kfc-150 - kap 150 - kap-100 malibu_pa46_12_1905956151

7/27/2019 KFC-150 - KAP 150 - KAp-100 malibu_pa46_12_1905956151

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CONTENTSIn t roduct ion . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3. . . . .

System Integration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6. . . . .General Description: KFC 150, KAP 150 and KAP100Silver Crown Panel-Mounted Flight Control System Capabilities . . . . 5Typical KFC 150 Flight Control System (Diagram) . . . . . . . . . . .Typical KAP 150 Autopilot System (Diagram) . . . . . . . . . . .Typical KAP 100 Autopilot System (Diagram) . . . . . . . . . . .

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. . . . . . . . . . .10. . . . . . . . . . . i oKC 190.. . . . . . . . . . . . . . . i o. . . . . . . . . . ..llKG258 . . . . . . . . . . . I1KI 254 . . . . . . . . . . . . I1KG 253 . . . . . . . . . . . . . . . I1KI 204/206 . . . . . . . . . . . . . I2. . . . . . . . . . . I2. . . . . . . . . . . I2KA185 . . . . . . . . . . . . . . . . . . . . . . . . . . . 12KAS 2978 . . . . . . . . . . . . . . . . . . . . . . . . I2System Monitor Description . . . . . . . . . . . . . . . I2

KFC 150 Flight Contr ol System . . . . . . . . . . . . . . . . . . . . 13Modes of Operation . . . . . . . . . . . . . . . . . . . . . . . . . . 14-15Initial Power On . . . . . . . . . . . . . . . . . . . . . . . . . I6System Self Test. ....................Attitude Reference Modeof Operation

Operating he KFC 150 System

. . . .Flight Director ModeAutopilot Engageme. . . . . . . . . . . . . . . . . . . . . . . 20Approach Mode (APR) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21Back Course Mode (BC) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .22Altitude Hold Mode (ALT) . . . . . . . . . . . . . . . . . . . 2Auto/Manual Trim .................... . . . . . . . 23Control Wheel Steering Mode (CWS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23

Takeoff and Climb to Assigned Altitude . . . . 24-25VOR/RNAV Capture . . . . . . . . . . . . . . . . . 30-31

The KAP 150Autopi lot System . . . . . . . . . . . . . . . . . . . . 33Modes of Operation . . . . . . . . . . . . . . . . 34-35System Self Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36Attitude Referenc of Operation . . . . . . . . . . . . . . 37Autopilot Mode (AP) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37Heading Select Mode (HDG) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38(NAV,VOR, RNAV) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39(NAV, VOR, RNAV) . . . . . . . . . . . . . . . . . . .Approach Mode Using the KG 107/KI 206 InBack Course Mode Using the KG 107/KI 206 Indicators (BC) . . . . . . . . . . . . . . . . . . . . . . . . . . 44Back Course Mode Using the Optional KI 525A PNI (BC) . . . . . . . . . . . . . . . . . . . . . 45Altitude Hold Mode (ALT) . . . . . . . 46Auto/Manual Trim . . . . . . . . . . . . . . . . . . . . . . . . .47Control Wheel Steering Mode (CWS) . 47Take off and Climb to Assigned Altitude . . . . 48-49ILSApproach (KG 107/KI 206) . . . . . . . . . . . .. . . . . . . . . . . . . .. . . . . . . . . . . . . .. . . . . . . . . . . .50-51

KFC 150 Operating ProceduresOutbound on Front Course for ProceduFront Course ILSApproach . . . . . . . . . . . . . . . . . . . . . . . . . . .Long Range NAV Tracking . . . . . . . . . . . . . . . . . . . . 32

Initial Power On . . . . . . . . . . . . . . . . . . . . . 36

Navigation Mode Using the KG 107/KI 206 IndicatorsNavigation Mode Using the Optional KI 525A PNI

Approach Mode Using the Optional KI 525A PNI (APR) . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40. . . . . . . . . . . . . . . . . . . . . . . . .

KAP 150 Operating ProceduresOutbound on Front Course for Procedure Turn to

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Outbound on Front Course for Procedure Turn to ILS Approach (KI 525A) . . . . . . . . . . . . . . . . . . . 52-53Front Course ILS Approach (KG 107/KI 206) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 54-55Front Course ILS Approach (KI 525A) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 56-57RNAV Capture (KG 107/KI 206) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 58-59RNAV Capture (KI 525A) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .60.61Long Range NAV Tracking . . . . . . . . . . . . . . . . . . . . . . . . . 2. . . . . . . . . . .. . . . . . . . . . .

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The KAP 100Autopi lo t System . . .Modes of Operation . . . . . . . . . . .Operating the KAP100SystemSystem Self-Test . . . . . . . . . . . . . . . .Attitude Reference Mode of Operation . . . .Autopilot Mode (AP) . . . . . . . . . . . . . . . . . .Heading Select Mode (HDG)Navigation Mode Using the KG 107/KI 206

Navigation Mode Using the Optional KI 525A PNIApproach Mode Using the KG 107/KI 206 Indicator (APR) . . . . . . . .Approach Mode Using the Optional KI 525A PNI (APR) . . . . . . . . . .Back Course Mode Using the KG 107/KI 206 Indicators (BC) . . . . . .Manual Electric Trim . . . . . . . . . . . . . . . . . . . . . . . .

Indicators (NAV) (VOR. RNAV) . . . . . . . . . . . . . . . . . . .(NAV) (VOR. RNAV) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Back Course Mode Using the Optional KI 525A PControl Wheel Steering Mode (CWS) . . . . . . . . .

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. .KAP 100 Operating ProceduresOutbound on Front Course for ProcILS Approach (KG 107/KI 206)Outbound on Front Course for Proc

Front Course ILS Approach (KG 107/KI 206)RNAV Capture (KG 107/KI 206) . . . . . . . . . . . . . . . . . . . . .RNAV Capture (KI 525A)Long Range NAV Tracking . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Optional KA S 2978 Alt i tude and Vert ical Speed Selector . . . . .Altitude Preselect . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Altitude Alerting . . . . . . . . . . . . . . . . . .Vertical Speed Preselect . . . . . . . . . . . . . . . . . . . . . .Vertical Speed Synch . . . . . . . . . . . . . . . . . . . . . . . . .Test Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

ILSApproach (KI 525A) . . . . .Front Course ILS Approach (KI 525A) . . . . .

KAS 2978 Operating ProcedureKCS 55A Com pass System . . . . . . . . . . . . . . . . . . . . .Altitude Profile . . . . . . . . . . . . . . . . . . . . . . . . . .KI 525A Indicator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Description of Indicator and Display Functions . . . . . . . . . .Slaving Meter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .KMTll2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .KG102A . . . . . . . . . . . . . . . . . . .Operating Instructions . . . . . . . . .KCS 55A Fliaht Procedures . . . . . . .

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. . . . 78.79. . . . 80.81. . . . 32-83. . . . 34-85. . . . . 6.87. . . . . . . 8. . . . . . . 9. . . . . . . 0. . . . . . . 0. . . . . . . 1. . . . . . . 1. . . . . . . 1. . . . 92.93. . . . . . . 5. . . . . . . 6. . . . 97.98. . . . . . . 9. . . . . . 00. . . . . . . . . . 00. . . . . . . 01-102. . . . . . . . . . 03

Vectors tolntercept a Radial . . . . . . .Turn to Intercept Victor Airway . . . .Airway Interception . . . . . . . . . . . . . . . . .Holding Pattern . . . . . . . . . . . . . . . . . . .ILS Approach Front Course . . . . . . . . . .Reverse Localizer Approach (BC) . . . . . .General Emergency Pro ceduresOption al NAV I/NA V 2 Switch ing . . . . . . .System Weight and Power RequirementsBendidKing Warranty Service . . . . . . . . .

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107. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 108. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 09110. . . . . . . . . . . . . .111. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 113. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 115. . . . . . . . . . . .Back Cover

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INTRODUCTION

The pressures of single-pilot nstru-ment flying place critical demands on theskill and concentration of any pilot.

To help you meet the challenge, KingRadio has developed three digital, panel-mounted Silver Crown flight control systemsfor single and twin engine aircraft.

These systems bring digital flight con-trol technology from the flight deck of thenew generation airliners to the cockpits ofpiston powered aircraft for the first time.The result is lightweight, compact flight con-trol systems which incorporate he functionsof computer, mode selector, and annuncia-tor in a single, panel-mounted unit. Thesedigital panel-mounted systems use fewerparts than previous generation flight controlsystems for singles and twins. And fewerparts mean potentially greater reliability.

It's also significant hat these SilverCrown flight control systems have beendesigned from the beginning to interfacewith your Silver Crown package of

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COMM/NAV Pulse products. Consider theadvantage of having your avionics workingtogether as an integrated system ratherthan as a group of unrelated componentsbuilt by several manufacturers.

