nav iii avionics option - kap 140 autopilot

U.S.

CESSNA MODEL 182TNAV III AVIONICS OPTION - KAP 140 AUTOPILOT

Serials18281228 and 18281318 thru 18281868

and18281870 thru 18281875

SUPPLEMENT 3BENDIX/KING KAP 140 2 AXIS AUTOPILOT

This supplement must be inserted into Section 9 of the Pilot's Operating Handbookand FAA Approved Airplane Flight Manual when the Bendix/King KAP 140 2 AxisAutopilot System is installed.

SERIAL NO.

REGISTRATION NO.

182TPHAUS-S3-02

COPYRIGHT © 2004

CESSNA AIRCRAFT COMPANY

WICHITA, KANSAS, USA

S3-1

16 JUNE 2004

REVISION 2 - 9 FEBRUARY 2015

SECTION 9 - SUPPLEMENTS CESSNASUPPLEMENT 3 MODEL 182T NAV III

KAP 140 AUTOPILOT

U.S.FAA APPROVED

SUPPLEMENT 3

BENDIX/KING KAP 140 2 AXIS AUTOPILOT

Use the Log of Effective Pages to determine the current status of thissupplement.

Pages affected by the current revision are indicated by an asterisk (*)preceding the page number.

LOG OF EFFECTIVE PAGES

Supplement Status Date

Original Issue 16 June 2004

Revision 1 24 June 2004

Revision 2 9 February 2015

PageNumber

PageStatus

RevisionNumber

* S3-1 thru S3-44 Revised 2

182TPHAUS-S3-02S3-2

CESSNA SECTION 9 - SUPPLEMENTSMODEL 182T NAV III SUPPLEMENT 3KAP 140 AUTOPILOT

U.S.FAA APPROVED

SERVICE BULLETIN CONFIGURATION LIST

The following is a list of Service Bulletins that are applicable to theoperation of the airplane, and have been incorporated into thissupplement. This list contains only those Service Bulletins that arecurrently active.

Number Title Airplane Serial Effectivity

Revision Incorporated

Incorporated in Airplane

182TPHAUS-S3-02 S3-3


KAP 140 AUTOPILOT

U.S.FAA APPROVED

BENDIX/KING KAP 140 2 AXIS AUTOPILOT

GENERAL

The Bendix/King KAP 140 2 Axis Autopilot provides the followingmodes of operation:

1. Roll (ROL) mode - keeps the wings level.2. Vertical Speed (VS) mode - holds the climb or descent rate at

the moment the autopilot is engaged or a manually-set climb ordescent rate. Controlled using the up (UP) and down (DN)buttons.

NOTE

The autopilot can hold a set vertical speed only if enginepower and airplane weight will let it. If the vertical speed seton the autopilot is more than the airplane can supply andairspeed decreases sufficiently, the airplane can be madeto stall. Make sure that the vertical speed set on theautopilot results in airplane performance that stays in theoperating limitations of both the autopilot and the airplane.

3. Altitude Hold (ALT) mode - holds a set altitude using combinedengine power, pitch and pitch trim control.

4. Heading (HDG) mode - holds the magnetic heading set usingthe HDG bug on the G1000 Primary Flight Display (PFD)Horizontal Situation Indicator (HSI).

5. Navigation (NAV) mode - locks on a course set using the course(CRS) knob when a valid VHF navigation source (NAV 1 or NAV2) is shown on the G1000 HSI, when GPS is set as the HSInavigation source and the GPS is operating in OBS mode, orwhen the course is set automatically using GPS direct-to or flightplan (FPL) navigation and GPS is shown on the G1000 HSI.

(Continued Next Page)

182TPHAUS-S3-02S3-4


U.S.FAA APPROVED

GENERAL (Continued)

6. Approach (APR) mode - locks on-course with greater sensitivitythan NAV mode. APR mode is used to lock on the final approachcourse to the Final Approach Fix (FAF), and start the finalapproach segment of the procedure. While operating on anintercept heading or course, in either HDG or NAV mode, APRmode is set or armed (ARM) to lock on to the final approachcourse. APR mode will work for VOR, LOC and ILS approachesusing either the NAV 1 or NAV 2 VHF navigation radios with thecorrect signal, the applicable radio set as the navigation sourceon the HSI and the correct course (CRS) set on the HSI. APRmode will automatically lock on the glideslope (GS) usingvertical speed mode during ILS approaches. APR suppliesvertical guidance only for ILS approaches, and then only whenestablished on the localizer before glideslope intercept. Thismode also works for GPS or RNAV/GPS approaches when GPSis set as the navigation source on the HSI.

The KAP 140 autopilot gives the pilot altitude preselect and altitudealert functions. The altitude preselect function lets the pilot set a limit ortarget altitude before starting a climb or descent. The autopilot willclimb or descend, as applicable, at the preselected vertical speed andwill return to level flight at the preselected altitude. The altitude alertfunction will supply an altitude alert, an electronic sound or aural tone,at 1000 feet before the preselected altitude or when altitude changesmore than 200 feet from the altitude selection.

The KAP 140 autopilot elevator trim system supplies automaticadjustment of elevator trim during normal autopilot operation. Theautopilot elevator trim system also supplies the pilot with a ManualElectric Trim (MET) system when the autopilot is not engaged. TheMET system is controlled by using the DN-UP switches on the controlwheel. The elevator trim system is designed to default to a fail-safecondition for any single trim system malfunction during flight. All trimsystem malfunctions will produce warning annunciations on the face ofthe KAP 140 autopilot display and on the upper right portion of theGarmin G1000 PFD.




KAP 140 AUTOPILOT

U.S.FAA APPROVED

GENERAL (Continued)

Internal computer logic prevents the autopilot or MET system fromengaging until the KAP 140 autopilot computer has successfullycompleted the preflight self-test sequence and has determined thesystem is operating correctly. The preflight self-test will automaticallystart when the AVIONICS switch (BUS 2) is set to the ON position.

The KAP 140 autopilot will disengage if any of the following conditionsoccur:

1. Internal autopilot system malfunction.2. Autopilot computer monitor detects either roll axis (R) or pitch

axis (P) malfunction annunciation.3. Pitch accelerations larger than +1.4g or -0.6g caused by a servo

malfunction. The pilot cannot maneuver the airplane and causethis condition, although some turbulence can.

4. DC electric turn coordinator malfunction.5. The A/P DISC/TRIM INT switch on the left control wheel is

pushed.

The AVIONICS switch (BUS 2) supplies electrical power to the AUTOPILOT circuit breaker from AVIONICS BUS 2. The AVIONICS switch(BUS 2) can also de-energize the KAP 140 autopilot or MET system inan emergency.

The following circuit breakers energize and supply protection for theKAP 140 autopilot:


LABEL FUNCTIONS

AUTO PILOT A pullable circuit breaker on the AVIONICS BUS 2energizes the KAP 140 autopilot computer and theroll, pitch and pitch trim servos.

WARN A non-pullable circuit breaker on the CROSSFEEDBUS supplies power for the PITCH TRIMannunciation on the Garmin G1000 PFD.

182TPHAUS-S3-02S3-6


U.S.FAA APPROVED

GENERAL (Continued)

BENDIX/KING KAP 140 2 AXIS AUTOPILOT SYSTEM

Figure S3-1*



KAP 140 AUTOPILOT

U.S.FAA APPROVED

GENERAL (Continued)

1. PITCH AXIS (P) ANNUNCIATOR - P annunciations on the lowerleft corner of the KAP 140 autopilot computer indicates failure ofpitch axis and will either disengage the autopilot or not allowengagement of the pitch axis. In turbulent air, the P annunciatormay illuminate during abnormal vertical accelerations.

