button. Bothaltitude and vertical speed utilize thesame display area. Altitude is alwaysdisplayed except during verticalspeed selection. If the VS commandvalue is not displayed, pressing (andreleasing) the UP or DN button willnot change the indicated altitude ref-erence but will display the VS com-mand value.

Note: When operating at or near thebest rate of climb airspeed, at climbpower settings, and using verticalspeed hold, it is easy to decelerateto an airspeed where continueddecreases in airspeed will result in areduced rate of climb. Continuedoperation in vertical speed mode canresult in a stall.

AP

G

KAP 140


UP

ARM BARO



87Rev. 1Apr/02

Altitude Hold (ALT) Mode

The Altitude Hold (ALT) modemaintains the pressure altitudeacquired upon selection of altitudehold. The ALT button togglesbetween altitude hold and verticalspeed modes.

To operate in the ALT mode(with autopilot currently in theVertical Speed mode):

1. ALT button - Press. Note ALTis annunciated and autopilotmaneuvers to maintain pressurealtitude acquired at button selec-tion.

2. UP or DN button - Select tochange altitude. Incremented but-ton strokes will move the refer-ence altitude by 20 feet per press,or if held continuously will com-mand a 500 ft/min altitude change,acquiring a new reference altitudeupon button release.

Note: Incremented altitude changesshould be limited to 500 ft. ofchange.



Baro unit conversion

The barometric pressure display cantoggled between IN HG and HPA asneeded by the pilot.

1. BARO button - Press and holdfor two seconds.

Altitude Alerter

The function of the Altitude Alerter isindependent of the autopilot.

1. ALTITUDE SELECT knob -ROTATE until the desired altitudeis displayed.

Note: The ALERT annunciation isilluminated 1000 ft. prior to theselected altitude, extinguishes 200 ft.prior to the selected altitude and illu-minates momentarily when theselected altitude is reached. Oncethe selected altitude is reached, aflashing ALERT illumination signifiesthat the 200 ft. “safe band” has beenexceeded and will remain illuminateduntil 1000 ft. from the selected alti-tude. Associated with the visual

Altimeter Setting

Installations with remote baroinput

1. BARO setting - CHECK.depressing the BARO button willdisplay the baro setting for threeseconds.

Installations without remote baroinput

Upon successful completion of pre-flight test, the baro display will flash.

1. BARO setting - Enter baromet-ric setting using the rotary knobsOR if correct as displayed, pressBARO.

Note: It is recommended that thebaro value be updated whenever theaircraft altimeter setting is changed.

Altitude Alerting and Preselect

The Altitude Preselect function allows capturing of a desired altitude andtransferring into altitude hold. Manual input of desired altitude is accomplishedthrough the rotary knobs on the faceplate of the KAP 140.

The Altitude Alerting function will visually and aurally announce approaching,acquiring and deviation from a selected altitude.

AP

G

KFC 140

HDG NAV APR REV ALT

ARM BARO

DN

UPAP

G

KFC 140

HDG NAV APR REV ALT

ARM BARO

DN

UP

AP

G

KFC 140

HDG NAV APR REV ALT

ARM BARO

DN

UP

AP

G

KFC 140

HDG NAV APR REV ALT

ARM BARO

DN

UP

alerting is an aural alert (five shorttones) which occurs 1000 ft. from theselected altitude upon approachingthe altitude and 200 ft. from theselected altitude on leaving the alti-tude.

Altitude Preselect

1. ALTITUDE SELECT knob -ROTATE until desired altitude isdisplayed. ARM annunciationoccurs automatically upon altitudeselection when the autopilot isengaged.

2. Airplane - ESTABLISH desiredvertical speed to intercept theselected altitude.

3. Upon altitude capture, ALTARM will extinguish and ALT willbe annunciated.

Note: Altitude preselect captures arenot recommended on non-precisionapproaches to capture the MDA.Glideslope coupling will preclude analtitude capture on an ILS.



89Rev. 1Apr/02

Voice Messaging

The following standard voice mes-sages will be annunciated as condi-tions warrant:

1. “TRIM IN MOTION, TRIM INMOTION…” - Pitch trim runningfor more than 5 seconds.

2. “CHECK PITCH TRIM” - Anout of trim condition has existedfor 15 seconds.

a. Airplane Control Wheel -GRASP FIRMLY, press CWSand check for an out of pitch trimcondition. Manually retrim asrequired.

b. CWS button - RELEASE.

c. AUTOPILOT OPERATION -CONTINUE if satisfied that theout of trim condition was tempo-rary. DISCONTINUE if evidenceindicates a failure of the auto trimfunction.

The following optional voice mes-sages will be annunciated if the sys-tem is configured for voice messag-ing:

1. “ALTITUDE” - 1000 feetbefore approaching selected alti-tude.

2. “LEAVING ALTITUDE” - 200feet away, departing selected alti-tude.

3. “AUTOPILOT” - Autopilot hasdisengaged, either through pilotaction or automatically.

AP

G

KFC 140

HDG NAV APR REV ALT

ARM BARO

DN

UP

AP

G

KFC 140

HDG NAV APR REV ALT

ARM BARO

DN

UP

AP

G

KFC 140

HDG NAV APR REV ALT

ARM BARO

DN

UP

AP

G

KFC 140

HDG NAV APR REV ALT

ARM BARO

DN

UP


Two Axis/Altitude Preselect Operations Two Axis/Altitude Preselect Operations


Rev. 1Apr/02

L R

2 MIN.

TURN COORDINATOR

NO PITCHINFORMATION

D.C. ELEC.