To fully utilize the impressive capabili-ties of your new digital, panel-mountedflight control system, you must understandthe performance capabilities and basicoperational requirements of theseadvanced-design Silver Crown systems.This pilot's guide is divided into three sec-tions. The first provides a general familiar-ization with each flight control systemincluding the associated panel-mounteddisplays. The second section describeseach system, including the KCS 55A slavedcompass system and its operation, as wellas optional altitude preselect/alertingandvertical speed hold. The final section cov-ers emergency procedures and optionalNAV 1/NAV2 switching.

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GENERAL DESCRIPTION:KFC 150,KAP 150AND KAP 100

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KFC 150 Flight Control SystemThe KFC 150 is the ultimate panel-

mounted digital flight control system for sin-gles and twins. It has the autopilot capabili-ty you need, plus a complete flight directorsystem. The flight director provides attitudecommands for the pilot to hand-fly, or dis-plays to the pilot the commands being fol-lowed by the autopilot. The KFC 150 hascapabilities similar to King's popular KFC200 Flight Control System.

U P 150 AutotMot SvstemThe M P 150 Autopilot System is atwo-axis, panel-mounted digital system

which delivers highly sophisticated IFRcapability. It has modes and functions simi-lar to the KFC 150 but has no flight director.

KAP 100 Autopilot SystemThe KAP 100Autopilot System is a

single-axis panel-mounted digital systemwhich extends Silver Crown quality and reli-ability to an entirely new entry-level capabil-ity. The KAP 100 Autopilot is the mostaffordable option in the Silver Crown line offlight control systems and offers many sub-stantial workload relief benefits.

The following chart highlights the majorattributes of each of the three systems

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SILVER CROWN PANEL-MOUNTEDFLIGHT CONTROL SYSTEM CAPABILITIESTwo AxisSingle AxisFlight DirectorKI 525A PNIKG 107 DGKG258 Horizon ReferenceIndicatorKI 256 Flight CommandIndicatorAutomatic ElectricElevator TrimManual Electric TrimYaw DamperKA 185 RemoteMode AnnunciatorKAS 2978 Altitude Preselect/Alerting, Vertical Speed HoldFUNCTIONS/MODESALT Hold (ALT)ALT PreselectHeading Select (HDG)NAV (VOR/RNAV)Approach (APR)Glideslope (GS)Back Course (BC)Control Wheel Steering (CWS)

Vertical Speed HoldVertical TrimAuto CaptureAuto TrackAll AngleInterceptAuto 45-degree InterceptTESTManual and AutoTrim MonitorRoll Rate MonitorPitch Rate Monitor

KFC 150YesYesStandard-

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StandardStandardStandardOptional forsome aircraftOptional forsome aircraftOptional forsome aircraftYesOptionalYesYesYesYesYesStandard

OptionalYesYesYesYes~

Both

YesYes

KAP 150Yes--OptionalStandardStandard

StandardStandardOptional forsome aircraftOptional forsome aircraftOptional forsome aircraftYesOptionalYesYesYesYesYesStandard

OptionalYesYesYesOptional (withKI 525A)Standard (withKG 107)Both

YesYes

KAP 100YesOptionalStandardStandard

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-Optional-

Optional forsome aircraft-

-YesYesYes-YesOptional withKing manualelectric trim-YesYesOptional (withKI 525A)Standard (withKG 107)Manual Trim Monitor(with King manualelectric trim option)Yes

NOTE: The KFC 150, KAP 150 and KAP 100 are designed as independent systemsto maximize their indi-vidual capabilities. Therefore they are not designed for conversion from one system to another.

IMPORTANT: This Pilot's guide provides a general description of various operational characteristicsof theKFC 150, KAP 150 and KAP 100 Flight Control Systems. However, operation of a system should not beattempted without reviewing the specific information in the FAA approved Aircraft Flight Manual Supplementfor your particular aircraft type.

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SYSTEMS INTEGRATIONThe individual systems diagrams on

pages 7,8, and 9, show the componentsand their relationships in typical KFC 150,U P 50 and KAP 100 Flight ControlSystems. The actual components used onindividual aircraft may vary slightly in orderto optimize certification and installationrequirements.

Each system has a number of inputsand outputs: sensor outputs are shown inred; computation inputs shown in blue; dis-play outputs shown in orange; and aircraftcontrol shown in green. The systems dia-grams reflect that the KAP 150 and KFC150 systems control both pitch and roll axesof the aircraft. The KAP 100, being a sin-gle-axis system, controls only the roll axis ofthe aircraft. All sensor information (pitchand roll reference, heading and coursedatum, RNAV/VOR/LOC/GS deviation andflags, marker receiver and static pressure[altitude] is fed into the system's flight com-puter).

The flight computer computes pitchand roll steering commands (or in the caseof the KAP 100, roll commands only). In theKFC 150 system these commands are rout-ed through the KI 256 Flight CommandIndicator (FCI), where they are displayed onthe V-Bar as visual guidance commands.

In all three systems these steeringcommands are fed to the autopilot compu-tation circuits contained in the appropriateflight computer which generates the com-mands for the individual servos to manipu-late the ailerons, elevator and elevator trim.An optional yaw channel is available forsome aircraft, but is independent of pitchand roll commands.mands in the KFC 150 system for flightdirector and autopilot provides totally con-sistent flight director steering command andautopilot control. There is no disagreementin computation. The autopilot simply con-verts the pitch and roll steering commandsfrom the flight computer, displayed on theV-Bar in the FCI, into the required elevatorand aileron position commands. Full inte-gration of flight director and autopilot allowsthe pilot to delegate the manual effort of fly-ing the aircraft to the autopilot while moni-toring its activity with the flight director.

Using the same pitch and roll com-

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TYPICAL KFC 150 FLIGHT CONTROL SYSTEMVOWLOC/RNAV Static1eviation Pressure

KA 185MOL- . ..inunciator(Optional on some aircraft). KC 192Computer1GlideslopeDeviation

Pitch Altitude1 L-Pitch Command/Roll Command

KI 256 FlightCommand Indicator

K INavigation ndicatorKMT 112

KG 102ASlaved DG Detector- "st

EL I

Controller1containscomputerfunctions,mode controlbuttons, andannunciatorlights in asingle unit.Also containsaltitude

1 1 1 Annunciator

1I Autopilot Disconnect/Trim Interrupt

ORnM.J,n KA51B

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

Third Axis Yaw Damper System(Optional on some aircraft).unted (May not be includedrol in all Yaw Damperinstallations)TC 192 AutopilotComputerKontrollerAnnunciator

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TYPICAL KAP 150AUTOPILOT SYSTEMVOR/LOC/RNAV StaticDeviation Pressure KC191

Computer/lideslope MiddleDevi?ion Marker Controller/Annunciatorcontainscomputerfunctions, modecontrol buttons,and annunciatorlights in asingle unit.Also containsaltitudesensor.

Pitch Attitude/

KG238 AttituaeReference Indicator I I I I

1 1 1 1Heading Select& Course Datum

I KG107 KI 204 or other Course II Directional Gyro Deviation Indicator II (not included). I II -

IIIII

/ [rim Interruptt KMT 112 I

I - Yd

I I Flux IKI 525A PictorialI Navigation IndicatorII II KCS 55A Slaved m I n R AII slavingACC~S!. . . . . . . . . . . . . . . . . . . . . . . .

This is a 2-Axis (Pitch and Roll) System.Third Axis Yaw Damper System(Optional on some aircraft).I 5 L 1 n o r r f r

Panel-Mounted (May not be includedSwitch installations)YD Annunciator 18 Yaw Control in all Yaw DamperT IKC IJ I MU l U ~ l l U lComputedControllerAnnunciatorr Roll Crossfeed

Yaw ServoKRG331Rate Gyro Yaw ComputerL


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TYPICAL KAP 100AUTOPILOT SYSTEM

KA 185 Mode Annunciator(Optional on some aircraft).

KG258 AttitudeReference Indicator

Middle VOWLOC/RNAV

KC 190Computer/Controller/AnnunciatorIoll AttitudeHeading Select& Course Datum

IIIIIII

IIIIII

KG 107 KI204 or other Course IDirectional Gyro Deviation Indicator I(not included). I. . . . . . . . . . . . . . . . . . . . .

OR. . . . . . . . . . . . . . . . . . . . . . .- G 102A I1+L ,

Slaved DG IIII

I I- 1KMT112 I

I Navigation Indicator - etector I7I KI 3.cm ricioriai Flux II I

I R(7)KCS 55A Slaved ICompass SystemI (Optional) KA 51A a - 5 1 B III Slaving Accessory I

containscomputerfunctions, modecontrol buttons,and annunciatorlights in asingle unit.

-D KS 179Pitch TrimServo

Autopilot Disconnecff

This is a Single-Axis(Roll) System.