2. AUTOPILOT ENGAGE/DISENGAGE (AP) BUTTON - When theAP button is pressed and held for approximately 0.25 seconds,the autopilot will engage only if all preflight self-test conditionsare met. The autopilot will engage in the basic roll (ROL) modewhich functions as a wing leveler and the pitch axis verticalspeed (VS) mode. The commanded vertical speed will bedisplayed in the upper right corner of the KAP 140 autopilotcomputer display. The captured VS will be the vertical speedpresent at the moment the AP button is pressed. The AP buttonmay also be used to disengage the autopilot.

3. ROLL AXIS (R) ANNUNCIATOR - R annunciations on the lowerleft corner of the KAP 140 autopilot computer indicates failure ofthe roll axis and will disengage the autopilot or not allowengagement of the roll axis.


BENDIX/KING KAP 140 2 AXIS AUTOPILOT WITHALTITUDE PRESELECT, OPERATING CONTROLSAND INDICATORS

Figure S3-2*

182TPHAUS-S3-02S3-8


U.S.FAA APPROVED

GENERAL (Continued)

4. HEADING (HDG) MODE SELECTOR BUTTON - When pushed,will select the heading mode, which commands the airplane toturn and maintain the heading selected by the heading bug onthe HSI. A new heading may be selected at any time by rotatingthe heading select knob on the Garmin G1000 PFD resulting inthe airplane turning to the new heading bug location on the HSI.The button can also be used to change between HDG and ROLmodes.

5. NAVIGATION (NAV) MODE SELECTOR BUTTON - Whenpushed, will select the navigation mode. This mode providesautomatic beam capture and tracking of VOR, LOC, or GPSsignals as set on the HSI. NAV mode is recommended forenroute navigation tracking.

6. APPROACH (APR) MODE SELECTOR BUTTON - Whenpushed, will select the approach mode. This mode providesautomatic beam capture and tracking of VOR, GPS, LOC andGlideslope (GS) on an ILS, as set on the HSI. APR modetracking sensitivity is recommended for instrument approaches.

7. BACK COURSE APPROACH (REV) MODE BUTTON - Thisbutton is active only when the coupled navigation receiver istuned to a LOC/ILS frequency. When pushed, will select theback course approach mode. This mode functions identically tothe approach mode except that the autopilot response to LOCsignals is reversed. The glideslope feature is locked out with theautopilot in the REV mode.

8. ALTITUDE HOLD (ALT) MODE SELECT BUTTON - Whenpushed, will select the altitude hold mode. This mode providescapture and tracking of the selected altitude. The selectedaltitude is the airplane altitude at the moment the ALT button ispressed. If the ALT button is pressed with an established VSrate present, there will be about a 10%, of VS rate, overshoot,but will quickly return to the selected altitude.




KAP 140 AUTOPILOT

U.S.FAA APPROVED

GENERAL (Continued)

9. VERTICAL SPEED (UP/DN) MODE BUTTONS - The action ofthese buttons depends on the vertical mode selection whenpressed.a. If VS mode is active, AP plus any lateral mode, and the UP

button is pressed, the autopilot will modify the displayed VScommand Feet Per Minute (FPM) in the up direction. Singlemomentary cycles on either the UP or DN button willincrement the VS command by 100 FPM per cycle. Wheneither button is continuously held in, it will modify the VScommand by 300 FPM per second.

b. If ALT mode is active, pressing the UP/DN buttons willmodify the captured altitude by 20 feet per cycle. If heldcontinuously will command the airplane up or down at therate of 500 FPM, synchronizing the ALT reference to theactual airplane altitude upon button release.

10. AUTO PILOT CIRCUIT BREAKER, refer to Figure S3-1, A 5-amp pullable circuit breaker supplies 28 VDC to the KAP 140autopilot system.

11. WARN CIRCUIT BREAKER, refer to Figure S3-1, A 5-amp non-pullable circuit breaker supplies power to the autopilotdisconnect horn and PITCH TRIM annunciator on the GarminG1000 PFD.

12. AUTOPILOT DISCONNECT (A/P DISC/TRIM INT) SWITCH,refer to Figure S3-1, When depressed, will disengage theautopilot and interrupt Manual Electric Trim (MET) power. Anautopilot disconnect will be annunciated by a continuous 2second tone accompanied by flashing AP annunciations on theKAP 140 autopilot computer display.

13. MANUAL ELECTRIC TRIM (MET) SWITCHES, refer to FigureS3-1, When both switches are pressed in the same direction,the trim system will provide pitch trim in the selected direction.Use of manual electric trim during autopilot operation willdisengage the autopilot.

14. COURSE SELECT (CRS) KNOB, refer to Figure S3-1, Selectsthe desired magnetic course to be tracked by the autopilot.

NOTE

The HDG bug must also be positioned to the proper courseto capture and track the selected radial or desired track.


182TPHAUS-S3-02S3-10


U.S.FAA APPROVED

GENERAL (Continued)

15. HEADING SELECT KNOB (HDG), refer to Figure S3-1,Positions the heading pointer bug on the HSI compass card.

NOTE

The position of the heading bug also provides headingdatum to the autopilot when armed for course capture inNAV, APR, or REV (BC) modes.

16. PITCH TRIM (PT) Annunciator - PT annunciations on the KAP140 autopilot computer display indicates system operation witharrowheads to indicate direction of pitch trim motion. The PTannunciation will flash if autotrim has not satisfied the requestfor trim for a period of 10 seconds. A solid PT without anarrowhead is an indication of a pitch trim fault. Refer to theRECOVERY PROCEDURE listed in the EMERGENCYPROCEDURES section of the supplement for proper responseto a pitch trim fault.

17. PITCH TRIM Annunciation, refer to Figure S3-1, PITCH TRIMannunciations on the upper right corner of the Garmin G1000PFD indicates the automated preflight self-test has detected apitch trim fault or the continuous monitoring system hasdetected a pitch trim fault during flight. Refer to the RECOVERYPROCEDURE listed in the EMERGENCY PROCEDURESsection of the supplement for proper response to a pitch trimfault.

18. AUTOPILOT ENGAGE AP Annunciation - AP annunciation onthe KAP 140 autopilot computer display indicates the autopilot isengaged. Flashing AP annunciations on the KAP 140 autopilotcomputer display indicates pilot initiated or automaticdisengagement of the KAP 140 autopilot system.

19. ROTARY KNOBS - Used to set the altitude alerter referencealtitude; or may be used immediately after pressing the BARObutton, to adjust the autopilot barometric setting to match that ofthe airplane's altimeter when manual adjustment is required.


182TPHAUS-S3-02 S3-11


KAP 140 AUTOPILOT

U.S.FAA APPROVED

GENERAL (Continued)

20. BARO SET (BARO) BUTTON - When pushed and released, willchange the display from the altitude alerter selected altitude tothe baro setting display (either IN HG or HPA) for 3 seconds. Ifpushed and held for 2 seconds, will change the baro settingdisplay from IN HG to HPA or vice versa. Once the baro settingdisplay is visible the rotary knobs may be used to manuallyadjust the baro setting.

21. ALTITUDE ARM (ARM) BUTTON - When pushed, will changethe altitude arming function between on or off. When ALT ARMis annunciated, the autopilot will capture the altitude alerterdisplayed altitude (provided the airplane is climbing ordescending in VS to the displayed altitude). ALT hold armingwhen the autopilot is engaged is automatic upon altitude alerteraltitude selection via the rotary knobs. Note that the alerterfunctions are independent of the arming process thus providingfull time alerting, even when the autopilot is disengaged.