GS GSN

3330

W

24 21S

1512

E

63

ı

AP

G

KAP 140


UP

N

3330

W

24 21S

1512

E

63

P

U S H

PUSH

OR

ARM BARO

L R

2 MIN.

TURN COORDINATOR

NO PITCHINFORMATION

D.C. ELEC.

GS GS

N33

30W

24

21 S15

12E

6

3

ı

AP

G

KAP 140


UP

N33

30W

24

21 S15

12E

6

3

P

U S H

PUSH

OR

ARM BARO

N

080°

010°

1 2 3 4

1 2 3 4

L R

2 MIN.

TURN COORDINATOR

NO PITCHINFORMATION

D.C. ELEC.

GS GS

N33

30W 24

21S

15

12E6

3

ı

AP

G

KAP 140


UP

N33

30W 24

21S

15

12E6

3

P

U S H

PUSH

OR

ARM BARO

L R

2 MIN.

TURN COORDINATOR

NO PITCHINFORMATION

D.C. ELEC.

GS GS

N33

30W 24

21S

15

12E6

3

ı

AP

G

KAP 140


UP

N33

30W 24

21S

15

12E6

3

P

U S H

PUSH

OR

ARM BARO



3. The autopilot is responding to the heading selectmode with a left bank. The climb rate has beendecreased, using the DN button, in preparationfor level out. The vertical speed value will bedisplayed upon selection of the DN button andwill remain for three seconds.

4. Desired altitude has been reached and auto-matic altitude capture occurs. The autopilot hascompleted the turn and is now established on a010° heading.

1. The aircraft is well off the ground and estab-lished at a safe climb rate.The heading bug on the DG or HSI is turned tothe desired heading of 080° (runway heading).By depressing the HDG button on the KAP 140,the autopilot engages into the heading and ver-tical speed modes and maintains the selectedheading of 080° and current rate of climb.Note: Press and hold the AP button for 0.25seconds to engage the autopilot (applicableonly to software version 03/01 and later).

2. The heading bug on the DG or HSI is turned tothe new desired heading of 010° and the aircraftbegins to respond with an immediate left turn. Acruise altitude of 7,000 feet is entered using therotary knobs. Altitude ARM annunciation occursautomatically upon selection.




Rev. 1Apr/02



L R

2 MIN.

TURN COORDINATOR

NO PITCHINFORMATION

D.C. ELEC.

AP

G

KAP 140


UP

N

3330

W

24 21S

1512

E

63

P

U S H

PUSH

TO

FR

N

S

E

W

3330

24 21

1512

63

OBS

GS

ı

ARM BARO

L R

2 MIN.

TURN COORDINATOR

NO PITCHINFORMATION

D.C. ELEC.

AP

G

KAP 140


UP

N

3330

W

24 21S

1512

E

63

P

U S H

PUSH

TO

FR

N

S

E

W

3330

24 21

1512

63

OBS

GS

ı

ARM BARO

N

1

2

3

4

40°

010°




L R

2 MIN.

TURN COORDINATOR

NO PITCHINFORMATION

D.C. ELEC.

AP

G

KAP 140


UP

N33

30W

24

21 S15

12E

6

3

P

U S H

PUSH

TO

FR

N

S

E

W

33

30 24

2115

126

3

OBS

GS

ı

ARM BARO

L R

2 MIN.

TURN COORDINATOR

NO PITCHINFORMATION

D.C. ELEC.

AP

G

KAP 140


UP

N33

30W

24

21 S15

12E

6

3

P

U S H

PUSH

TO

FR

N

S

E

W

3330

24 21

1512

63

OBS

GS

ı

ARM BARO





Rev. 1Apr/02

N

1

2

3

4

40°

010°






L R

2 MIN.

TURN COORDINATOR

NO PITCHINFORMATION

D.C. ELEC.

GS GS

N33

30W

24

21 S15

12E

6

3

ı

AP

G

KAP 140


UP

ARM BARO

L R

2 MIN.

TURN COORDINATOR

NO PITCHINFORMATION

D.C. ELEC.

GS GS

N33

30W

24

21 S15

12E

6

3

ı

AP

G

KAP 140


UP

ARM BARO

L R

2 MIN.

TURN COORDINATOR

NO PITCHINFORMATION

D.C. ELEC.

GS GSN

3330

W

24 21S

1512

E

63

ı

AP

G

KAP 140


UP

ARM BARO

L R

2 MIN.

TURN COORDINATOR

NO PITCHINFORMATION

D.C. ELEC.

GS GSN

3330

W

24 21S

1512

E

63

ı

AP

G

KAP 140


UP

ARM BARO





Rev. 1Apr/02



4. Now you have reset the heading bug to 103°and made a 180° turn to this heading. This103° heading will intercept the front course of058°. You must now select the approach modeby depressing the APR button on the KAP 140.* The HDG annunciation will flash for five sec-onds then extinguish. While the HDG annuncia-tor is flashing, move the heading bug to thefront course 058°. Since the 45° intercept is103°, the aircraft will not turn until the frontcourse is captured.

L R

2 MIN.

TURN COORDINATOR

NO PITCHINFORMATION

D.C. ELEC.

AP

G

KAP 140


UP

N

3330W

2421

S

1512 E

63

P

U S H

PUSH

TO

FR

N

S

E

W

3330

2421

1512

63

OBS

GS

NAV

ı

ARM BARO

L R

2 MIN.

TURN COORDINATOR

NO PITCHINFORMATION

D.C. ELEC.