Manual ElectricI Trim (Optional)Control WheelSteering (Optional)

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DESCRIPTION OF PANEL UNITS

KC 192 Mode Controller/Computer/AnnunciatorThe KC 192 Mode Controller/

Computer/Annunciator for the KFC 150 sys-tem incorporates all computer functions,mode control buttons and annunciator lightsin a single panel-mounted unit. The KC 192annunciates all vertical and lateral flightdirector and autopilot system modes.

In addition, the KC 192 has seven push but-tons for engaging flight director and/orautopilot modes, a push button to initiate asystem self-test, and a vertical trim rockerswitch to allow for changing the aircraft'spitch up or down without disconnecting heautopilot.

T R Ihl


Computer/Annunciator for the KAP 150incorporates the functions of a computer,mode controller and annunciator lights in asingle, panel-mounted unit. The KC 191annunciates all vertical and lateral autopilot

system modes. In addition, the KC 191 hassix push buttons for engaging autopilotmodes, a push button to initiate system self-test, and a vertical trim rocker switch toallow for changing the aircraft pitch up ordown without disconnecting the autopilot.


Computer/Annunciator for the KAP 100incorporates the functions of a computer,mode controller and annunciator lights in asingle, panel-mounted unit. The KC 190annunciates all lateral autopilot system

modes. In addition, the KC 190 has five but-tons for engaging autopilot modes, and apush button to initiate system self-test.

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KI 256 Flight Command indicator (FCI)information:The KI 256 displays the followingPitch and roll attitude.Flight Director pitch and roll

commands.DH (decision height) annunciationwhen used with a radar altimeter.The KI 256 contains an air-drivenvertical gyro. Engine(s) must be run-ning, pressure or vacuum system oper-ating and gyro up to speed before thesystem will operate. Allow three min-utes for the gyro to come up to speed.

KG 258 Horizon Reference Indicatorinformation:The KG 258 displays the followingPitch and roll attitude.DH (decision height) annunciation

when used with a radar altimeter.The KG 258 contains an air-drivenattitude reference indicator. Engine(s)must be running before the system willoperate. Allow three minutes for thegyro to come up to speed.

KI 254 Electric Flight Command Indicator( WKG 253 Electric Horizon ReferenceIndicatorinformation:The KG 253 displays the followingPitch and roll attitude.DH (decision height) annunciationwhen used with a radar altimeter.The KG 253 is an electric attitudereference indicator. Electrical power(D.C.) must be applied in order for theunit to operate. Immediately followingelectrical power turn-on, the knoblabeled "Pull to Erect" should be pulledout with a moderate, even pull andheld in the out position for approxi-mately three seconds. The knobshould then be released quickly butsmoothly. Erecting the unit should onlyby accomplished while the aircraft isrelatively level on the ground or in levelflight. The gyro must be up to speedbefore the system will operate. Allowthree minutes for the gyro to come upto speed.

The KI 254 displays the followingPitch and roll attitude.Flight Director pitch and roll com-mands.DH (decision height) annunciationwhen used with a radar altimeter.The KG 254 contains an electricvertical gyro. Electrical power (D.C.)must be applied in order for the unit tooperate. Immediately following electri-cal power turn-on, the knob labeled"Pull to Erect" should be pulled out with

a moderate, even pull and held in theout position for approximately threeseconds. The knob should then bereleased quickly but smoothly.Erecting the unit should only beaccomplished while the aircraft is rela-tively level on the ground or in levelflight. The gyro must be up to speedbefore the system will operate. Allowthree minutes for the gyro to come upto speed.

information:

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KI 204/206 KG 107

KA 185KI 204/206 Course Deviation Indicator

The KI 204/206 displays the following:VOR/LOC/GLIDESLOPE Deviations.Course Select (06s).TO/FROM Flag Indication.The KI 204/206 is used with the KN 53,KX 155 or KX 1758, and the KN 75

Glideslope Receiver. The KI 206 is usedwith the KN 74, KNS 80, KNS 81, KX 165 orKNC 610.KG 107 Directional Gyro

The KG 107 Directional Gyro displaysUnslaved gyro magnetic heading infor-Selected heading (HDG 'bug").

the following information:mation.The KG 107 is an air-driven directional

gyro indicator. Engine(s) must be running,pressure or vacuum system operating andgyro up to speed before the system willoperate. Allow three minutes for the gyro tocome up to speed.KI 525A Horizontal Situation Indicator

The KI 525A is the display portion of(HSI)

the KCS 55A Slaved Compass System anddisplays the following:

Slaved gyro magnetic heading informa-Selected heading (HDG "bug").VOR/LOC/RNAV course deviation.Glideslope deviation.

KA 185 Mode Annunciator (Optional)ciation display of all appropriate operating

tion.

The KA 185 provides a parallel annun-

KI 525A

KAS 297Bmodes and may be positioned on the panelin the pilot's normal scan.(Optional)130A Altimeter to provide altitude prese-lectlalerting and vertical speed modes forthe KFC 150 and KAP 150 systems.System Monitor Description

Through the use of extensive monitorcircuits in the 100 series flight control sys-tems, safer control of the aircraft is provid-ed, since failures are predominantly "soft"(aircraft control is automatically returned tothe pilot when a fault is detected). Becauseof this safety factor, the 100 series flightcontrol systems are able to providesmoother control of the aircraft due toincreased servo authority.

The internal monitors continuouslycheck for the presence of operating pitchand roll microprocessors, adapter modules(used to tailor the autopilot to individual air-craft models), pitch and roll reference sig-nals, proper internal voltages, trim power,"runaway" auto trim, wrong direction of trim,abnormal pitch attitude rates, and abnormalroll attitude rates.

The trip levels for pitch and roll attituderates and duration are independently set onthe adapter modules for each aircraft.

Digital design allows the incorporationof these monitors without the weight andspace penalties associated with previoustechnology systems. Now these importantsafety features are available to the opera-tors of piston engine aircraft at a reasonableprice.

KAS 297B Altitude SelectorThe KAS 2978 is used with a KEA

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THEKFC 150FLIGHT CONTROL SYSTEM

The KFC 150 is the ultimate in digital The pilot can then manually fly thecommands shown on the KI 256, or engagethe autopilot portion of the system and haveit fly the commands. Monitoring the single-cue steering command (V-bar) will tell thepilot if the commands are being satisfied. A

panel-mounted flight control systems forsingles and twins.

The system incorporates a highlycapable two-axis autopilot and a flightdirector system. An optional third-axis (yawdamper) system is available for some air-craft at a slightly higher cost.er which calculates the appropriate pitchand roll attitudes required to intercept andmaintain headings, courses, approachpaths, pitch attitudes and altitudes. Oncecomputed, the commands are displayed tothe pilot on the single-cue steering com-mand which is part of the KI 256 FlightCommand Indicator (FCI).

The flight director system is a comput-good cross-check is to monitor the raw data(course or localizer and glideslope informa-tion) on the KI 525A PNI to see if the aircraftis intercepting or tracking course and glide-path as desired. (If you are unfamiliar withthe operation of a Pictorial NavigationIndicator (PNI) you should stop here andreview the section of the KCS 55A CompassSystem on page 95.)

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Vertical Trim Glideslope (GS)I Trim FailureWarningI

Flight /Director (FD) /AltitudeHold (ALT)Self-Test AutopilotEngageI ' AP ENG)(APR ) (ILS,VOR or RNAV)/. .---ing BackSelect (HDG) /Navigation(NAV)(VOR/RNAV) Course (BC)

ElectricTrim SwitchAutopilbtDisconnect/Trim Interrupt IEi:ISteeri(ng(CWS)Mode Flight DirectorlAutopilot ActionAttitude Reference Power on and no modes selected. FCI displaysaircraft attitude andPNI displays aircraft heading.Command V-bar is biasedout of view. Aircraftengine@)must be running for pressure or vacuumto be applied to FCI attitude gyro.Flight Director (FD) V-bar will appear and command wings level

and pitch attitude of the aircraft at the time ofmode selection.Autopilot Engage (APENG) Aircraft control surfaces (ailerons and elevators)smoothly respond to all selected Flight Directormode commands with automatic pitch trim.Engages Yaw Damper if present.

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Mode Flight Director/AutopilotActionHeading (HDG) Select desired heading on PNI, then select

HDG mode. The V-bar will command thenecessary bank to turn to and maintain theselected heading.Navigate (NAV)(VOR/RNAV) The V-bar will command the bank necessaryto turn to and maintain a VOR or RNAV courseselected by the pilot.

The V-bar will command the bank and pitchnecessary to capture and track localizer andglideslope for ILS approaches, or to capture andtrack the appropriate course for VOR or RNAV.The V-bar will command the bank necessaryto capture and track a reverse localizer course.Glideslope s locked out.