22. ALTITUDE ALERTER/VERTICAL SPEED/BARO SETTINGDISPLAY - Normally displays the altitude alerter selectedaltitude. If the UP or DN button is pushed while in VS hold, thedisplay changes to the command reference for the VS mode inFPM for 3 seconds. If the BARO button is pushed, the displaychanges to the autopilot baro setting in either IN HG or HPA for3 seconds.

23. ALTITUDE ALERT ANNUNCIATION - ALERT annunciation onthe KAP 140 autopilot computer display Illuminates continuouslyin the region of 200 to 1000 feet from the selected altitude if theairplane was previously outside of this region. Flashes for twoseconds the first time the airplane crossed the selected altitudeand continuously in the 200 to 1000 feet region if the airplanewas previously inside of this region (i.e. at the selected altitude).Associated with the visual alerting is an aural alert (5 shorttones) which occurs 1000 feet from the selected altitude uponapproaching the altitude and 200 feet from the selected altitudeon leaving the altitude.



U.S.FAA APPROVED

OPERATING LIMITATIONS

The following autopilot limitations must be obeyed:

1. The entire Preflight procedure given in the Normal Proceduressection of this supplement must be satisfactorily completed priorto each flight. Use of the autopilot or manual electric trim systemis prohibited before the satisfactory completion of the Preflightprocedure.

2. The autopilot must be OFF during takeoff and landing.3. During autopilot operation, a pilot must be seated in the left front

seat with their seat belt fastened.4. The system is approved for Category I operation only (Approach

mode selected).5. Autopilot maximum airspeed limitation - 160 KIAS.

Autopilot minimum airspeed limitation - 80 KIAS.6. Maximum flap extension - 10°.7. Maximum lateral fuel imbalance with autopilot engaged - 90

Pounds.8. The autopilot must be disengaged below 200 feet AGL during

approach operations and below 800 feet AGL for all otherphases of flight.

9. Manually overriding the autopilot to change pitch or roll attitudeis prohibited. (Disengage the autopilot before moving the controlwheel manually).

10. If the red PITCH TRIM warning annunciator, shown on the upperright corner of the Garmin G1000 PFD, comes on during flight,perform the Recovery Procedure shown in the EmergencyProcedures section of this supplement. The electric trim andautopilot systems will not operate with the AUTO PILOT circuitbreaker in the open position.

11. Operation of the KAP 140 autopilot is prohibited when the GMA1347 audio panel is inoperative as no warning tone will besupplied when the autopilot disengages.

182TPHAUS-S3-02 S3-13


KAP 140 AUTOPILOT

U.S.FAA APPROVED

EMERGENCY PROCEDURES

The four-step recovery procedure listed below should be committed tomemory. It is important that the pilot be proficient in accomplishing allfour steps without reference to this supplement.

RECOVERY PROCEDURE1. In case of autopilot, autopilot trim, or manual electric trim

malfunction (accomplish steps 1a. and 1b. simultaneously):a. Airplane Control Wheel - GRASP FIRMLY and regain

control of airplane.b. A/P DISC/TRIM INT Switch - PUSH and HOLD throughout

recovery.c. AIRPLANE - TRIM manually as needed.d. AUTO PILOT Circuit Breaker - OPEN (pull out).

WARNING

FOLLOWING AN AUTOPILOT, AUTOTRIM OR MANUALELECTRIC TRIM SYSTEM MALFUNCTION, DO NOTENGAGE THE AUTOPILOT UNTIL THE CAUSE OF THEMALFUNCTION HAS BEEN CORRECTED.

NOTE

The AVIONICS switch (BUS 2) may be used to de-energizethe autopilot and electric trim systems. If necessary,complete steps 1a. thru 1c. listed above, set the AVIONICSswitch (BUS 2) to the OFF position and then locate andopen (pull) the AUTO PILOT circuit breaker. Then theAVIONICS switch (BUS 2) can be set to the ON position torestore power to the other avionics equipment onAVIONICS BUS 2. Primary attitude, airspeed, directionalcompass, and altitude instruments will continue to operatewhen the AVIONICS switch (BUS 2) is in the OFF position.

Maximum altitude losses due to autopilot malfunction:


CONFIGURATION ALTITUDE LOSS

Cruise, Climb or Descent 650 Feet

Maneuvering 100 Feet

Approach 100 Feet



U.S.FAA APPROVED

EMERGENCY PROCEDURES (Continued)

AMPLIFIED EMERGENCY PROCEDURES

The following paragraphs provide additional information for morecomplete understanding of the recommended course(s) of action inemergency situations.

1. An autopilot or autotrim malfunction occurs when there is anuncommanded deviation in the airplane flight path or when thereis abnormal control wheel or trim wheel motion. In some cases,(especially for autopilot trim), there may be little to no airplanemotion, but the PITCH TRIM warning annunciator, located onthe upper right corner of the Garmin G1000 PFD, may come on.

2. The primary concern in reacting to an autopilot or autopilot trimsystem malfunction, or to an automatic disconnect of theautopilot, is to keep control of the airplane. Immediately graspthe control wheel and push and hold the A/P DISC/TRIM INTswitch throughout the recovery. Manipulate the controls asrequired to safely keep the airplane within all of its operatinglimitations. Elevator trim should be used manually as needed torelieve control forces. Locate and open (pull) the AUTO PILOTcircuit breaker on the lower right hand corner of the AVIONICSBUS 2 circuit breaker panel to completely disable the autopilotsystem.

3. A manual electric trim system malfunction (without pilotactuation of the manual electric trim switches) may berecognized by the PITCH TRIM annunciator coming on or byunusual trim wheel motions with the autopilot not engaged. Aswith an autopilot malfunction, the first concern following amanual electric trim system malfunction is to keep the airplanein control. Grasp the control wheel firmly and push and holddown the A/P DISC/TRIM INT switch. Locate and open (pull) theAUTO PILOT circuit breaker on the lower right hand corner ofthe AVIONICS BUS 2 circuit breaker panel to completely disablethe autopilot system.


182TPHAUS-S3-02 S3-15


KAP 140 AUTOPILOT

U.S.FAA APPROVED


AMPLIFIED EMERGENCY PROCEDURES (Continued)

Trim system voice messages will be provided for the following flightconditions:

1. TRIM IN MOTION - Elevator trim runs for more than 5 seconds,message repeats every 5 seconds.

2. CHECK PITCH TRIM - An out of trim condition has existed forapproximately 20 seconds, take immediate corrective action:a. Airplane Control Wheel - GRASP FIRMLY and regain

control of airplane.b. A/P DISC/TRIM INT Switch - PUSH and HOLD throughout

recovery.c. AIRPLANE - TRIM manually as needed.d. AUTO PILOT Circuit Breaker - OPEN (pull out).

NOTE

Emergency procedures for any malfunction are essentiallythe same: immediately grasp the control wheel and regaincontrol of airplane while pushing and holding the A/P DISC/TRIM INT switch, then trim the airplane as needed. Afterthese steps have been accomplished, secure the autopilotelectric trim system by pulling the AUTO PILOT circuitbreaker. As with any airplane emergency procedure, it isimportant that these 4 steps of the recovery procedure becommitted to memory.

3. The AVIONICS switch (BUS 2) may be used to remove allelectric power from the autopilot and electric trim systems whilethe AUTO PILOT circuit breaker is located and opened. Whenthe AVIONICS switch (BUS 2) is OFF, the autopilot and electrictrim systems will not operate. After opening the AUTO PILOTcircuit breaker, set the AVIONICS switch (BUS 2) to the ONposition to return power to the other equipment on AVIONICSBUS 2.

4. It is important that all portions of the autopilot and electric trimsystem are tested prior to each flight in accordance with theNormal Procedures section of this supplement in order to assuretheir integrity and continued safe operation during flight.