AP

G

KAP 140


UP

N33

30 W24

21S

15

12E6

3

P

U S H

PUSH

TO

FR

N

S

E

W

3330

2421

1512

63

OBS

GS

NAV

ı

ARM BARO

N1

2

3

4

270°

283°

058°

238°

283°

103°

1. The aircraft is heading 270° with heading andaltitude hold engaged. To intercept and fly theILS front course outbound, set the front courseon the OBS and depress the reverse course(REV) button. The HDG annunciation will flashfor five seconds then extinguish. While theHDG annunciation is flashing, move the head-ing bug to the front course 058°. Since HDGwas active upon selection of REV the autopilotwill initiate a 45° intercept to the localizer sig-nal. In this case, the aircraft will turn to 283°.

2. When the computed capture point is reached,auto intercept mode is cancelled and reverselocalizer mode is automatically activated and aleft turn outbound on the localizer is initiated bythe autopilot.


Outbound On Front Course For Procedure Turn To ILS Approach Using DG

L R

2 MIN.

TURN COORDINATOR

NO PITCHINFORMATION

D.C. ELEC.

AP

G

KAP 140


UP

N33

30W

24

21S

15

12 E6

3

P

U S H

PUSH

TO

FR

N

S

E

W

3330

2421

1512

63

OBS

GS

NAV

ı

ARM BARO

L R

2 MIN.

TURN COORDINATOR

NO PITCHINFORMATION

D.C. ELEC.

AP

G

KAP 140


UP

N33

30

W24

21

S15

12

E 63

P

U S H

PUSH

TO

FR

N

S

E

W

3330

2421

1512

63

OBS

GS

NAV

ı

ARM BARO




Rev. 1Apr/02

3. At the desired point, HDG mode is used to initi-ate the procedure turn. During the procedureturn outbound, the deviation bar shows that theaircraft is flying away from the localizer center-line at a 45° angle on a selected heading of283°.


L R

2 MIN.

TURN COORDINATOR

NO PITCHINFORMATION

D.C. ELEC.

GS GS

N33

30W24

21S

15

12 E6

3

ı

AP

G

KAP 140


UP

ARM BARO

L R

2 MIN.

TURN COORDINATOR

NO PITCHINFORMATION

D.C. ELEC.

GS GS

N

3330 W

2421

S

1512E

63

ı

AP

G

KAP 140


UP

ARM BARO

N1

23

4

270°

058°

238°

283°

103°

1. The aircraft is heading 270° with heading andaltitude hold engaged. To intercept and fly theILS front course outbound, set the front courseon the HSI and depress the back course (REV)button. The back course (REV) mode isselected to go outbound on the front course.The capture point is now being computedbased on closure rate.



Outbound On Front Course For Procedure Turn To ILS Approach Using HSI

L R

2 MIN.

TURN COORDINATOR

NO PITCHINFORMATION

D.C. ELEC.

GS GS

N33

30W24

21S

15

12 E6

3

ı

AP

G

KAP 140


UP

ARM BARO

L R

2 MIN.

TURN COORDINATOR

NO PITCHINFORMATION

D.C. ELEC.

GS GS

N33

30

W2421

S15

12

E 63

ı

AP

G

KAP 140


UP

ARM BARO




Rev. 1Apr/02



L R

2 MIN.

TURN COORDINATOR

NO PITCHINFORMATION

D.C. ELEC.

AP

G

KAP 140


UP

N33

30

W 2421

S15

12

E63

P

U S H

PUSH

TO

FR

N

S

E

W

3330

2421

1512

63

OBS

GS

ı

ARM BARO

L R

2 MIN.

TURN COORDINATOR

NO PITCHINFORMATION

D.C. ELEC.

AP

G

KAP 140


UP

N33

30

W 24

21

S15

12

E63

P

U S H

PUSH

TO

FR

N

S

E

W

3330

2421

1512

63

OBS

GS

ı

ARM BARO

N

12

34

058°

090°

238°



L R

2 MIN.

TURN COORDINATOR

NO PITCHINFORMATION

D.C. ELEC.

AP

G

KAP 140


UP

N33

30

W 2421

S15

12

E63

P

U S H

PUSH

TO

FR

N

S

E

W

3330

2421

1512

63

OBS

GS

ı

ARM BARO

L R

2 MIN.

TURN COORDINATOR

NO PITCHINFORMATION

D.C. ELEC.

AP

G

KAP 140


UP

N33

30

W 2421

S15

12

E63

P

U S H

PUSH

TO

FR

N

S

E

W

3330

2421

1512

63

OBS

GS

ı

ARM BARO

1 2 3 4

Front Course ILS Approach Using DG




Rev. 1Apr/02



L R

2 MIN.

TURN COORDINATOR

NO PITCHINFORMATION

D.C. ELEC.

GS GS

N33

30

W 2421

S15

12

E63

ı

AP

G

KAP 140


UP

ARM BARO

L R

2 MIN.

TURN COORDINATOR

NO PITCHINFORMATION

D.C. ELEC.

GS GS

N33

30

W 2421

S15

12

E63

ı

AP

G

KAP 140


UP

ARM BARO

N

12

34

058°

090°

238°


2. The autopilot is following the localizer. At theouter marker, the glideslope deviation needle isat midscale. Altitude hold is automatically disen-gaged when the glideslope is captured. The ALTannunciation extinguishes and GS is displayed.The autopilot will make pitch and bank changesas necessary to maintain localizer and glides-lope.