Approach (APR)(ILS, VOR or RNAV)

Back Course (BC)

Altitude Hold (ALT) The V-bar will command the pitch attitudenecessary to maintain the engaged altitudeTest Button Depressing the test button nitiates a test of theKFC 150circuitry, including operation of variousmodes and of the trim. The test must be

performed after power is applied and before theautopilot can be engaged, but the flight directorcan be used without the test being performed.Vertical Trim This rocker switch allows you to make smallcorrections in selected altitude while in altitudehold, or adjust pitch attitude at a rate ofapproximately .9 degrees per second when notin altitude hold.Control WheelSteering(CWS)

This button mounted on the control wheel allowsyou to maneuver the aircraft in pitch and rollwithout disengaging the autopilot. After the CWSbutton s released, the autopilot resumes controlof the aircraft.


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OPERATING THEKFC 150SYSTEMInitial Power On

When initially powered (no modesselected), the KFC 150 will display aircraftattitude on the FCI and aircraft heading onthe PNI. The V-bar will be biased out ofview. The trim light will be lit on the KC 192as a reminder of the need to perform thesystem self-test.

Svstem Self-Test

The KFC 150 system incorporatesa sys-tem self-test function which is activated by atest button on the KC 192 ModeController/Computer/Annunciator.The testmust be performed before the autopilot portionof the system can be used, but need not beperformed before using the flight director por-tion. This test determines, before takeoff, thatthe system is operating normally. To perform atest- omentarily push the test button. Thefollowing actions will occur:

1. All annunciator lights, the trim light andautopilot lights will illuminate.2. The trim light will flash 4 times.3. The annunciator legends will go blank,an aural tone will beep (approx. 6times) and the "AF" light will flash(approx. 12-13 times) and go off. (Ifthe AP light fails to flash you will beunable to engage the autopilot.)4. The KC 192 display will go blank.

The test checks all digital computingcapability, the disconnect capability of theautopilot, the auto trim drive and monitorsystems, and the failure annunciator sys-tem. CAUTION: If the trim legend flashesor remains on at the end of the test it indi-cates there is a failure in the trim systemand the autopilot will not engage. See aqualified King Service Agency for repair.

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Attitude Reference Modeof OperationThe system will be in the basic attitudereference or "gyro" mode with engine(s)running and aircraft power on, but nomodes selected (annunciator panel blank).Aircraft heading is shown on the PNI androll and pitch attitude on the FCI.Attitude Gyro Operation Note: Whenshutting down the aircraft for short periodsof time, make sure the Attitude Gyro hascompletely spun down before starting oper-

ations again. Gyro spin down occurs whenthe air supply is cut off to the gyro and usu-ally takes about 10 minutes.During Gyro spin down most gyroshave a tendency to "tilt" (precess) to oneside. If the air supply is reapplied to thegyro while in this state, slow gyro erection(leveling) will occur due to gyro inertia. Ifaircraft operations are initiated before thegyro is fully erected, there is a greater pos-sibility that the gyro may tumble causingloss of primary attitude information from theAttitude Gyro.

FLIGHT DIRECTOR (FD) MODEThe flight director mode is activatedby depressing the "FD" button on the mode

controller or the CWS button on the controlwheel. The V-bar will appear and providecommands to maintain wings level and thepitch attitude existing at the time ofengagement. To satisfy the V-bar com-mand the pilot can manually fly the orangedelta wing "aircraft" into the V-bar to alignthe top of the delta wing flush with the bot-tom edge of the V-bar. Or the pilot canengage the autopilot and let it satisfy thecommands by maneuvering the aircraft in asimilar manner.

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If a change in pitch attitude is desired,the control wheel steering (CWS) button onthe pilot's control wheel can be used to syn-chronize the V-bar (in the FD mode withautopilot disengaged) without removingyour hand from the control wheel.

The vertical trim switch may be usedto adjust the selected pitch attitude up ordown at .9 degrees per second.

AUTOPILOT ENGA GEMENT1AP ENG)

The flight director can also be activat-ed by direct selection of any specific mode,which will activate the command V-bar.Such selection will illuminate both FD andthe appropriate annunciator mode.one already selected will cause the flightdirector and/or autopilot to follow the modemost recently selected by the pilot.

Selection of a mode which supersedes

NOTE: The autopilot cannot be engageduntil the flight director is engaged.ing the 'AP ENG' button on the KC 192.The autopilot is engaged by depress-

CAUTION: Prior to autopilot engagement,the pilot should make sure the V-bar com-mands are satisfied. This will prevent anyrapid changes in the aircraft's attitude whenthe autopilot is engaged.

Once engaged, the autopilot willattempt to satisfy the V-bar commands gen-erated by the selected flight directormodes.and roll) stabilization and automatic elevatortrim as well as automatic response to allselected flight director commands.yaw damper system will significantly damp-en yaw oscillations and improve turn coordi-nation.

The autopilot provides two-axis (pitch

The addition of an optional third axis

WARNING: WHENEVER I H t AUTOPILOTIS DISENGAGED, THE AP LEGEND ONTHE ANNUNCIATOR PANEL WILL FLASHAND AN AURAL TONE WILL SOUND TOALERT THE PILOT.CAUTION: Overpowering the Autopilot inthe pitch axis in flight for periods of threeseconds or more will result in the autotrimsystem operating in the direction to opposethe pilot and will, therefore, cause anincrease in the pitch overpower forces, andif Autopilot is disengaged, will result in apitch transient control force. Operation ofthe autopilot on the ground may cause theautotrim to run because of backforce gener-ated by elevator downsprings or pilotinduced forces.

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HEADING SELECT (HDG) MODETo operate in heading select mode:

1. Move the heading "bug" o the desiredheading on the PNI (using the HDGknob).

2. Depress the HDG button on the KC192 to engage the heading selectmode. The V-bar on the FCI will com-mand a bank towards the selectedheading, in the direction of the short-est turn. If the autopilot is engaged itwill turn the aircraft to intercept and flythe heading.

3.The V-bar will continue to commandthe bank necessary to maintain theselected heading. If you move theheading "bug" again while headingselect mode is engaged, the V-bar willimmediately command a turn to thenew heading. If the autopilot isengaged, it will immediately turn theaircraft in the direction of the newheading. The HDG mode is canceledwhen NAV or APR coupling occurs, orwhen the HDG or FD mode button ispushed again to "off".

NOTE: For system limitations refer tothe Flight Manual Supplement for yourparticular aircraft.(See page 24/25 for illustration)

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NOTE: You should consider using HDGselect mode just prior to VOR station pas-sage. If the autopilot is engaged in NAVmode it may cause erratic maneuvers whilefollowing a rapidly changing course devia-tion needle as the aircraft flies in the coneof confusion.

NAVIGATION (NAV,MODEWO R. RNAV)The Navigation (NAV) mode providesguidance to the pilot (or autopilot) in inter-

cepting and tracking VOR and RNAV cours-es. To operate in the navigation mode:1. Tune the frequency for the selected

VOR (or VORTAC) station. For RNAV,set in the waypoint distance and VOR-TAC radial.2. Set the PNI course pointer to thedesired course.3. Establish the desired intercept angleby setting the heading 'bug' on theintercept heading, and activate HDGmode. ('HDG" light will illuminate.)

4. Depress the "NAV button on the KC192. ("NAV' light will flash to signifythat the NAV mode is armed.)

NOTE: If the NAV mode is selected withthe aircraft level within i4degrees of bankand within 2-3 dots of course deviation,NAV/ARM will be bypassed and the NAVmode will engage directly.

5. The V-bar will command the requiredbank to maintain the selected headinguntil the capture point* is reached.Then the V-bar will command a turn tointercept the course. If the autopilot isengaged, it will turn to satisfy the com-mands. (The HDG light will go off asHDG mode is disengaged, and the"NAV' light will stop flashing and illumi-nate continuously as the NAV modegoes from arm to engage.)6. The V-bar will continue to commandthe required bank to maintain coursewith automatic crosswind compensa-tion and the autopilot (if engaged) willsatisfy those commands.

*The capture point will vary depending onthe angle of intercept and the rate ofchange of VOR/RNAV radials.(See page 30/31 for illustration)

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APPROACH (APR) MODEThe approach (APR) mode provides

guidance to the pilot (or autopilot) in inter-cepting and tracking ILS (both localizer andglideslope), and VOR and RNAV courses.To operate in the APR mode:1. Tune the frequency for the selected

ILS, VOR or RNAV approach.2. Set the PNI course pointer to the final

approach course (ILS front courseeven when flying a back courseapproach).

3. Set the HDG SEL 'bug" on the PNI tothe desired intercept angle and acti-vate the HDG mode.

4. Depress the "APR" button. This armsthe automatic capture function. (The"APR" light will flash to signify theapproach mode is armed.)

5. The V-bar will command the requiredbank to maintain the selected headinguntil the capture point is reached.Then the V-bar will command a turn tointercept the course. If the autopilot isengaged it will turn to satisfy the com-mands. As the V-bar commands theturn to intercept he selected course,the heading mode will be canceledand the APR mode will go from arm toengage. (HDG light will go out andAPR light will go from flashing tosteady.)

