BENDIXKing KFC 150 Manual

PILOT’S GUIDE FOR THE
KFC ISO/KAP 150 & KAP 100
FLIGHT CONTROL SYSTEMS
I__-

CONTENTS
Introduction ....................................................................... 3
..... 4
System Integration
.................................. 6
..... 7
GeneralDescription: KFC 150, KAP 150 and KAP 100
Silver Crown Panel-MountedFlight Control System Capabilities .... 5
Typical KFC 150 Flight Control System (Diagram)
...........
Typical KAP 150 Autopilot System (Diagram) ...... ..... 8
Typical KAP 100 Autopilot System (Diagram) ...... ..... 9
..........
........... .10
........... .io
KC 190.. ... ........... .io
........... .ll
KG258 .... ....... .I1
KI 254
..... ....... .I1
KG 253 ........ ....... .I1
KI 204/206 ...... ....... .I2
........... .I2
........... .I2
KA185
................ ........... .12
KAS 2978 ............. ........... .I2
System Monitor Description
.... ........... .I2
KFC 150 Flight Control System ............. ....... .13
Modes of Operation
...................... ....
.14-15
InitialPower On
.............. ........... .I6
System Self Test. ....................
Attitude Reference Mode of Operation
Operatingthe KFC 150 System
....
Flight Director Mode
Autopilot Engageme
....................... 20
Approach Mode (APR) ................
....................... 21
Back Course Mode (BC)
...........
................... 22
Altitude HoldMode (ALT)
................... 22
Auto/ManualTrim
.................... ....... 23
ControlWheel Steering Mode (CWS)
.....
....................... 23
Takeoff and Climb to Assigned Altitude
.... .24-25
VOR/RNAV Capture
.......... ... .... .30-31
The KAP 150 Autopilot System ............. ....... .33
Modes of Operation
............ .... .34-35
System Self Test
.................. ................... ........... .36
Attitude Referenc of Operation
. ........... .. 37
Autopilot Mode (AP)
........................... ....... .. 37
HeadingSelect Mode (HDG)
................................. .. 38
(NAV, VOR, RNAV) .................................. 39
(NAV, VOR, RNAV)
...................
Approach Mode Usingthe KG 107/KI206 In
Back Course Mode Using the KG 107/KI206 Indicators (BC)
.......................... 44
Back Course Mode Using the Optional KI 525A PNI (BC)
..................... 45
Altitude Hold Mode (ALT)
... .... 46
Auto/ManualTrim
...... ... .... ........... .47
ControlWheel Steering Mode (CWS)
.
47
Take
off and Climb to Assigned Altitude
.... .48-49
ILS Approach (KG 107/KI206) ................................................... .50-51
KFC 150 OperatingProcedures
Outboundon Front Course for Procedu
Front Course
ILS Approach ...........................
Long Range NAV Tracking .................... 32
Initial Power On
..................... 36
NavigationMode Usingthe KG 107/KI206 Indicators
NavigationMode Using the Optional KI 525A PNI
Approach Mode Using the Optional KI 525A PNI (APR)
.............................
............................... 40
.........................
KAP 150 Operating Procedures
Outboundon Front Course for ProcedureTurn to
...
...
...
...................
...................
...................
...................
...............
...............
....
....
....
............
............
...........
............
........
........
...............
...............
...........
...........
...........
...........
1