L R

2 MIN.

TURN COORDINATOR

NO PITCHINFORMATION

D.C. ELEC.

GS GS

N33

30

W 2421

S15

12

E63

ı

AP

G

KAP 140


UP

ARM BARO

L R

2 MIN.

TURN COORDINATOR

NO PITCHINFORMATION

D.C. ELEC.

GS GS

N33

30

W 2421

S15

12

E63

ı

AP

G

KAP 140


UP

ARM BARO

1 2 3 4

Front Course ILS Approach Using HSI




Rev. 1Apr/02

N

12

3

4

058°

270°

238°

283°

103°



4. The heading bug has been set to 103° and theaircraft has made a left turn to this heading.The GPS’s Leg/OBS mode switching is set toLeg mode and the OBS is set to 058°. Selectapproach mode by depressing the APR button.*The HDG annunciation will flash for five sec-onds then extinguish. While the HDG annuncia-tion is flashing, move the heading bug to 058°.Since the 45° intercept is 103°, the aircraft willnot turn until the course is captured.




L R

2 MIN.

TURN COORDINATOR

NO PITCHINFORMATION

D.C. ELEC.

AP

G

KAP 140


UP

N33

30W24

21S

15

12 E6

3

P

U S H

PUSH

TO

FR

N

S

E

W

33

3024

2115

12 6

3

OBS

GS

ı

ARM BARO

L R

2 MIN.

TURN COORDINATOR

NO PITCHINFORMATION

D.C. ELEC.

AP

G

KAP 140


UP

N33

30

W24

21

S15

12

E 63

P

U S H

PUSH

TO

FR N

S

E

W

3330

2421

1512

63

OBS

GS

ı

ARM BARO

L R

2 MIN.

TURN COORDINATOR

NO PITCHINFORMATION

D.C. ELEC.

AP

G

KAP 140


UP

N

33

30W

24

21S

15

12 E6

3P

U S H

PUSH

TO

FR N

S

E

W

3330

2421

1512

63

OBS

GS

ı

ARM BARO

L R

2 MIN.

TURN COORDINATOR

NO PITCHINFORMATION

D.C. ELEC.

AP

G

KAP 140


UP

N

33

30 W

24

21S

15

12E6

3

P

U S H

PUSH

TO

FR

N

S

E

W

3330

2421

1512

63

OBS

GS

ı

ARM BARO





Rev. 1Apr/02





L R

2 MIN.

TURN COORDINATOR

NO PITCHINFORMATION

D.C. ELEC.

GS GS

N33

30W24

21S

15

12 E6

3

ı

AP

G

KAP 140


UP

ARM BARO

L R

2 MIN.

TURN COORDINATOR

NO PITCHINFORMATION

D.C. ELEC.

GS GS

N33

30

W2421

S15

12

E 63

ı

AP

G

KAP 140


UP

ARM BARO

L R

2 MIN.

TURN COORDINATOR

NO PITCHINFORMATION

D.C. ELEC.

GS GS

N33

30W24

21S

15

12 E6

3

ı

AP

G

KAP 140


UP

ARM BARO

L R

2 MIN.

TURN COORDINATOR

NO PITCHINFORMATION

D.C. ELEC.

GS GS

N33

30 W24

21S

15

12E6

3

ı

AP

G

KAP 140


UP

ARM BARO

N

12

3

4

058°

270°

238°

283°

103°





108 109KAP 140 AUTOPILOT SYSTEMRev. 2May/02

Rev. 1Apr/02

N

1

2

34

058°

090°

238°

FAF




2. At the FAF, ALT is depressed to activate verticalspeed mode. The desired descent rate isobtained using the DN button. Remember, speed needs to be controlled withthe throttle.


L R

2 MIN.

TURN COORDINATOR

NO PITCHINFORMATION

D.C. ELEC.

AP

G

KAP 140


UP

N33

30W 24

21S

15

12E6

3

P

U S H

PUSH

TO

FR

N

S

E

W

3330

2421

1512

63

OBS

GS

ı

ARM BARO

L R

2 MIN.

TURN COORDINATOR

NO PITCHINFORMATION

D.C. ELEC.

AP

G

KAP 140


UP

N33

30

W 2421

S15

12

E63

P

U S H

PUSH

TO

FR

N

S

E

W

3330

2421

1512

63

OBS

GS

ı

ARM BARO

L R

2 MIN.

TURN COORDINATOR

NO PITCHINFORMATION

D.C. ELEC.

AP

G

KAP 140


UP

N33

30

W 2421

S15

12

E63

P

U S H

PUSH

TO

FR

N

S

E

W

3330

2421

1512

63

OBS

GS

ı

ARM BARO

L R

2 MIN.

TURN COORDINATOR

NO PITCHINFORMATION

D.C. ELEC.

AP

G

KAP 140


UP

N33

30 W24

21S

15

12E6

3

P

U S H

PUSH

TO

FR

N

S

E

W

3330

2421

1512

63

OBS

GS

ı

ARM BARO


1 2

3 4




Rev. 1Apr/02

N

1

2

34

058°

090°

238°

FAF

3. At the MDA, the ALT button is depressed caus-ing the autopilot to level off and maintain a con-stant altitude. At the MAP the pilot disengagesthe autopilot with the button on the controlwheel. The flashing AP annunciations are dis-played and a distinctive tone will sound.