6. The V-bar will continue to commandthe required bank to maintain courseand the autopilot (if engaged) will sat-isfy those commands. (Automaticcrosswind compensation will provideprecise tracking. VOR/LOC deviationis shown on the PNI, and actual crabangle is shown by offset of the coursearrow from the lubber line.)

7. Once localizer course capture hasoccurred on an ILS, the glideslopemode is armed. Automatic captureoccurs as the aircraft approaches theglideslope from either above or below.

I I

When the intercept occurs, " G S is illu-minated on the annunciator panel. TheV-bar commands the pitch necessaryto maintain the glideslope. If theautopilot is engaged it will satisfy thesecommands. If the altitude hold (ALT)mode had been engaged prior to GScapture, it will disengage at captureand the "ALT light will go out.

NOTE: For system limitations refer to yourFlight Manual Supplement.(See page 28/29 for illustration)NOTE: GS is locked out in VOR orRNAV APR.

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BACK COURSE (BC) MODEThe back course (BC) mode provides

guidance to the pilot (or autopilot) in inter-cepting and tracking a reverse course LOC.To operate in the back course mode:

1. Tune the frequency for the selected2. BECERTAIN TO SET IN THE ILSILS back course.

FRONT COURSE EVEN THOUGH YOUWILL BE FLYING A RECIPROCALHEADING ON AN ILS BACK COURSEAPPROACH. FOR EXAMPLE, THEBACK COURSE APPROACH MIGHTHAVE A FRONT COURSEOF 090DEGREES WHICH YOU WILL SET INING 270 DEGREESTO RUNWAY 27.PNI to the desired intercept angle andactivate the HDG mode.4. Select the back course mode by eitherdepressing the "APR" button and thenthe "BC button or by merely depress-ing the BC button by itself. (BC willlight and the 'APR' light will flash tosignify approach mode is armed.)

AS YOU FLY A BACK COURSE HEAD-3. Set the heading select "bug" on the

5. The V-Bar will command the requiredbank to maintain the selected headinguntil the capture point in reached, thenit will command a turn to intercept thecourse. The "HDG" ight will go off andthe "APR" light will illuminate steadilyas the BC mode goes from arm toengage. If the autopilot is engaged itwill turn to satisfy the commands.

6. The V-bar will continue to commandthe required bank to maintain courseand the autopilot (if engaged) will sat-isfy those commands. Automaticcrosswind compensation will provideprecise tracking. (The glideslope islocked out during a back courseapproach.)

(See page 26/27 for illustration)

ALTITUDE HOLD IALT) MODEThe altitude hold (ALT) mode provides

guidance to the pilot (or autopilot) for main-taining the altitude at which this mode wasengaged. To operate in the ALT mode:

1 Depress the "ALT" button when the air-craft has reached the altitude you wishto maintain. (For smoother operation,press the "ALT" button when the verti-cal velocity is no more than 500 fpm.)

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2. The V-bar will command the requiredpitch to maintain the selected altitude.The pilot can maintain this altitudemanually by following the V-bar orengage the autopilot and have it satis-fy the flight director commands.

3.The vertical trim switch may be used toadjust altitude up or down at a maxi-mum rate of 500 fpm without disen-gaging altitude hold. (The ALT modeis canceled by automatic glideslopecapture or by depressing the "ALT"button.) When the vertical trim switchis released, the flight director V-bar willbegin to command pitch changes tomaintain the new altitude.

AUTO/MANUAL TRIMThe KFC 150 includes as standard

equipment an automatic and manual elec-tric trim. The automatic trim allows the KFC150 system to trim off elevator control sur-face pressures while the autopilot is control-ling the elevator through a pitch servo. If theautopilot is not engaged, and the pilot ishand flying the aircraft, he can use a manu-al electric trim switch mounted on the yoketo trim off elevator control forces.NOTE: See the Flight Manual Supplementfor detailed instructions on your particularaircraft.

CONTROL WHEEL STEERINGMODE (CWS)With the autopilot engaged, control

wheel steering (CWS) allows the pilot tomaneuver the aircraft without disengagingthe autopilot.To use control wheel steering, depressthe CWS button on the yoke. This releasesthe autopilot servos and allows you toassume manual control while autopilot con-trol functions are placed in a synchroniza-tion state. This means that when yourelease the CWS button, the autopilot willsmoothly resume control of the aircraft andfly it to the lateral command you were usingprior to engaging CWS. The vertical com-mand used by the autopilot will be the oneexisting when CWS is released.

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

1. The aircraft is engaged inHeading (HDG) andAltitude Hold (ALT) mode.A flight plan from waypoint" Ao " B o "C' is entered inthe Long Range Nav. Thecourse pointer is selectedto 090m and NAV Arm isactivated by pressing theNAV button. The aircraft isheading045- to interceptthe course. As the coursedeviation bar moves towardthe center position, NAVmode is coupled and tracksthe Long Range Nav.

2. As the aircraft crosses way-point 'B", the course pointermust be rotated to reflectthe course or bearing to thenew active waypoint (135-in this case).

I3. The aircraft changes theactive waypoint to "D"via a"direct to" operation with the

Long Range Nav. Thecourse pointer must berotated to 225 to reflectthe bearing to "D. Theautopilot will then correctlytrack the course to way-point " D .NOTE: The course arrow on the KI 525A must be set at theDesired Track or OBS setting indicated by the Long Range Nav.Moving the course pointer does not affect movement or locationof the Left/Right D-Bar. However, in order for the KFC 150 totrack the course, the proper course must be set in the HSI.

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OPTIONALKAS2978ALTITUDE AND VERZICAL SPEED SELECTORThe KAS 2978 adds the versatility and

benefits of Altitude Preselect and VerticalSpeed Select to the KAP 150 and KFC 150Flight Control systems. Altitude Alerting asdefined by F.A.R. 91.51 is also provided.

The diagram below shows the normalsystem components including the KEA130A which provides altitude and baromet-ric correction information to the KAS 2978.

c . -31.

Typical AltitudeNertical Speed KC 191, KC 192Computer/Controller/Annunciatorelection Components

Sonalert(Aural Altitude Alert)IIf!! - -7p:l2; t([[ilMA Z4 A(Aural Altitude Alert) IAltitude/KAS 2978AltitudeNertical

KEA 130A Speed SelectorEncoding Altimeter Red--Sensor OutputB l u d o m p u t a t i o n InputPhotocell dimsdisplay automatically

Vertical SpeedMode Button

Altitude SelectMode Button /-

Vertical Speed Altitude AlertMode Annunciator Annunciator

Concentric knobsallow easy settingof altitudeor vertical speed.

Verticat Speed Up

v?t?td//Down Gas discharge displayshows selected altitudeor vertical speed.Feet AnnunciatorAltitude Arm / AltitudecaptureMode Annunciator Mode Annunciator Feet Per MinuteAnnunciator

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Altitude Preselect OperationTo select a new altitude, the KAS 2978

must be displaying feet (FT). If it is display-ing feet per minute (FT/MIN), push the innerconcentric knob to the 'in' position.Rotating the outer concentric knob willselect altitude in 1000 ft. increments up to amaximum of 35,000 feet. The inner concen-tric knob controls altitude in 100 ft. incre-ments.entered, push the ARM button to arm thealtitude capture mode. Use pitch attitudehold or select a vertical speed to guide theaircraft to the new altitude.As the aircraft nears the selected alti-tude, a pitch round out is computed by theKAS 2978 based on the aircraft's verticalspeed. When the KAS 2978 determines theround out should begin, the display willchange from arm (ARM) to capture (CAPT)and Vertical Speed mode will be disen-gaged if it was in use. At the selected alti-tude, Altitude Hold is engaged and CAPTmode is disengaged.

Once the correct altitude has been

Altitude AlertingRegardless of whether the flight control

system is engaged, the KAS 2978 providesaltitude alerting to alert arrival at and devia-tion from the selected altitude.

from the selected altitude, the KAS 2978 willannunciate ALERT and a 2 second auraltone will sound. The ALERT will stay

When the aircraft reaches 1,000 feet

on until 300 feet* from selected altitude.When the aircraft reaches the selected alti-tude, a 2 second ALERT annunciation andaural tone alerts the pilot to the aircraft'saltitude.

Until a new altitude is selected, thesystem will provide alerting any time the air-craft's altitude varies more than 300 feet*from the selected altitude.at time of installation to be either selectedaltitude i500 or i300 feet. Particular STC'smay require the use of one of these set-tings. Consult your aircraft Flight ManualSupplement for details.