U.S.FAA APPROVED



WARNING

FOLLOWING AN AUTOPILOT, AUTOTRIM OR MANUALELECTRIC TRIM SYSTEM MALFUNCTION, DO NOTENGAGE THE AUTOPILOT UNTIL THE CAUSE OF THEMALFUNCTION HAS BEEN CORRECTED.

A flashing PT annunciation on the face of the autopilot indicates afailure in the pitch trim system. The pitch trim (autotrim) system has notreduced the load on the pitch servo sufficiently quickly. This conditionshould be temporary.

1. FLASHING PT ANNUNCIATION - OBSERVE airplane pitchbehavior. If pitch behavior is satisfactory, wait 5 to 10 secondsfor the annunciation to go off.

2. If PT annunciation continues, CONTROL WHEEL - GRASPFIRMLY, DISENGAGE the autopilot and CHECK for out of trimcondition in pitch. Manually trim to reduce control forces.

3. AUTOPILOT OPERATION - CONTINUE, if satisfied that thepitch trim malfunction indication was temporary. DISCONTINUEif failure of autotrim.

If a red P or R is shown on the face of the autopilot:1. A red P indicates that the pitch axis system of the autopilot has

been disabled and cannot be engaged.

WARNING

DO NOT ENGAGE THE AUTOPILOT IF ONLY THE ROLLAXIS IS OPERATING.

NOTE

If the red P lamp comes on because of abnormalacceleration of the airplane (due to turbulence), the red Plamp should go off within approximately one minute andnormal operation of the autopilot will begin again.

2. A red R indicates that the autopilot roll axis system has beendisabled and cannot be engaged. The autopilot cannot beengaged again.


182TPHAUS-S3-02 S3-17


KAP 140 AUTOPILOT

U.S.FAA APPROVED



If a flashing mode annunciation is shown on the face of the autopilot:

1. HDG flashing - Indicates a failed heading input. PUSH the HDGbutton to change to ROL mode. ROL annunciation will be shownon the face of the autopilot.

NOTE

The HDG annunciation will flash for 5 seconds on selectionof NAV, APR or REV mode to instruct the pilot to set theHDG bug, on the HSI, to the desired course.

2. NAV, APR or REV flashing - Indicates that the autopilotnavigation source is not working correctly (flag). The navigationsignal may have been lost or the navigation source may havebeen switched at the PFD.

NOTE

NAV, APR or REV flashing can also be caused by a failedheading input (during course capture).

3. GS flashing - Indicates a failed glideslope signal or input. GS willARM again if a good glideslope signal comes back.

NOTE

• If the approach is continued using the localizer only,make sure to obey the Minimum Descent Altitude (MDA)for the non-precision approach procedure. Use ALT orVS mode as necessary to control altitude.

• When the mode annunciator starts to flash, the autopilothas changed to a default mode of operation: ROL forlateral control and/or VS for vertical control. Theautopilot may be engaged in the previous mode again assoon as the correct navigation, glideslope or headingsignal or source is available.




U.S.FAA APPROVED



Effects of equipment failure on autopilot operation:

1. Failure of Attitude Indicator - No effect on autopilot.2. Failure of AHRS - The autopilot will function only in ROL mode.3. Failure of DC Turn Coordinator - Autopilot will disengage or will

not engage.4. Failure of HSI - If HSI fails to function correctly, no heading

signal will be available, so the autopilot HDG, NAV, APR andREV modes will not function correctly. Only ROL mode willfunction correctly.

5. Failure of the Transponder Pressure Altitude Encoder - TheAltitude Alert and Altitude Preselect functions will not operatecorrectly (gray code signal not available).

6. Failure of the No. 2 GIA 63 Integrated Avionics Unit: If the No. 2GIA 63 unit fails, the autopilot will function only in ROL mode.

7. Failure of the GMA 1347 Audio Panel - No aural annunciator(Electronic sound or aural tone) will be heard when the autopilotdisengages.

182TPHAUS-S3-02 S3-19


KAP 140 AUTOPILOT

U.S.FAA APPROVED

NORMAL PROCEDURES

PREFLIGHT (PERFORM BEFORE EACH FLIGHT):1. MASTER Switch (BAT) - ON2. AVIONICS Switch (BUS 2) - ON3. POWER APPLICATION and SELF-TEST - The autopilot tests

itself when power is first made available. The test is a sequenceof internal checks before starting normal system operation. Thetest sequence is shown on the face of the autopilot as PFT X.“X” is the test sequence step number. Successful completion ofthe self-test is shown by all autopilot display elements comingon (Display Test), the PITCH TRIM annunciator on the PFDcoming on and the operation of the autopilot disengagementtone.

WARNING

IF THE RED P ANNUNCIATOR STAYS ON, THEAUTOPILOT HAS FAILED THE PREFLIGHT TEST. OPEN(PULL) THE AUTO PILOT CIRCUIT BREAKER TO MAKESURE THAT THE AUTOPILOT AND MANUAL ELECTRICTRIM SYSTEM WILL NOT OPERATE.

NOTE

When power is first supplied to the autopilot, the red P(pitch axis) annunciator may come on the face of theautopilot to show that the pitch system cannot be engaged.This condition should last approximately 30 seconds. Thered P (pitch axis) annunciator will go off and the autopilotpitch trim system will function correctly.




U.S.FAA APPROVED

NORMAL PROCEDURES (Continued)

PREFLIGHT (PERFORM BEFORE EACH FLIGHT):(Continued)

4. MANUAL ELECTRIC TRIM (MET) SYSTEM - TEST (Using theDN - UP switches on the outboard side of the left control wheel):a. Left Switch - PUSH FORWARD to DN position and hold.

MONITOR elevator trim wheel for movement. If elevator trimwheel moves, MET system has failed. Release switch tocenter OFF position.

NOTE

Any movement of the elevator trim wheel during the checkof either the left or right switch means that the MET systemhas failed. The airplane may be flown if the AUTO PILOTcircuit breaker is PULLED and secured in the OPENposition so that the autopilot is disconnected from electricalpower and will not operate until it is repaired.

b. Left Switch - PULL AFT to UP position and hold. Make surethat the elevator trim wheel does not move. Release switchto center OFF position.

c. Right Switch - PUSH FORWARD to DN position and hold.Make sure that the elevator trim wheel does not move.Make sure the red PT light on the face of autopilot comeson. Release switch to center OFF position.

NOTE

If red PT light is not shown on the face of the autopilot afterthe right switch is held in the DN position for 5 seconds, thetrim monitor system has failed. The airplane may be flown ifthe AUTO PILOT circuit breaker is PULLED and secured inthe open position so the autopilot is disconnected fromelectrical power and will not operate until it is repaired.

d. Right Switch - PULL AFT to UP position and hold. Makesure that the elevator trim wheel does not move. Make surethe red PT light on the face of the autopilot comes on.Release switch to center OFF position.


182TPHAUS-S3-02 S3-21


KAP 140 AUTOPILOT

U.S.FAA APPROVED



e. Left and Right Switches - PUSH BOTH FORWARD (DNposition) at same time and hold. Make sure that the elevatortrim wheel moves in the nose-down direction. While holdingboth switches forward, PUSH and HOLD the A/P DISC/TRIM INT switch, make sure that the elevator trim wheeldoes not move while the A/P DISC/TRIM INT switch is held.Continue to hold both switches forward and RELEASE theA/P DISC/TRIM INT switch. Make sure that the elevator trimwheel moves in nose-down direction. Release both switchesto the center OFF position.