2. At the FAF, ALT is depressed to activate verticalspeed mode. The desired descent rate isobtained using the DN button. Remember, speed needs to be controlled withthe throttle.



1 2

3 4

L R

2 MIN.

TURN COORDINATOR

NO PITCHINFORMATION

D.C. ELEC.

GS GS

N33

30W 24

21S

15

12E6

3

ı

AP

G

KAP 140


UP

ARM BARO

L R

2 MIN.

TURN COORDINATOR

NO PITCHINFORMATION

D.C. ELEC.

GS GS

N33

30

W 2421

S15

12

E63

ı

AP

G

KAP 140


UP

ARM BARO

L R

2 MIN.

TURN COORDINATOR

NO PITCHINFORMATION

D.C. ELEC.

GS GS

N33

30

W 2421

S15

12

E63

ı

AP

G

KAP 140


UP

ARM BARO

L R

2 MIN.

TURN COORDINATOR

NO PITCHINFORMATION

D.C. ELEC.

GS GS

N33

30 W24

21S

15

12E6

3

ı

AP

G

KAP 140


UP

ARM BARO


KCS 55A Compass System

113Rev. 0Jun/98

KCS 55A CompassSystem

The KCS 55A CompassSystem, which includes the KA 51BSlaving Control and CompensatorUnit, the KMT 112 Magnetic SlavingTransmitter and the KG 102Directional Gyro as well as the KI525A Pictorial Navigation Indicator isan optional part of the KAP 140Autopilot System.

The panel-mounted KI 525AHSI combines the display functionsof both the standard Directional Gyroand the Course Deviation Indicator’sVOR/LOC/Glideslope information toprovide the pilot with a single pre-sentation of the complete horizontalnavigation situation. This greatlysimplifies course orientation, inter-ception and tracking, while eliminat-ing the need for scan coordinationbetween two separate indicators.

NGS GS

33

30W

24

21 S15

12E

6

3

ı

NAV HDG

MAN

CW

AUTO

CCW

- +

ı

KCS 305

KA 51B

KMT 112

KI 525A

KG 102A




Jun/98

KI 525A Indicator

The KI 525A PictorialNavigation Indicator is the panel dis-play for the KCS 55A CompassSystem. It replaces the standardDirectional Gyro and CourseDeviation Indicator (CDI) in the air-craft’s panel, combining slaved

heading and VOR/LOC/Glideslopeinformation into one compact dis-play. By providing a simple, compre-hensive visual presentation of theaircraft’s heading and position inrelation to a desired course, thepilot’s navigation workload is consid-erably reduced.

NGS GS

33

30W

24

21 S15

12E

6

3

ı

NAV HDG

NAV warning�Flag

Lubber Line Compass�Warning Flag

Heading �Select� Bug��

Dual �Glideslope�Pointers

Symbolic �Aircraft

VOR and LOC�Deviation Bar

Course �Select Knob VOR/LOC�

Deviation ScaleCompass Card

Heading �Select �Knob

Glideslope�Deviation �Scale

To-From�Indicator

Course�Select�Pointer

KI 525A Pictorial Navigation Indicator

Description of Indicator andDisplay Functions

Compass Card - Responding to theinput from the slaved directionalgyro, this card rotates within the dis-play so that the aircraft heading isalways at the top, under the lubberline.

Lubber Line - A fixed white markerat the top of the display that indi-cates aircraft magnetic heading onthe compass card.

Symbolic Aircraft - A fixed repre-sentation of the actual aircraft. Thisminiature aircraft always pointstoward the top of the display and thelubber line.



115Rev. 0Jun/98

Selected Course Pointer - On thistwo-part arrow, the “head” indicatesthe desired VOR or Localizer courseand the “tail” indicates the reciprocal.This pointer is set by rotating thecourse select knob.

Course Select Knob - Used torotate the course pointer to thedesired course on the compasscard. This knob corresponds to theOmni Bearing Selector (OBS) onstandard NAV indicators.

VOR/RNAV and LOC Deviation -This bar corresponds to the“left/right” needle on standard coursedeviation indicators. When the air-craft is precisely on the VOR radialor Localizer course, it forms the cen-ter section of the selected coursepointer and will be positioned underthe symbolic aircraft. When offcourse or approaching a newcourse, it will move to one side orthe other. Since the entire VOR andLocalizer display rotates with thecompass card, the angular relation-ship between the deviation bar andthe symbolic aircraft provides a pic-torial symbolic display of the air-craft’s position with respect to theselected course.

Deviation Scale - When tuned to aVOR frequency, each white dot rep-resents two degrees of deviation leftor right of course. When tuned to aLocalizer, the deviation is 1/2 degreeper dot. (When GPS data is selectedfor presentation, refer to the Pilot’sGuide for the GPS receiver.)

Heading Select Bug - A movableorange marker on the outer perime-ter of the display, used primarily toselect the desired heading you wishto fly. This desired heading is cou-pled to the KAP 140 Autopilot to pro-vide the “Heading Select” function.

Heading Select Knob - Used torotate the heading select bug to adesired point on the compass card.

To-From Indicator - A white trianglenear the center of the display thatindicates, with reference to the OBSsetting, whether the course selectedis “to” or “from” the selected VORstation and/or RNAV waypoint.