*The inner alerting altitude can be set

-Vertical Speed Select Operation

Vertical speed may be engaged ineither of two ways: by preselecting a verti-cal speed on the KAS 2978 or by engagingvertical speed at its present value and thenmodifying a rate of climb or descent usingthe vertical trim rocker switch on the KC191/192, the CWS button or rotating theselect knob on the KAS 2978 with the innerknob pulled to the out position.NOTE: The pointer of a mechanical VerticalSpeed Indicator has a wi c a l accuracy ofi 5 o i15% depending on rate and altitude.Therefore, the aircraft may actually be hold-ing the selected vertical speed even if themechanical VSI disagrees. Timing altitudechanges (e.9. 500 ft/min for 3 minutesshould yield a 1,500 ft change in altitude) isthe most accurate method of determiningwhich is correct.indication nherent in their design(Instantaneous, or lVSl indicators, reducethis lag considerably). Comparisons made

Also VSl's have a substantial lag in

prior to the stabilization of vertical speedwill not be valid.

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' 4r-,

Vertical Soeed PreselectTo preselect a vertical speed, pull theinner concentric knob out. The last used

vertical speed, an up or down arrow, andFT/MINwill be annunciated. Rotating theinner knob adjusts vertical speed in 100feet per minute increments while the outerknob controls the 1,000 feet per minute digitup to a maximum of *3,000 eethin. Whenthe selected vertical speed passes throughzero the up/down arrow will change direc-tions. To engage this selected rate, pushthe engage (ENG) button (while verticalspeed is displayed). Altitude Hold, ifengaged, will be canceled and the systemwill capture the commanded vertical speed.If a change in vertical speed isdesired, the vertical trim rocker switch maybe used to slew the rate up or down at 100feet per minute for every second the rockerswitch is held down. Vertical speed canalso be modified by holding down the CWSbutton and changing pitch attitude until thedesired vertical speed command is dis-played on the KAS 2978. If the KAS 2978is displaying altitude at the time, verticalspeed will be displayed until after the CWSswitch is released.

The inner knob on the KAS 2976 canbe pulled out at any time to display the ver-tical speed command. Rotating the knobwhile it is "out' will vary the vertical speedcommand.

Vertical Soeed SvnchVertical Speed synch may be used to

maintain the aircraft's current vertical speedby pushing the engage (ENG) button whilethe KAS 2978 is displaying altitude.Immediately upon engaging VS synch, theKAS 2976 will display for 2 seconds thevertical speed which the KAP/KFC 150 sys-tem will hold. Vertical Speed can be variedup or down just as described in VerticalSpeed Preselect.

Test ModeWhen the preflight test button on the

KC 191/192 is pushed, all legends and dig-its are displayed on the KAS 2978 to con-firm the display's integrity.

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3. You have now reached the assigned alti-tude of 11OOO feet and the autoDilot has 4. In preparation for the descent, the newaltitude is Dreset in the KAS 297B. Whenautomati&lly engaged altitude hold. thk descent is to be started, the new alti-tude is ARMed, fhe inner concentric knobis pulled out,the$esfred vertical speed isentered and the ENG Button is pushedwith vertical speed displayed.Operationof the autopilot in descent isidentical to operation in climb with a pitchround out allowing a smooth capture ofthe assigned altitude.

.

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NOTES

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KING KCS 55A COMPASSSYSTEM

rKA 51A

KMT 112

ki 525A

1 1The KCS 55A Compass System, which

includes the KA 51A or KA 51B SlavingControl and Compensator Unit, the KMT 112Magnetic Slaving Transmitter and the KG102A Directional Gyro as well as the KI 525APictorial Navigation Indicator is an integralpart of the KFC 150 Flight Control System. Itis also available as an option on the KAP 150and KAP 100Autopilot Systems.

~ ~~~~~

The panel-mounted KI 525A PNI com-bines the display functions of both the stan-dard Directional Gyro and the CourseDeviation Indicator's VOR/LOC/Glideslopeinformation o provide the pilot with a singlevisual presentation of the complete horizontalnavigation situation. This greatly simplifiescourse orientation, interception and tracking,while eliminating the need for scan coordina-tion between two separate indicators.


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KI 525A INDICATOR

\AV WarningFlagHeadingSelectBug\DualGlideslopePointers

Lubber LineI CompassWarning Flag/SymbolicAircraft

CoiirseSelect Knob VOWLOCDeviation Scale

Course/ electPointer

To-FromIndicator

- l ideslopeDeviationScale\ eadingSelectKnob\ omp ass Card

d :The KI 525A Pictorial NavigationIndicator is the panel display for the KCS55A Compass System. It replaces the stan-

dard Directional Gyro and Course DeviationIndicator (CDI) in the aircraft's panel, com-bining slaved heading andVOR/LOC/Glideslope deviation informationinto one compact display. By providing asimple, comprehensive visual presentationof the aircraft's heading and position in rela-tion to a desired course, the pilot's naviga-tion workload is considerably reduced.

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DESCRIPTIONOE I/)IDICATORAND DISPLAY FUNCTIONSCompass Card - Responding to the

input from the slaved directional gyro, thiscard rotates within the display so that theaircraft heading is always at the top, underthe lubber line.

Lubber Line - A fixed white marker atthe top of the display that indicates aircraftmagnetic heading on the compass card.

Symbolic Aircraft - A fixed representa-tion of the actual aircraft. This miniature air-craft always points toward the top of thedisplay and the lubber line.

Selected Course Pointer - On this two-part arrow, the 'head' indicates the desiredVOR or Localizer course and the 'tail' indi-cates the reciprocal. This pointer is set byrotating the course select knob.

Course Select Knob - Used to rotatethe course pointer to the desired course onthe compass card. This knob correspondsto the Omni Bearing Selector (OBS) onstandard NAV indicators.

VOWRNAV and LOC Deviation Bar -This bar corresponds to the 'left/right" nee-dle on standard course deviation indicators.When the aircraft is precisely on the VORradial or Localizer course, it forms the cen-ter section of the selected course pointerand will be positioned under the symbolicaircraft. When off course or approaching anew course, it will move to one side or theother. Since the entire VOR and Localizerdisplay rotates with the compass card, theangular relationship between the deviationbar and the symbolic aircraft provides apictorial symbolic display of the aircraft'sposition with respect to the selected course.

Deviation Scale - When tuned to aVOR frequency, each white dot represents 2degrees of deviation left or right of course.When tuned to a Localizer, the deviation is1/2 degree per dot. In RNAV "APR' thescale is 1/4 nautical mile per dot. In RNAV'ENROUTE' mode the scale is 1 nauticalmile per dot.*

Heading Select Bug - A movableorange marker on the outer perimeter of thedisplay, used primarily to select the desiredheading you wish to fly. This desired head-ing is coupled to the KFC 150 FlightDirector, KAP 150 Autopilot or KAP 100Autopilot to provide the 'Heading Select'function.

Heading Select Knob - Used to rotatethe heading select bug to a desired pointon the compass card.

To-From Indicator - A white trianglenear the center of the display that indicates,with reference to the OBS setting, whetherthe course selected is 'to' or "from' theselected VOR station and/or RNAV way-point.

Dual Glideslop Pointers - Chartreusetriangular pointers on either side of the dis-play drop into view when a usable glides-lope signal is received and retract out ofview when the glideslope signal becomesmarginal. During an ILS approach, thesepointers represent the vertical orientation ofthe ai craft with respect to the center of thepointers will align with the center markerson the glideslop&fsc$e. .glides6 e beam. When on glideslope, the'This is true of all King and most otherSNAV systems.

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Glideslope Deviation Scale - Whitedots on each side of the display which, inconjunction with the glideslope pointers,indicate either 'above', 'below', or 'onglideslope' during an ILS approach.

Compass Warning Flag - A red flaglabeled 'HDG' becomes visible in theupper right quadrant of the display when-ever the electrical power is inadequate orthe directional gyro is not up to speed.Compass failures can occur which will notbe annunciated by the 'HDG" flag.Therefore, periodic comparison with thestandby compass is advised.

NAV Warning Flag - A red flag labeled'NAV' becomes visible in the upper leftquadrant of the display whenever a usableVOR or Localizer signal is not beingreceived. If RNAV is installed and the sys-tem is in RNAV mode, both VOR and DMEmust be usable before the NAV flag will dis-appear.

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THESLAVINGMETERSlavingMeter

UA 51A-

Internally Lighted

Slave and Free Counterclockw iseAdjustmentClockwiseAdjustment Gyro Switch

KA 516

SlavingMeterCGW I p Clockwise/CounterclockwiseAdjustment

4 '

Slaving Meter - This meter indicates anydifference between the displayed headingand the magnetic heading. Right or updeflection indicates a clockwise error of thecompass card. Left or down deflection indi-cates a counterclockwise error of the com-pass card. Whenever the aircraft is in a turnand the card rotates, it is normal for thismeter to show a full deflection to one side orthe other.

NOTE: During level flight it is normal forthe meter needle to continuously move fromside to side and to be fully deflected during aturn. If the needle stays fully deflected, left orright, during level flight, the free gyro modecan be used to center it, as described below.