NOTE

Make sure that the elevator trim tab moves up with nosedown elevator trim (both switches held in the DN position)movement. If the elevator trim wheel moves while the A/PDISC/TRIM INT switch is pushed and held, the METsystem has failed. The airplane may be flown if the AUTOPILOT circuit breaker is PULLED and secured in the openposition so that the autopilot is disconnected from electricalpower and will not operate until it is repaired.

f. Left and Right Switches - PULL BOTH AFT (UP position) atsame time and hold. Make sure that the elevator trim wheelmoves in the nose-up direction. While holding both switchesin the aft position, PUSH and HOLD the A/P DISC/TRIM INTswitch, make sure that the elevator trim wheel does notmove while the A/P DISC/TRIM INT switch is held. Continueto hold both switches aft and RELEASE the A/P DISC/TRIMINT switch. Make sure that the elevator trim wheel moves innose-up direction. Release both switches to the center OFFposition.




U.S.FAA APPROVED



NOTE

Make sure that the elevator trim tab moves down with noseup elevator trim (both switches held in the UP position)movement. If the elevator trim wheel moves while the A/PDISC/TRIM INT switch is pushed and held, the METsystem has failed. The airplane may be flown if the AUTOPILOT circuit breaker is PULLED and secured in the openposition so that the autopilot is disconnected from electricalpower and will not operate until it is repaired.

5. BARO setting flashing - SET current local barometer(atmospheric pressure) using knobs or push BARO button toaccept the present setting.

6. AUTOPILOT - ENGAGE (push and hold AP button for 1second).

7. FLIGHT CONTROLS - MOVE. Make sure that the autopilot canbe overpowered in both pitch axis and roll axis.

8. A/P DISC/TRIM INT Switch - PUSH. Make sure that theautopilot disengages. Make sure that the disengagementwarning sound is heard.

9. ELEVATOR TRIM WHEEL - SET pointer to TAKEOFF position.

WARNING

• WHEN THE AUTOPILOT IS ENGAGED, THE PILOT-IN-COMMAND MUST CONTINUOUSLY MONITORAND BE READY TO DISENGAGE THE AUTOPILOTAS NOTED ABOVE. DO THE EMERGENCYRECOVERY PROCEDURE IF AUTOPILOTOPERATION IS ERRATIC OR DOES NOTCORRECTLY CONTROL THE AIRPLANE.

• DURING AUTOPILOT OPERATIONS, THE PILOT-IN-COMMAND MUST SET THE AUTOPILOT VERTICALSPEED (VS) RATE AND ENGINE POWER TO MAKESURE THAT AIRSPEED STAYS BETWEEN 80 KIASAND 160 KIAS AND DOES NOT EXCEED ANYOTHER AIRPLANE OPERATING LIMITATION.


182TPHAUS-S3-02 S3-23


KAP 140 AUTOPILOT

U.S.FAA APPROVED



NOTE

Autopilot tracking performance will not be as good as usualin turbulence.

10. AVIONICS Switch (BUS 2) - OFF11. MASTER Switch (BAT) - OFF

BEFORE TAKEOFF1. A/P DISC/TRIM INT Switch - PUSH2. BARO - SET

CAUTION

CONTINUE TO SET BARO THROUGHOUT THE FLIGHTWHEN THE ALTIMETER SETTING CHANGES. NOFLASHING BARO SETTING WILL BE SHOWN TOREMIND THE PILOT.

3. ALTITUDE SELECT - SET target altitude using knobs.

CAUTION

THERE IS NO CONNECTION BETWEEN THE G1000 ALTSEL FEATURE AND THE KAP 140 ALTITUDE ALERTFUNCTION.

NOTE

At 1000 feet before the altitude selection, an electronicsound or tone will be supplied for the pilot. Altitude changesof more than 200 feet from the altitude selection will causea series of short tones to alert the pilot.




U.S.FAA APPROVED


AFTER TAKEOFF1. Elevator Trim - SET to trim airplane before engaging the

autopilot.

NOTE

If the autopilot is engaged when the airplane is out of trim,the result can be an unwanted altitude change, TRIM FAILannunciation and autopilot disengagement.

2. Airspeed and Rate of Climb - STABLE

NOTE

Only engage the autopilot during wings-level stable flight.The autopilot will come on in ROL (wings leveler) and VS(Vertical Speed) modes. The VS mode initial rate-of-climbwill be the vertical speed at the time the autopilot isengaged. Do not engage the autopilot when the airplanecannot hold the climb rate because of excessive pitchattitude, low airspeed, low engine power or high airplaneweight. Do not engage the autopilot when the performanceor operation of the autopilot or airplane will not obey thelimitations.

3. AP Button - PUSH and HOLD. Make sure that ROL and VS areshown on the face of the autopilot. If no selection of otheroperating modes is made, the autopilot will operate in ROL andVS modes.

NOTE

When operating in ROL mode, turbulence may result inchanges to airplane heading. ROL mode only works tokeep the wings level.


182TPHAUS-S3-02 S3-25


KAP 140 AUTOPILOT

U.S.FAA APPROVED


AFTER TAKEOFF (Continued)4. Make HDG or NAV mode selection as applicable (optional).

WARNING

• WHEN OPERATING THE AUTOPILOT IN VS MODEWITH POWER SET FOR CLIMB AND AIRSPEED ATOR NEAR BEST RATE-OFCLIMB, CONTINUEDOPERATION IN VS MODE CAN RESULT IN A STALL.IF NECESSARY, DISENGAGE THE AUTOPILOT ANDRETURN THE AIRPLANE TO STABLE CLIMBBEFORE ENGAGING THE AUTOPILOT AGAIN.

• WHEN OPERATING AT OR NEAR AUTOPILOTMAXIMUM AIRSPEED, REDUCE POWER TOCONTROL THE DESIRED RATE-OF-DESCENT ANDKEEP THE AIRSPEED LESS THAN THE AUTOPILOTMAXIMUM LIMIT.

• DO NOT MOVE THE CONTROL WHEEL WHEN THEAUTOPILOT IS ENGAGED. IF THE PILOT TRIES TOFLY THE AIRPLANE MANUALLY WHEN THEAUTOPILOT IS ENGAGED OR TRIES TO MANUALLY"HELP" THE AUTOPILOT, THE AUTOPILOT WILLADJUST PITCH TRIM TO OPPOSE CONTROLWHEEL MOVEMENT AND CAUSE THE AIRPLANETO GO OUT OF TRIM. THE OUT-OF-TRIMCONDITION WILL CAUSE LARGE ELEVATORCONTROL FORCES WHEN THE AUTOPILOT ISDISENGAGED.




U.S.FAA APPROVED


CLIMB OR DESCENT1. BARO - SET current altimeter.2. VS (Vertical Speed) Mode:

UP or DN Buttons - PUSH button to set airplane vertical speed in100 FPM increments. PUSH and HOLD the button for the KAP140 to increase the vertical speed at approximately 300 ft/min/sec to the desired value, then RELEASE. The rate will be set atthe time of button release.

CAUTION

THE VERTICAL SPEED MODE HAS SYSTEM LIMITS OF+1500/-2000 FEET PER MINUTE. OPERATING THEMODEL 182T NEAR THESE LIMITS IS NOTRECOMMENDED.

3. POWER - SET as applicable for vertical speed selection.

NOTE

The autopilot can hold a set vertical speed only if enginepower and airplane weight are correct for the conditions. Ifthe vertical speed set for the autopilot is more than theairplane can supply and airspeed decreases sufficiently, theairplane can be made to stall. Make sure that the verticalspeed set for the autopilot results in airplane performancethat stays in the operating limitations of both the autopilotand the airplane.