Dual Glideslope Pointers -Chartreuse triangular pointers oneither side of the display drop intoview when a usable glideslope sig-nal is received and retract out ofview when the glideslope signalbecomes marginal. During an ILSapproach, these pointers representthe vertical orientation of the aircraftwith respect to the center of theglideslope beam. When on glides-lope, the pointers will align with thecenter markers on the glideslopescale.

Glideslope Deviation Scale - Whitedots on each side of the displaywhich, in conjunction with the glides-lope pointers, indicate either“above”, “below”, or “on glideslope”during an ILS approach.



Nov/05

Compass Warning Flag - A red flaglabeled “HDG” becomes visible inthe upper right quadrant of the dis-play whenever the electrical power isinadequate or the directional gyro isnot up to speed. Compass failurescan occur which will not be annunci-ated by the “HDG” flag. Therefore,periodic comparison with thestandby compass is advised.

NAV Warning Flag - A red flaglabeled “NAV” becomes visible in theupper left quadrant of the displaywhenever a usable signal is notbeing received.

Slaving Meter ( KA 51B)

This meter indicates any differ-ence between the displayed headingand the magnetic heading. Right orup deflection indicates a clockwiseerror of the compass card. Left ordown deflection indicates a counter-clockwise error of the compass card.Whenever the aircraft is in a turn andthe card rotates, it is normal for thismeter to show a full deflection to oneside or another.

NOTE: During level flight it is normalfor the meter needle to continuouslymove from side to side and to befully deflected during a turn. If theneedle stays fully deflected, left orright, during level flight, the free gyromode can be used to center it, asfollows:

Slave and Free Gyro Switch - Whenthe switch is in the AUTO position,the system is in the slaved gyromode. When the switch is in theMAN position, the system is in thefree gyro mode.

Clockwise Adjustment - When thesystem is in the free gyro mode,holding the manual heading switchto the CW position will rotate thecompass card to the right to elimi-nate left compass card error.

Counterclockwise Adjustment -When the system is in the free gyromode, holding the manual headingswitch to the CCW position willrotate the compass card to the left toeliminate right compass card error.

The KA 51B Slaving Controland Compensator Unit is a smallslaving accessory which can beused in installations where panelspace is limited. The KA 51B can bemounted either vertically or horizon-tally.

MAN

CW

AUTO

CCW

- +

KA 51B Slaving Meter



117Rev. 0Jun/98

KMT 112 Magnetic SlavingTransmitter

This unit senses the direction ofthe earth’s magnetic field and contin-uously transmits this informationthrough the slaving circuitry to thedirectional gyro which is automati-cally corrected for precession or“drift”. This sensor is mountedremotely – usually in a wingtip – toeliminate the possibility of magneticinterference.

KG 102A Directional Gyro

The directional gyro providesgyro stabilization for the system andcontains the slaving circuitry neces-sary for operation of the system.Power may be for either 14 or 28volts DC. This sensor is also remotemounted.

Operating Instructions

1. Until power is applied to theKCS 55A System, and the direc-tional gyro is up to speed, a redflag labeled “HDG” will be visiblein the upper right quadrant of theKI 525A Indicator. In operation,this warning flag will be visiblewhenever the power being sup-plied is inadequate or the gyro isnot up to speed.

2. With the application of power tothe KCS 55A System, and gyro upto operating speed, the red “HDG”flag should disappear from view.

3. If the KCS 55A System is in theslaved gyro mode, the compasscard will automatically fast slave atthe rate of 180 degrees per minutetoward the aircraft’s magneticheading. (Immediately after apply-ing power, this compass cardmovement should be quite visi-ble.) It will continue to fast slaveuntil the proper magnetic headingis indicated, after which it willslave at a constant rate of threedegrees per minute to keep thesystem aligned with the earth’smagnetic field.

KMT 112 Magnetic SlavingTransmitter

ı

KCS 305

KG 102A Directional Gyro



Jun/98

Under some conditions it is possi-ble for the system to stop slavingexactly 180 degrees from the cor-rect heading. If this should occur,move the “Slave” switch on theKA 51B to the unslaved (free)position. Rotate the compass card±10 degrees from the incorrectheading by using the manual rota-tion switch and then return thesystem to slaved operation. Thesystem will then slave to the cor-rect heading.

4. For the free gyro operation, checkthe magnetic compass to deter-mine the correct magnetic head-ing. Then use the manual slaveswitch to align the system with theearth’s magnetic field. Periodicchecks with the standby compassare recommended to check andcorrect for gyro precession.

5. Until a usable navigation signal isbeing received by the NAV sys-tem, a red flag labeled “NAV” willbe visible in the upper left quad-rant of the KI 525A Indicator. Inoperation, this warning flag shouldbe visible whenever an inade-quate navigation signal is beingreceived.

6. For normal navigation to or from aVOR or VORTAC, set the NAVreceiver to the desired VOR orVORTAC frequency and the rednavigation flag (NAV) should dis-appear from view if a usable sig-nal is being received.

7. Rotate the course select knob toposition the course pointer to thedesired VOR course.

8. The VOR deviation bar representsthe selected course, and the rela-tionship of this bar to the symbolicaircraft in the center of the instru-ment visually presents the actualrelationship of the selected courseto your aircraft heading. (In otherwords, if the symbolic aircraft onthe display indicates approachingthe deviation bar at 45 degrees,that is the angle at which your air-craft is actually approaching theselected course.

9. To prepare for an ILS approach,tune the NAV receiver to thedesired Localizer frequency. If ausable Localizer signal is beingreceived, the NAV warning flagwill disappear.