Slave and Free Gyro Switch (KA 51A) -When depressed, the system is in the slavedgyro mode. When the button is in the outerposition (not engaged) the system is in thefree gyro mode. (KA 518) - Operation isidentical except switch is pulled and movedto the appropriate position.

Clodonrise Adjustment (KA 51A) - Whenthe system is in the free gyro mode, depress-ing the clockwise manual heading drive but-ton will rotate the compass card to the right toeliminate left compass card error. (KA 518) -Operqtion is identical except switch is held toclock\kise position.

Counterclor&vtse Adjustment (KA 51A) -When the system is in thefree gyro mode,depressing the counterclockwise manualheading drive button will rotate the compasscard to the left to eliminate right compasscard error. (KA 518) - Operation is identicalexcept switch is held to counterclockwiseposition.

The KA 51B Slaving Control andCompensator Unit is a smaller slaving acces-sory which can be used in installations wherepanel space is limited. The KA 518 can bemounted either vertically or horizontally, andprovides all the slaving modes and capabili-ties of the larger KA 51A.

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nk hL.c

The KMT 112 Magnetic SlavingTransmitter senses the direction of theearths magnetic field and continuouslytransmits this information through the slav-ing circuitry to the directional gyro which isautomatically corrected for precession ordrift. This sensor is mounted remotely-usually in a wing tip -to eliminate the pos-sibility of magnetic interference.

L 7L

A

The KG 102A Directional Gyro pro-vides gyro stabilization for the system andcontains the slaving circuitry necessary foroperationof the system Power may befrom either 14 or 28 volts DC Remotemounted


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OPERATING INSTRUCTIONS1.

2.

3.

4.

Until power is applied to the KCS 55ASystem, and the directional gyro is up tospeed, a red flag labeled 'HDG' will bevisible in the upper right quadrant of theKI 525A Indicator. In operation, this warn-ing flag will be visible whenever the powerbeing supplied is inadequate or the gyrois not up to speed.With the application of power to the KCS55A System, and gyro up to operatingspeed, the red 'HDG' flag should disap-pear from view.If the KCS 55A System is in the slavedgyro mode, the compass card will aut@matically fast slave at the rate of 180degrees per minute toward the aircraft'smagnetic heading. (Immediately afterapplying power, this compass card move-ment should be quite visible.) It will con-tinue to fast slave until the proper magnet-ic heading is indicated, after which it willslave at a constant rate of 3 degrees perminute to keep the system aligned withthe earth's magnetic field.Under some conditions it is possible forthe system to stop slaving exactly 180degrees from the correct heading. If thisshould occur, move the 'Slave' switch onthe KA 51A or KA 518 to the unslaved(free) position. Rotate the compass card+ l o degrees from the incorrect headingby using the manual rotation switch andthen return the system to slaved opera-tion. The system will then slave to the cor-rect heading.For free gyro operation, check the mag-netic compass to determine the correctmagnetic heading. Then use the manualslave switch to align the system with theearth's magnetic field. Periodic checkswith the standby compass are recom-mended to check and correct for gyroprecession.

5.

6.

7.

8.

9.

10.

Until a usable navigation signal is beingreceived by the NAV system, a red flaglabeled "NAV will be visible in the upperleft quadrant of the KI 525A Indicator. Inoperation, this warning flag should be visi-ble whenever an inadequate navigationsignal is being received.For normal navigation to or from a VOR orVORTAC, set the NAV receiver to thedesired VOR or VORTAC frequency andthe red navigation flag (NAV) should dis-appear from view if a usable signal isbeing received.Rotate the course select knob to positionthe course pointer to the desired VORcourse.The VOR deviation bar represents theselected course, and the relationship ofthis bar to the symbolic aircraft in the cen-ter of the instrument visually presents theactual relationship of the selected courseto your aircraft heading. (In other words, ifthe symbolic aircraft on the display indi-cates approaching the deviation bar at 45degrees, that is the angle at which youraircraft is actually approaching the select-ed course.)To prepare for an ILS approach, tune theNAV receiver to the desired Localizer fre-quency. If a usable Localizer signal isbeing received, he NAV warning flag willdisappear.For a front or back course approach,rotate the course select knob to set thecourse pointer on the inbound Localizercourse. As with normal navigation (#6above), the LOC deviation bar representsthe desired Ccjurse. The relationshipbetween this bar and the symbolic aircraftgives a true picture of your aircraft's posi-tion with respect to the Localizer course.Always setting the course pointer to theinbound Localizer course provides thecorrect deviation bar sensing whether fly-ing a front or back course approach.

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11.

12.

The glideslope deviation pointers shouldbecome visible on both sides of the dis-play when a usable glideslope signal isreceived. If they do not come into view, ausable glideslope signal is not beingreceived.The glideslope pointers indicate the rela-tive position of the glideslope path withrespect to the aircraft. (In other words, ifthe pointers are above the center marker,the aircraft is below the glideslope.)

Abnormal Circum stancesIf the Warning Flag (HDG) appears

during operation, the compass card indica-tions will be in error. Power may beremoved from the KG 102A Directional Gyroby pulling the appropriate circuit breaker.The Selected Course, VORLOC DeviationBar, the NAV flag, and the ToFrom Indicatorwill remain in operation.

If the Navigation Warning Flag (NAV)appears during operation, there are severalpossibilities: (1) the NAV receiver is notturned on, (2) the NAV receiver is improper-ly tuned, (3) the ground VOR or LOC stationis malfunctioning, 4) the aircraft is out ofrange of the selected ground station, (5) theaircraft NAV receiver has malfunctioned, (6)if in RNAV mode the DME has malfunc-tioned. (The compass card will continue todisplay the aircraft heading even if a usableNAV signal is not being received.)

If the glideslope pointers remain out ofview during a front course ILS approach,either the aircraft glideslope receiver or theground station glideslope transmitter is mal-functioning. Glideslope is usually not avail-able during a back course approach. (TheVOR and LOC course display will continueto function normally even if a usable glides-lope signal is not being received.)

A continuous large deflection of theslaving meter or large discrepanciesbetween the magnetic compass and the KI525A compass card may indicate a failurein the slaving system. If a slaving failureshould occur, the Slave/Free Switch shouldbe moved to select the free gyro mode.Then, by using manual clockwise or coun-terclockwise corrections, the compass cardcan be rotated to the correct heading asindicated on the standby compass. TheKCS 55A system should continue to func-tion normally except the heading informa-tion will be solely derived from the KG 102ADirectional Gyro. There will be no automat-ic heading correction and periodic adjust-ments must be made manually to correct forprecession by reference to the standbymagnetic compass, as with any directionalgyro.NOTE: It is desirable to disconnect theautopilot under the following conditions:

1.HDG flag comes into view.2. System is in fast slave.3. During manual slaving.The system has the capability to sup-

ply the autopilot with an automatic discon-nect signal under these conditions.NOTE:For system limitations n your partic-ular aircraft type, refer to your Flight ManualSupplement.

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FLIGHT PROCEDUi3ES WITH THEKCS 55AThe next few pages depict a normal

flight departure from MKC enroute to STLvia Victor Airway V-12. (The charts shownhere are for illustration purposes only, not tobe used for navigation.) Careful study ofthese photographs of the KI 525A PNIshould give you a better idea of how simpleand comprehensive the display is.

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2..bkctors toIntempt a RadialAfter takeoff from KansasCQ,we select a headingof 060degreeswith the heading bugto intercept the 110degreecourse to Napoleon (ANX)VOR. Selected course pointeris set on 110degrees with thecourse knob. The KI 525APictorial Navigation Indicatorconveniently and accuratelydisplays the intercept angle.

The VOR deviation bar beginsto center as we approach the110degree course toN a p o l e o ~ F eI 525A PNImakes it possible tp interceptthe new course smthly, with-out overshooting or bracketing.One methodof doing this is toadjust your heading so that thetopof the deviation bar alwaystouches the lubber line. Asyour aircraft headingapproaches the new course,the deviation bar will swingtowards the center and theangleof intercept willdecrease.


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3.Turn to lnteroqpta VictorAiMmyThe70' indicator starts toswing to 'FROM' asyou flyover the Napoleon VORTACstation. At this time, set theselected course pointer on theV-12 courseof 088degrees.Asyoubeginyourleftturntotrack V-12, notice that theKI525APNI continuously displaysan accuratepictureof the rela-tionship between your aircraftand theANX 088degree radial.Once again, youcanmake aprecise, coordinated courseinterception by adjusting yourheading to keep the top of thedeviation bar touching the lub-ber line.

4.When the deviation bar is cen-tered and aligned with thecourse arrow, you are oncourse. Noticethatcorrectionfor wind drift - in this case, a080degree heading on a 088degree course - is completelyautomatic as long as you keepthe deviation bar centered.

5.About midway betweenNapoleon and Columbia (CBI),you switch to the CBI VOR and%TOFROM indicator imme-diately swings to TO". Alsonote the course arrow shouldbemoved from 088degrees to090degrees which is the V-12inbound course to CBI.