182TPHAUS-S3-02 S3-27


KAP 140 AUTOPILOT

U.S.FAA APPROVED


ALTITUDE PRESELECT MODE (ALTITUDE LOCK ON)1. ALTITUDE SELECT - SET (target altitude using knob on KAP

140)2. ALTITUDE ARM - PUSH the ARM button to set the altitude lock

on feature to the ON position (if needed). ALT ARM will show onthe face of the autopilot when altitude lock on is set to the ONcondition.

NOTE

• Minor differences between the autopilot altitudeselection and the airplane altitude indication may beseen after altitude lock on. This small difference isgenerally due to autopilot system tolerances.

• Use of altitude preselect (Lock On) mode is notrecommended for lock on at Minimum Descent Altitude(MDA) during non-precision instrument approachprocedures due to the possibility of altitude overshoot.Glideslope (GS) lock on during an ILS approach willprevent lock on to a preselect altitude selection.

• Use Vertical Speed (VS) mode as described previouslyin CLIMB or DESCENT for altitude change.




U.S.FAA APPROVED


ALTITUDE HOLD1. ALT Button - PUSH (verify ALT annunciator is shown on the

front of autopilot computer display). The autopilot will stay at theset altitude.

NOTE

• If the ALT button is pushed while the airplane is climbingor descending, the airplane may go through the altitudeselection by approximately 10% of the vertical rate(example: 500 FPM = approximately 50 feet), but willquickly lock on and correct to the target altitude.

• In Advisory Circular AC00-24B “Thunderstorms”, theFAA recommends the use of Pitch Attitude Hold forautopilot operation in severe turbulence. The KAP 140does not use pitch reference, so it is recommended thatthe autopilot be disengaged and the airplane flownmanually in severe turbulence.

CHANGING ALTITUDE

If the autopilot is engaged in ALT mode (Altitude Hold):1. For small altitude changes (less than 100 feet), push the UP or

DN button momentarily to program an increase or decrease tothe altitude selection, as applicable, of 20 feet each time thebutton is pushed. This lets the autopilot make small correctionsto the altitude selection.

2. For larger altitude changes, push and HOLD the UP or DNbutton, as applicable, to start a 500 FPM altitude change.Release the button at the altitude the autopilot is to hold.


182TPHAUS-S3-02 S3-29


KAP 140 AUTOPILOT

U.S.FAA APPROVED


CHANGING ALTITUDE (Continued)

If the autopilot is engaged in Vertical Speed (VS) mode:1. UP or DN Button - PUSH momentarily for 100 FPM vertical

speed increments or PUSH and HOLD for 300 ft/min/sec verticalrate change and RELEASE at the rate desired. The autopilot willclimb or descend at rate selection.

NOTE

• The autopilot can hold a vertical speed selection only ifengine power and airplane weight are correct for theconditions. If the vertical speed set for the autopilot ismore than the airplane can supply and airspeeddecreases sufficiently, the airplane can be made to stall.Make sure that the vertical speed set for the autopilotresults in airplane performance that stays in theoperating limitations of both the autopilot and theairplane.

• When operating at or near the best rate-of-climbairspeed, with the engine set to climb power or when invertical speed mode, it can be easy to slow to airspeedswhere any additional reduction in airspeed will resultreduced rate-of-climb. Hold sufficient airspeed duringvertical speed mode operation to avoid a stall.

HEADING (HDG) MODE OPERATION1. HDG Knob - SET the heading pointer (“bug”) on the G1000 HSI

to the correct magnetic heading using the HDG knob on thePFD.

2. HDG Button - PUSH (verify HDG annunciator is shown on theface of the autopilot computer display). The autopilot will turn theairplane at approximately standard rate (3°/sec) to lock on to theheading selection.




U.S.FAA APPROVED


NAVIGATION (NAV) MODE OPERATION

The KAP 140 autopilot will operate in NAV mode using GPS or VHF(VOR or LOC) navigation signal inputs. The G1000 HSI shows theGPS, NAV 1 or NAV 2 navigation signal being supplied to the autopilot.The navigation source selection shown on the HSI is made using theCDI softkey.

If using NAV 1 or NAV 2, make sure that the radio is adjusted to thecorrect frequency and is the active frequency. Make sure that NAV 1 orNAV 2, as applicable, is shown on the HSI.

WARNING

WHEN THE KAP 140 AUTOPILOT IS ENGAGED IN NAV,APR OR REV OPERATING MODE, IF THE HSINAVIGATION SOURCE IS CHANGED FROM GPS TONAV1, AUTOMATICALLY OR MANUALLY (USING THECDI SOFTKEY), OR MANUALLY FROM NAV2 TO GPS,THE CHANGE WILL INTERRUPT THE NAVIGATIONSIGNAL TO THE AUTOPILOT AND WILL CAUSE THEAUTOPILOT TO REVERT TO ROL MODE OPERATION.NO WARNING CHIME OR PFD ANNUNCIATION ISPROVIDED. THE PREVIOUSLY SELECTED MODESYMBOL SHOWN ON THE AUTOPILOT DISPLAY WILLBE FLASHING TO SHOW THE REVERSION TO ROLMODE OPERATION. IN ROL MODE, THE AUTOPILOTWILL ONLY KEEP THE WINGS LEVEL AND WILL NOTCORRECT THE AIRPLANE HEADING OR COURSE. SETTHE HDG BUG TO THE CORRECT HEADING ANDSELECT THE CORRECT NAVIGATION SOURCE ONTHE HSI USING THE CDI SOFTKEY BEFOREENGAGING THE AUTOPILOT IN ANY OTHEROPERATING MODE.


182TPHAUS-S3-02 S3-31


KAP 140 AUTOPILOT

U.S.FAA APPROVED


NAVIGATION (NAV) MODE OPERATION (Continued)

CAUTION

THE G1000 HSI SHOWS A COURSE DEVIATIONINDICATOR FOR THE SELECTED GPS, NAV 1 OR NAV 2NAVIGATION SOURCE. THE G1000 HSI DOES NOTPROVIDE A WARNING FLAG WHEN A VALIDNAVIGATION SIGNAL IS NOT BEING SUPPLIED TO THEINDICATOR. WHEN A VALID NAVIGATION SIGNAL ISNOT BEING SUPPLIED, THE COURSE DEVIATION BAR(D-BAR) PART OF THE INDICATOR IS NOT SHOWN ONTHE HSI COMPASS CARD. THE MISSING D-BAR ISCONSIDERED TO BE THE WARNING FLAG.

NOTE

When navigating using GPS, make sure that the GPS 2 unitis available on the G1000 MFD AUX - GPS STATUS page.No annunciation is provided for GPS 2 malfunction.




U.S.FAA APPROVED


NAV COURSE CAPTURE (LOCK ON)1. CRS Pointer - SET the HSI course pointer to the desired

magnetic course using the CRS knob on the PFD.

NOTE

If operating GPS-Direct (Direct-to) or on an active GPSFlight Plan, the course pointer will be automatically set bythe G1000.

2. HDG Bug - SET the HSI heading bug to the desired courseintercept heading.

3. HDG Button - PUSH to engage KAP 140 in heading mode.Make sure that the HDG annunciation is shown on the face ofthe autopilot.

4. NAV Button - PUSH to arm the autopilot NAV lock on function.Make sure that the autopilot is correctly engaged from theannunciation on the autopilot:a. If the HSI D-Bar is less than 2 to 3 dots from center, the

autopilot will go to NAV mode. The NAV annunciator will beshown on the face of the autopilot.

b. If the HSI D-Bar is more than 2 to 3 dots from center, theNAVARM annunciator will be shown on the face of theautopilot. When the computed intercept point is reached, theARM annunciator will go off and lock on (capture and track)will begin automatically. The NAV annunciator will stay onthe face of the autopilot.