10. For a front or back courseapproach, rotate the course selectknob to set the course pointer onthe inbound Localizer course. Aswith normal navigation (#6 above),the LOC deviation bar representsthe desired course. The relation-ship between this bar and thesymbolic aircraft gives a true pic-ture of your aircraft’s position withrespect to the Localizer course.Always setting the course pointerto the inbound Localizer courseprovides the correct deviation barsensing whether flying a front orback course approach.

11. The glideslope deviation pointersshould become visible on bothsides of the display when a usableglideslope signal is received. Ifthey do not come into view, ausable glideslope signal is notbeing received.



119Rev. 0Jun/98

12. The glideslope pointers indicatethe relative position of the glides-lope path with respect to the air-craft. (In other words, if the point-ers are above the center marker,the aircraft is below the glides-lope.)

Abnormal Circumstances

If the Warning Flag (HDG)appears during operation, the com-pass card indications will be in error.Power may be removed from the KG102A Directional Gyro by pulling theappropriate circuit breaker. TheSelected Course, VOR/LOCDeviation Bar, the NAV flag, and theTo/From Indicator will remain inoperation.

If the Navigation Warning Flag(NAV) appears during operation,there are several possibilities: (1) theNAV receiver is not turned on, (2)the NAV receiver is improperlytuned, (3) the ground VOR or LOCstation is malfunctioning, (4) the air-craft is out of range of the selectedground station, or (5) the aircraftNAV receiver has malfunctioned.(The compass card will continue todisplay the aircraft heading even if ausable NAV signal is not beingreceived.

If the glideslope pointersremain out of view during a frontcourse ILS approach, wither the air-craft glideslope receiver or theground station glideslope transmitteris malfunctioning. Glideslope is usu-ally not available during a backcourse approach. (The VOR andLOC course display will continue to

function normally even if a usableglideslope signal is not beingreceived.)

A continuous large deflection ofthe slaving meter or large discrepan-cies between the magnetic compassand the KI 525A compass card mayindicate a failure in the slaving sys-tem. If a slaving failure should occur,the Slave/Free Switch should bemoved to select the free gyro mode.Then, by using manual clockwise orcounterclockwise corrections, thecompass can be rotated to the cor-rect heading as indicated on thestandby compass. The KCS 55Asystem should continue to functionnormally except the heading infor-mation will be solely derived from theKG 102A Directional Gyro. There willbe no automatic heading correctionand periodic adjustments must bemade manually to correct for preces-sion by reference to the standbymagnetic compass, as with anydirectional gyro.

Note: It is desirable to disconnect theautopilot under the following condi-tions:1. HDG flag comes into view.2. System is in fast slave.3. During manual slaving.

The system has the capability tosupply the autopilot with an auto-matic disconnect signal under theseconditions.

Note: For system limitations in yourparticular aircraft type, refer to yourFlight Manual Supplement.


KCS 55A Compass System KCS 55A Compass System

120 121KAP 140 AUTOPILOT SYSTEMRev. 0Jun/98

Rev. 0Jun/98

1. Vectors to Intercept aRadial

After takeoff from KansasCity, we select a heading of060° with the heading bug tointercept the 110° course toNapoleon (ANX) VOR.Selected course pointer is seton 110° with the course knob.The KI 525A HSI convenientlyand accurately displays theintercept angle.

2.

The VOR deviation bar beginsto center as we approach the110° course to Napoleon. TheKI 525A HSI makes it possi-ble to intercept the coursesmoothly, without overshoot-ing or bracketing. Onemethod of doing this is toadjust your heading so thatthe top of the deviation baralways touches the lubberline. As your aircraft headingapproaches the new course,the deviation bar will swingtowards the center and theangle of intercept willdecrease.

3. Turn to Intercept a VictorAirway

The “TO” indicator starts toswing to “FROM” as you fly overthe Napoleon VORTAC station. Atthis time, set the selected coursepointer on the V-12 course of088°.As you begin your left turn totrack V-12, notice that theKI525A HSI continuously dis-plays an accurate picture of therelationship between your aircraftand the ANX 088 radial.Once again, you can make a pre-cise, coordinated course inter-ception by adjusting your head-ing to keep the top of thedeviation bar touching the lub-ber line.

4.

When the deviation bar iscentered and aligned with thecourse arrow, you are oncourse. Notice that correctionfor wind drift - in this case, a080° heading on a 088°course - is completely auto-matic as long as you keep thedeviation bar centered.

5.

About midway betweenNapoleon and Columbia(CBI), you switch to the CBIVOR and the TO/FROM indi-cator immediately swings to“TO”. Also note the coursearrow should be moved from088° to 090° which is theV-12 inbound course to CBI.

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Flight Procedureswith the KCS 55A

The next fewpages depict a normalflight departure fromMKC enroute to STLvia Victor Airway V-12.(The charts shown hereare for illustration pur-poses only, not to beused for navigation.)Careful study of theseillustration of theKI525A HSI shouldgive you a better ideaof how simple andcomprehensive the dis-play is.



123Rev. 0Jun/98

8. Airway Interception

Your clearance is V-12 toForistell, then V-14 to the St.Louis (STL) VORTAC, directLambert Field. Approachingthe FTZ station, the headingbug is on 100° as a referencefor the V-12 course or asheading command for theautopilot, if used. Select theSt. Louis VORTAC on the NAVreceiver and set the coursepointer on the STL 062°course.

9.