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I --e ,

6.As you fly over the Columbiastation, the TO/FROM indicatorchanges to 'FROM". Since theoutbound course for V-12 fromColumbia to Foristell(FE) s098 degrees, you now set theselected course pointer on 098degrees and fly to keep thedeviation bar centered.

Y

7.Near the Heman ntersection'\you switch to Foristell VOFKACand move the course arrow to100degrw, which is the V-12inbound course to FE. TheTO/FROM indicator changes toTO'.

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8. 9. 10..Airway InterceptionYour clearance is V-I2 toForistell, then V-14 to the St.Louis (sn) omAc,directthe FE station, the headingbug is on 100degrees as a ref-erence for the V-12 course oras heading command for theautopilot, is used. Select theSt.Louis VORTAC on the NAVreceiver and set the coursepointer on theSJL062degreecourse.

As you cross the Foristell VOR-TAC, the deviation bar wihalignwith the course arrow. Now setthe heading bug to 062degrees and turn left to followmhfi ield. APPrmChing v-14 to thesn V O ~ A C ,

You are now established on V-14, flying to the STLVORTAC.Once again, if you fly to keepthpdeviation bar centered, cor-rection for wind drift will autc-matically be accomplished.NOTE: For system limitationsrefer to your Flight ManualSupplement.

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1. Approaching the STL VORTAC, the con-troller asks you to hold southwest of theVORTAC on the 244 degree radial, rightturns. You are now over the station with a064 degree course selected (theTOFROM indicator has swung to'FROM'). Set your heading bug to thereciprocal or outbound heading of 244degrees for easy reference and beginyour right turn holding pattern.

2. Halfway through the outbound turn, the KI525A display shows thedeviation barbehind the symbolic aircraft. You know,therefore, that you must eventually flyback to the radial in order to be on courseduring the inbound leg of the holding pat-tern.

3. Outbound, you are using the heading bugas a reference for 244 degrees. The 244degree radial is off the right wing and par-allel to your outbound course.

4. Halfway through your turn to the inbound064 degree course, the KI 525A showsthe symbolic aircraft approaching thedeviation bar at a right angle. By keepingthe top of the deviation bar on the lubberline, you can complete your turn and rollout precisely on course.NOTE: For system limitations refer to yourFlight Manual Supplement.

~

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1. You are vectored from the holding patternto the 13 DME arc. The aircraft is turning,with the heading bug set on 170degreesto intercept the localizer. You havealready set the selected course pointer onthe inbound ILScourse 130degrees andthe KI 525A shows the localizer course isdirectly ahead. The glideslope pointerscame into view when the ILS frequencywas tuned, since a usable glideslope sip-nal is being received.

2. Capturing the ILS course can be accom-plished without overshooting or bracket-ing with the same technique you used inintercepting an enroute course. Simplykeep the top of the deviation bar on thelubber line and eoordinate your turn untilthe bar is centered with the course arrow.Each dot on the LOC deviation scale rep-resents 112 a degree of deviation whentuned to an ILS frequency.

3. The KI 525A shows you that you haveintercepted he localizer course. Theglideslope pointers have started to center,although the display indicates your aircraftis still below 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 5degrees to the right to maintain the local-izer course.NOTE: For system limitations refer to yourFlight Manual Supplement.


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/E VERSE LOCALIZERAPPROACH - (BC)If a back course approach is

required, it can be accomplishedas easily as a front courseapproach. The course arrowshould always be set on the frontcourse inbound localizer course.This will result in 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

I"-B

1. You are outbound on the back localizercourse, having already set the coursepointer to the inbound front course at 238degrees. The heading bug is preset at193 degrees for the procedure turn.(Since there is usually no glideslope sig-nal on a back course, the glideslopepointers are out of sight.)

3. Now you've reset the heading bug to 013degreesand made a 180degree turn tothis heading. This 013 degree headingwill intercept he back course. The KI525A clearly pictures the course you areto intercept and the angle of interception.

/

2. During the procedure urn outbound, thedeviation bar shows pictorially hat the air-craft (as represented by the symbolic air-craft in the center of the KI 525A) is flyingdegree angle when the heading bug isunder the lubber line. Note that left-rightdeviations of the course bar give 'fly-to'indicators, ust as on the front course.

away from the localizer centerline at a 45u. You have smoothly intercepted he backcourse. Since the course arrow is set onthe front course (238 degrees), he KI525A shows a true picture of the situation-flying inbound on the back course. Youmay reset the heading bug to 058degrees for easy reference.

NOTE: For system limitations refer to yourFlight Manual Supplement.110


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GENERAL EMERGENCY PROCEDURES1. Disengage APPlaw Damp

a. Simultaneously regain control ofaircraft and hold down AutopilotDisconnecflrim Interrupt button.b. PullA /p circuit breaker.c. ReleaseA /p Disconnecflrim

2. The following conditions will cause AP toInterrupt button.

automatically disengage:a. External power failure.b. Actuating manual electric trim.*c. Internal Flight Control System failure.d. With KCS 55A system, a loss ofcompass valid (displaying HDG flag)disengages the AP and FD when amode using heading information sengaged. With compass flagpresent, only FD and vertical modescan be selected. I

CAUTION: Exact Emergency Proceduresvary from aircraft to aircraft because of dif-ferences in electrical systems, instrumentarrangements and flight characteristics.Consult the Flight Manual Supplement foryour particular aircraft for detailed instruc-tions on emergency procedures.

1. Engine Failure in MultiengineAircraft(COUPld)a.b.C.d.

Simultaneously control aircraft andhold down Autopilot DisconnecvrimInterrupt button.Release button.Follow basic Airplane Flight Manualsingle engine procedures.Airplane rudder and aileron axesshould be manually trimmed prior toengaging autopilot for single engineoperations.

I /

*If Trim Circuit Breaker has been pulled,M.E.T. switch will not disengage AJP.

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NOTES

w' :

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OPTIONAL NAV 1/NAV2 SWITCHINGIt is possible to obtain an optional NAV

1/NAV 2 switching system for the KFC 150,KAP 150or KAP 100 to allow the autopilotto fly sensor information from either theNumber 1 VOR/ILS/RNAV navigation radioor the Number 2 VOR/ILS/RNAV navigationradio.

With the switch installed on the cock-pit panel, the pilot merely flips the switch ifhe wants to have the autopilot fly informa-tion from the Number 2 radio. This may beparticularly helpful if either the Number 1 orNumber 2 radio should fail.

When installed with a 100 series flightcontrol using the KCS 55A compass sys-tem, a special status KI 525A PNI and aspecial status CDI are required. Whenusing the number 2 system always set theOBS to the desiied course. This includessetting the front course heading for eitherILS Front or Back Course approaches.

When installed with a 100 series flightcontrol using the KG 107. no special statusCDl's are necessary.

A IPNAV 1

NAV 2

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NOTES

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KAP 100 with K CS 55A)Additional for ManualElectr ic TrimKAP 150 with KG 107)KAP 150 with KCS 55A)

SYSTEM WEIGHT*ANDPOWER REQUIREMENTS

17.73 8.04 1416.12813.2

3.40 1.54 1411.O2810.5

18.05 8.19 1415.12812.524.85 1 1.27 1418.12814.1

1 1413.1I 4'96 I 2811.6KAP 100 with KG 107)

Additional for 3rd axis*Additional for Altitude1(yaw damper)Vertical Speed Preselect

4.49 2.04 1412.22811 .l3.00 1.32 1410.52810.4

KFC 150 1418.7I 25-25 I 11-45 I 2814.4

*To add 3rd axis to a system without KCS55A. additional AC power (inverter) isrequired.In keeping with Honeywell's policy ofcontinual product improvement, designand specifications described herein maybe altered without notice.


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BENDIWKING WARRANTY SERVICEWarranty service for your BendidKing

KFC 150, KAP 150 or KAP 100 is availableat hundreds of BendidKing AuthorizedSales and Service Centers throughout theworld. These Authorized Service Centersare carefully selected for their technicalcompetence and total support capabilities.Each is specially equipped and trained toinsure that the highest standards in cus-tomer service are maintained.and Service Centers are authorized to per-form a warranted installationof yourBendidKing system-or to provide serviceunder the BendidKing Warranty.

Only these qualified BendidKing Sales

Upon completion of your aircraft'sflight control installation, you will be provid-ed with a warranty information packet whichlists the model, serial number and warrantyexpiration date for each unit of BendidKingequipment installed.by BendidKing Service Centers throughoutthe world. Keep your BendidKing Warrantypacket in your airplane at all times to verifyyour warranty status at any BendidKingService Center. It's your key to outstandingwarranty service protection.

This BendidKing warranty is honored

Honeywell International, Inc.OneTechoologyCenter23500W.105thSt.Olathe, b m s 66061

kfc-150 - kap 150 - kap-100 malibu_pa46_12_1905956151

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