NOTE

The HDG annunciation will flash for 5 seconds on selectionof NAV mode to instruct the pilot to set the HDG bug, on theHSI, to the desired course.


182TPHAUS-S3-02 S3-33


KAP 140 AUTOPILOT

U.S.FAA APPROVED


GPS NAV AND ROLL STEERING

The KAP 140 autopilot has DC (analog) roll steering capability. Rollsteering enables the flight guidance system (in this case, the G1000GPS navigation computer) to control the autopilot through automaticcourse changes at flight plan waypoints and to lock on to the course tothe next waypoint.

The GPS navigation computer uses ground speed, track and turn ratedata to calculate the bank angle required for waypoint course changes.The GPS roll steering signal will make the autopilot turn the airplaneand lock on course to the next waypoint without flying directly over thecurrent waypoint, except for designated fly-over waypoints. The flightpath is approximately tangent to the inbound and outbound flight planlegs.

The distance from the waypoint to start the turn will vary withgroundspeed, degrees of heading change, etc., but will usually beapproximately 0.5 nautical mile from the waypoint. Flight plansequencing to the next waypoint will occur at approximately themidpoint of the turn.

Roll steering works only if all the following conditions are true:1. GPS must be the navigation source shown on the G1000 HSI.2. The GPS navigation computer must be executing an active flight

plan.3. The KAP 140 must be engaged in NAV or APR mode.4. The GPS must not be operating in OBS mode (PFD).

NOTE

When on an active GPS flight plan with the KAP 140autopilot coupled in NAV or APR mode, waypoint coursechanges greater than approximately 140° could result in aturn rate that reaches the autopilot bank angle limit. Thepilot may need to change the KAP 140 to HDG mode (alsoarm NAV or APR mode) and manually set the interceptheading to help the autopilot lock on the new course.




U.S.FAA APPROVED


HOLDING PATTERNS AND PROCEDURE TURNS

When operating IFR on an active GPS flight plan, enroute ortransitioning to the terminal environment, a holding pattern or coursereversal maneuver may be necessary. The G1000 GPS does notprovide course guidance through these maneuvers. The pilot must setboth the G1000 and the KAP 140 to the correct operating mode andprovide course guidance.

The holding pattern is usually shown on the MFD Navigation Map (for apublished holding fix), but it is not included as a leg of the flight plan.GPS flight plan execution must be paused by entering OBS mode andusing autopilot HDG or NAV modes, as applicable, to perform themaneuver.

The procedure turn is included as a leg in the flight plan along with theinstrument approach procedure selection. Course guidance is suppliedthrough the turn to outbound course lock on, but is discontinued afterapproximately 1 minute. G1000 OBS mode is not required but the KAP140 must be set to HDG mode and the HDG bug used to provideguidance through the course reversal. When established inbound,change from HDG to APR mode for lock on to the final approachcourse.


182TPHAUS-S3-02 S3-35


KAP 140 AUTOPILOT

U.S.FAA APPROVED


HOLDING PATTERNS AND PROCEDURE TURNS(Continued)

For a KAP 140 that has been operating in NAV mode on an active GPSflight plan:

On arrival at the holding fix, set the KAP 140 in HDG mode andprovide course guidance by manually adjusting the G1000 HDG bugto command turns and heading, as applicable. Pause G1000 flightplan execution during the holding pattern by using the OBS modeselection on the PFD. Set the correct inbound holding course on theHSI course pointer and NAV mode may be used for the KAP 140 onthe inbound leg of the holding pattern for course guidance, but HDGmode must be used for the remainder of the holding patternmaneuver. At the end of the holding procedure, exit OBS mode tostart the flight plan executing again and set NAV mode on the KAP140 to lock on to the course. Refer to the Garmin G1000 CockpitReference Guide (CRG) for further information.

Arriving at the Initial Approach Fix (IAF), usual starting point for theprocedure turn maneuver, the G1000 will command the autopilot toturn to the outbound course and will provide course guidance forapproximately 1 minute. Unlike the holding pattern, the G1000includes the procedure turn as a leg in the flight plan, so no OBSmode change is needed. Set the HDG bug to the procedure turnoutbound leg heading and push the HDG button on the KAP 140 tostart the turn. After the correct time flying outbound, adjust the HDGbug to make the turn to the procedure turn inbound heading. Whenestablished on the procedure turn inbound, push the APR button onthe KAP 140 to lock on to the final approach course. Refer to theGarmin G1000 CRG for further information.




U.S.FAA APPROVED


APPROACH (APR) MODE OPERATION

Approach (APR) mode gives more precise tracking during instrumentapproach procedures. It engages automatic lock on to the finalapproach course on most approaches and automatic capture of theglideslope on ILS approaches.

The G1000 system will automatically change from GPS to ILS at finalapproach course lock on (only when the procedure has been activatedin the flight plan and the ILS CDI capture feature is enabled). Automaticchange to VHF navigation is only provided for ILS approaches.

WARNING

WHEN THE KAP 140 AUTOPILOT IS ENGAGED IN NAV,APR OR REV OPERATING MODES, IF THE HSINAVIGATION SOURCE IS CHANGED FROM GPS TONAV1, AUTOMATICALLY OR MANUALLY (USING THECDI SOFTKEY), OR MANUALLY FROM NAV2 TO GPS,THE CHANGE WILL INTERRUPT THE NAVIGATIONSIGNAL TO THE AUTOPILOT AND WILL CAUSE THEAUTOPILOT TO REVERT TO ROL MODE OPERATION.NO WARNING CHIME OR PFD ANNUNCIATION ISPROVIDED. THE PREVIOUSLY SELECTED MODESYMBOL SHOWN ON THE AUTOPILOT DISPLAY WILLBE FLASHING TO SHOW THE REVERSION TO ROLMODE OPERATION. IN ROL MODE, THE AUTOPILOTWILL ONLY KEEP THE WINGS LEVEL AND WILL NOTCORRECT THE AIRPLANE HEADING OR COURSE. SETTHE HDG BUG TO THE CORRECT HEADING ANDSELECT THE CORRECT NAVIGATION SOURCE ONTHE HSI USING THE CDI SOFTKEY BEFOREENGAGING THE AUTOPILOT IN ANY OTHEROPERATING MODE.


182TPHAUS-S3-02 S3-37


KAP 140 AUTOPILOT

U.S.FAA APPROVED


APPROACH (APR) MODE OPERATION (Continued)

NOTE

Changing from GPS to ILS includes tuning the NAV 1 activefrequency to the correct LOC frequency, slewing the coursepointer to the applicable final approach course magneticheading and changing the CDI to NAV 1 while keeping theautopilot in APR mode. The G1000 will do thisautomatically if ILS CDI capture is set to AUTO.

Roll steering will only operate on instrument approach proceduresselected from a current GPS aeronautical database when:

1. The autopilot is engaged in NAV or APR mode.2. GPS is shown as the navigation source on the HSI.

NOTE

• Make sure that the applicable GPS mode is set duringeach portion of the approach procedure selectionsymbol (NAV, APR or REV) flashing on the face of theautopilot.

• If either the GPS or VHF navigation signal, asapplicable, fails when the autopilot is engaged in NAV,APR or REV mode, the autopilot will change back toROL mode operation. ROL mode operation is shown bythe previous mode.




U.S.FAA APPROVED


APPROACH (APR) CAPTURE (LOCK ON)1. BARO - SET current local barometric pressure (altimeter).2. CRS Pointer - SET the HSI course pointer to the desired

magnetic course using the CRS knob on the PFD.