As you cross the ForistellVORTAC, the deviation barwill align with the coursearrow. Now set the headingbug to 062° and turn left tofollow V-14 to the STL VOR-TAC.

10.

You are now established onV-14, flying to the STL VOR-TAC. Once again, if you fly tokeep the deviation bar cen-tered, correction for wind driftwill automatically be accom-plished.

Note: For system limitationsrefer to your Flight ManualSupplement.



Jun/98

6.

As you fly over the Columbiastation, the TO/FROM indica-tor changes to “FROM”. Sincethe outbound course for V-12from Columbia to Foristell(FTZ) is 098°, you now setthe selected course pointer on098° and fly to keep the devi-ation bar centered.

7.

Near the Herman intersectionyou switch to Foristell VOR-TAC and move the coursearrow to 100°, which is the V-12 inbound course to FTZ.The TO/FROM indicatorchanges to “TO”.

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Jun/98

1. Approaching the STL VORTAC, the con-troller asks you to hold southwest of theVORTAC on the 244° radial, right turns.You are now over the station with a 064°course selected (the TO/FROM indicatorhas swung to “FROM”). Set your headingbug to the reciprocal or outbound headingof 244° for easy reference and begin yourright turn holding pattern.

2. Halfway through the outbound turn, the KI525A display shows the deviation barbehind the symbolic aircraft. You know,therefore, that you must eventually fly backto the radial in order to be on course duringthe inbound leg of the holding pattern.

3. Outbound, you are using the heading bug asreference for 244°. The 244° radial is offthe right wing and parallel to your outboundcourse.

4. Halfway through your turn to the inbound064° course, the KI 525A shows the sym-bolic aircraft approaching the deviation barat a right angle. By keeping the top of thedeviation bar on the lubber line, you cancomplete your turn and roll out precisely oncourse.

Note: For system limitations refer to yourFlight Manual Supplement.

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HOLDINGPATTERN

1. You are vectored from the holding patternto the 13 DME arc. The aircraft is turning,with the heading bug set on 170° to inter-cept the localizer. You have already set theselected course pointer on the inbound ILScourse 130° and the KI 525A shows thelocalizer course is directly ahead. Theglideslope pointers came into view whenthe ILS frequency was tuned, since a usableglideslope signal is being received.

2. Capturing the ILS course can be accom-plished without overshooting or bracketingwith the same technique you used in inter-cepting an enroute course. Simply keep thetop of the deviation bar on the lubber lineand coordinate your turn until the bar iscentered with the course arrow. Each doton the LOC deviation scale represents 1/2degree of deviation when tuned to an ILSfrequency.

3. The KI 525A shows you that you have inter-cepted the localizer course. The glideslopepointers have started to center, althoughthe display indicates your aircraft is stillbelow the glidepath at this point.

4. You are now centered on the localizer andthe glideslope. Once again, the KI 525Ashows your aircraft is crabbed about 5° tothe right to maintain the localizer course.




125Rev. 0Jun/98

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ILS APPROACH-FRONT COURSE

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Jun/98

1. You are outbound on the back localizercourse, having already set the coursepointer to the inbound front course at 238°.The heading bug is preset at 193° for theprocedure turn. (Since there is usually noglideslope signal on a back course, theglideslope pointers are out of sight.)

If a back course approach isrequired, it can be accomplishedas easily as a front courseapproach. The course arrowshould always be set on the frontcourse inbound localizer course.This will result is conventional pic-torial deviation sensing even onback course. The KI 525A displaygives you an accurate picture ofwhere you are at all times duringthe approach and procedure turn.

2. During the procedure turn outbound, thedeviation bar shows pictorially that the air-craft (as represented by the symbolic air-craft in the center of the KI 525A) is flyingaway from the localizer centerline at a 45°angle when the heading bug is under thelubber line. Note that left-right deviations ofthe course bar give “fly-to” indicators, justas on the front course.

3. Now you’ve reset the heading bug to 013°and made a 180° turn to this heading. This013° heading will intercept the back course.The KI 525A clearly pictures the course youare to intercept and the angle of intercep-tion.

4. You have smoothly intercepted the backcourse. Since the course arrow is set on thefront course (238°), the KI 525A shows atrue picture of the situation - flying inboundon the back course. You may reset theheading bug to 058° for easy reference.


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BACK COURSEAPPROACH - (REV)


Abnormal Procedures

127Rev. 0Jun/98

Abnormal Procedures

Autopilot Malfunction

An autopilot, autopilot trim or manual electric trim malfunction may be recog-nized as an uncommanded deviation in the airplane flight path or when thereis abnormal control wheel or trim wheel motion. The primary concern in react-ing to an autopilot or trim malfunction, or to an automatic disconnect of theautopilot, is in maintaining control of the airplane. Immediately grasp the con-trol wheel and press and hold down the A/P DISC/TRIM INTER switchthroughout the recovery. Manipulate the controls as required to safely main-tain operation of the airplane within all of its operating limitations.

CAUTION: Refer to the Airplane Flight Manual or the Airplane Flight ManualSupplement for your particular aircraft for pertinent emergency procedures.

Abnormal Procedures


Jun/98


Honeywell AerospaceBusiness and General AviationHoneywell International Inc.23500 West 105th StreetOlathe, KS 66061Tel: 913-712-0400Fax: 913-712-1302www.honeywell.com

006-18034-0000Rev. 3 November 2005©1998, 2002, 2005 Honeywell International Inc.

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