NOTE

If operating GPS-Direct (Direct-to) or on an active GPSflight plan, the course pointer will be automatically set bythe G1000.

3. HDG bug - SET the HSI heading bug to the desired courseintercept heading.

4. HDG Button - PUSH to engage autopilot HDG mode. Make surethat HDG is shown on the face of the autopilot.

5. APR Button - PUSH to arm the autopilot APR lock on function.Make sure that the autopilot is correctly engaged from theannunciation on the autopilot:a. If the HSI D-Bar is less than 2 to 3 dots from center, the

autopilot will go to APR mode. The APR annunciator will beshown on the face of the autopilot.

b. If the HSI D-Bar is more than 2 to 3 dots from center, theAPRARM annunciator will be shown on the face of theautopilot. When the computed intercept point is reached, theARM annunciator will go off and lock on (capture and track)will begin automatically. The APR annunciator will stay onthe face of the autopilot.

NOTE

The HDG annunciation will flash for 5 seconds on selectionof APR mode to instruct the pilot to set the HDG bug, on theHSI, to the desired course.


182TPHAUS-S3-02 S3-39


KAP 140 AUTOPILOT

U.S.FAA APPROVED


APPROACH (APR) CAPTURE (LOCK ON) (Continued)

WARNING

WHEN THE KAP 140 AUTOPILOT IS ENGAGED IN NAV,APR OR REV OPERATING MODE, IF THE HSINAVIGATION SOURCE IS CHANGED FROM GPS TONAV1, AUTOMATICALLY OR MANUALLY (USING THECDI SOFTKEY), OR MANUALLY FROM NAV2 TO GPS,THE CHANGE WILL INTERRUPT THE NAVIGATIONSIGNAL TO THE AUTOPILOT AND WILL CAUSE THEAUTOPILOT TO REVERT TO ROL MODE OPERATION.NO WARNING CHIME OR PFD ANNUNCIATION ISPROVIDED. THE PREVIOUSLY SELECTED MODESYMBOL SHOWN ON THE AUTOPILOT DISPLAY WILLBE FLASHING TO SHOW THE REVERSION TO ROLMODE OPERATION. IN ROL MODE, THE AUTOPILOTWILL ONLY KEEP THE WINGS LEVEL AND WILL NOTCORRECT THE AIRPLANE HEADING OR COURSE. SETTHE HDG BUG TO THE CORRECT HEADING ANDSELECT THE CORRECT NAVIGATION SOURCE ONTHE HSI USING THE CDI SOFTKEY BEFOREENGAGING THE AUTOPILOT IN ANY OTHEROPERATING MODE.

6. Airspeed - HOLD 100 KIAS minimum (recommended) duringapproaches when the autopilot is engaged.




U.S.FAA APPROVED


GLIDESLOPE ENGAGEMENT AND LOCK-ON1. APR Mode - ENGAGED. Make sure that GSARM is shown on the

face of the autopilot.

NOTE

The glideslope cannot lock-on when the autopilot isengaged in NAV or REV modes. Engaged in APR mode,with NAV 1 or NAV 2 set to the correct ILS frequency, andshown as the related HSI navigation source, the glideslopebecomes armed at localizer lock-on.

2. Glideslope Indicator - CENTERED. Make sure that the ARMannunciator goes out and the GS annunciator stays on.

NOTE

The KAP 140 autopilot can lock on the glideslope fromabove or below. Capturing the glideslope from above is notrecommended.



182TPHAUS-S3-02 S3-41


KAP 140 AUTOPILOT

U.S.FAA APPROVED


BACK COURSE (REV) MODE OPERATION

This mode provides reverse sensing for the autopilot navigation courseon back course-type localizer approaches.

1. BARO - SET current local barometric pressure (altimeter).2. CRS Pointer - SET the HSI course pointer to the ILS front

course inbound heading using the CRS knob on the PFD.3. HDG Bug - SET the HSI heading bug to the desired course

intercept heading.4. HDG Button - PUSH to engage HDG mode. Make sure that

HDG is shown on the face of the autopilot.5. REV Button - PUSH to arm the autopilot REV lock-on function.

Make sure that the autopilot is correctly engaged from theannunciation on the autopilot:a. If the HSI D-Bar is less than 2 to 3 dots from center, the

autopilot will go to REV mode. The REV annunciator will beshown on the face of the autopilot.

b. If the HSI D-Bar is more than 2 to 3 dots from center, theREVARM annunciator will be shown on the face of theautopilot. When the computed intercept point is reached, theARM annunciator will go off and lock on (capture and track)will begin automatically. The REV annunciator will stay on.

NOTE

The HDG annunciation will flash for 5 seconds on selectionof REV mode to instruct the pilot to set the HDG bug, on theHSI, to the desired course.





U.S.FAA APPROVED


MISSED APPROACH1. A/P DISC/TRIM INT Switch - PUSH to disengage the autopilot2. Missed Approach Procedure - EXECUTE3. If autopilot is to be engaged:

a. Elevator Trim - SETb. Airspeed and Rate of Climb - STABILIZED

WARNING

THE G1000 WILL ENTER SUSP MODE (STOP THEFLIGHT PLAN) AT THE MISSED APPROACH POINT(MAP) AND WILL NOT SUPPLY A NAVIGATION SIGNALTO THE KAP 140. IF THE G1000 IS TO BE USED FORCOURSE GUIDANCE TO THE MISSED APPROACHHOLDING POINT (MAHP), PUSH THE SUSP SOFTKEYTO START THE FLIGHT PLAN AND NAVIGATIONSIGNAL AGAIN BEFORE ENGAGING THE KAP 140.

NOTE

• Only engage the autopilot during wings-level stableflight. The autopilot will come on in ROL (wings leveler)and VS (Vertical Speed) modes. The VS mode initialrate-of-climb will be the vertical speed at the time theautopilot is engaged. Do not engage the autopilot whenthe airplane cannot hold the climb rate because ofexcessive pitch attitude, low airspeed, low engine poweror high airplane weight. Do not engage the autopilotwhen the performance or operation of the autopilot orairplane would not obey the limitations.

• The autopilot can hold a vertical speed selection only ifengine power and airplane weight are correct for theconditions. If the vertical speed set for the autopilot ismore than the airplane can supply and airspeeddecreases sufficiently, the airplane can be made to stall.Make sure that the vertical speed set for the autopilotresults in airplane performance that stays in theoperating limitations of both the autopilot and theairplane.


182TPHAUS-S3-02 S3-43


KAP 140 AUTOPILOT

U.S.FAA APPROVED


MISSED APPROACH (Continued)

NOTE

• When operating at or near the best rate-of-climbairspeed, with the engine set to climb power or when invertical speed mode, it can be easy to slow to airspeedswhere any additional reduction in airspeed will resultreduced rate-of-climb. Hold sufficient airspeed duringvertical speed mode operation to avoid a stall.

c. AP Button - PUSH and HOLD to engage the autopilot. Makesure that ROL and VS are shown on the face of theautopilot. If no selection of other operating modes is made,the autopilot will operate in ROL and VS modes.

NOTE

When operating in ROL mode, turbulence may result inchanges to airplane heading. ROL mode only works tokeep the wings level. When tracking the ILS courseoutbound on the missed approach procedure, use NAVmode to prevent unwanted GS coupling.

BEFORE LANDING1. A/P DISC/TRIM INT Switch - PUSH to disengage the autopilot.

PERFORMANCE

There is no change in airplane performance when the Bendix/King KAP140 2 Axis Autopilot is installed. Refer to the Operating Limitationssection of this supplement for limitations that can have an effect onairplane performance.

S3-44 182TPHAUS-S3-02

nav iii avionics option - kap 140 autopilot

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