Outbound on Front Course for ProcedureTurn to ILS Approach (KI 525A) ................... 52-53
Front Course ILSApproach (KG 107/KI206)
......................................... 54-55
Front Course ILS Approach (KI 525A)
.............................................. 56-57
RNAV Capture (KG 107/KI206)
.............. ........................ 58-59
RNAV Capture (KI 525A)
................... ....................... .60.61
Long Range NAV Tracking
...... .... .... ........... 62
...........
...........
....
...
The KAP 100 Autopilot System ...
Modes of Operation ...........
Operating the KAP 100 System
System Self-Test
................
Attitude Reference Mode of Operation ....
Autopilot Mode (AP) ..................
Heading Select Mode (HDG)
NavigationMode Using the
KG 107/KI206
NavigationMode Using the Optional KI 525A PNI
Approach Mode Usingthe KG 107/KI206 Indicator (APR)
........
Approach Mode Usingthe Optional KI 525A PNI (APR) ..........
Back Course Mode Using the KG 107/KI206 Indicators (BC) ......
Manual ElectricTrim ...................... ..
Indicators(NAV) (VOR. RNAV) ...................
(NAV) (VOR. RNAV) ...............................
Back Course Mode Using the Optional KI 525A P
ControlWheel Steering Mode (CWS)
.........
......
..
KAP 100 Operating Procedures
Outbound on Front Course for Proc
ILS Approach (KG 107/KI206)
Outbound on Front Course for Proc
Front Course ILS Approach (KG 107/KI206)
RNAV Capture (KG 107/KI206)
.....................
RNAV Capture (KI 525A)
Long Range NAV Tracking
............................
Optional KAS 2978 Altitude and Vertical Speed Selector .....
Altitude Preselect ...............................
Altitude Alerting ..................
Vertical Speed Preselect ......................
Vertical Speed Synch .........................
Test Mode .................................
ILS Approach (KI 525A) .....
Front Course ILS Approach (KI 525A)
.....
KAS 2978 OperatingProcedure
KCS 55A Compass System .....................
Altitude Profile ..........................
KI 525A Indicator ................................
Descriptionof Indicator and Display Functions ..........
Slaving Meter ...................................
KMTll2 .....................................
KG102A ............... ....
Operating Instructions ..... ....
KCS 55A Fliaht Procedures .......
..
..
...
.........
.....
...
...
....... 63
.... .64.65
.... 66
....... 67
....... 67
.... 68
....... 69
.... .... 70
................... 71
................... 72
...................... 73
...................... 74
................... 75
................... 75
.......
..............
.............
.......
....
.76.77
.... .7 8.79
.... .8 0.81
.... 32-83
.... 34-85
..... 86.87
....... 88
....... 89
....... 90
....... 90
....... 91
....... 91
....... 91
.... .92.93
....... 95
....... 96
.... .97.98
....... 99
......100
.......... 100
....... 101-102
.......... 103
Vectors tolntercept a Radial
.......
Turn to InterceptVictor Airway ....
Airway Interception .................
HoldingPattern ...................
ILS Approach Front Course ..........
Reverse Localizer Approach (BC) ......
General Emergency Procedures
Optional NAV I/NAV
2 Switching .......
System Weight and Power Requirements
BendidKingWarranty Service
.........
......
......
.......
.......
.......
................................... 104
................................ 105-106
107
................................... 108
....................... ...... 109
110
........ ...... 111
................................ 113
................................ 115
.... ....... .Back Cover
2

INTRODUCTION
The pressures of single-pilotinstru-
ment flying place critical demands on the
skill and concentration of any pilot.
To help you meet the challenge, King
Radio has developed three digital, panel-
mounted Silver Crown flight control systems
for single and twin engine aircraft.
These systems bring digital flight con-
trol technology from the flight deck of the
new generation airliners to the cockpits of
piston poweredaircraft for the first time.
The result is lightweight, compact flight con-
trol systems which incorporatethe functions
of computer, mode selector, and annuncia-
tor in a single, panel-mounted unit. These
digital panel-mounted systems use fewer
partsthan previous generation flight control
systems for singles and twins. And fewer
parts mean potentially greater reliability.
It's also significantthat these Silver
Crown flight control systems have been
designedfrom the beginningto interface
with your Silver Crown package of
'
COMM/NAV Pulse products. Consider the
advantage of having your avionics working
together as an integratedsystem rather
than as a group of unrelated components
built by several manufacturers.
To fully utilize the impressive capabili-
ties of your new digital, panel-mounted
flight control system, you must understand
the performance capabilities and basic
operational requirements of these
advanced-designSilver Crown systems.
This pilot's guide is divided into three sec-
tions. The first providesa general familiar-
ization with each flight control system
including the associatedpanel-mounted
displays. The second section describes
each system, includingthe KCS
55A slaved
compass system and its operation, as well
as optional altitude preselect/alertingand
vertical speed hold. The final section cov-
ers emergency proceduresand optional
NAV 1/NAV
2 switching.
3

GENERAL DESCRIPTION:
KFC
150, KAP 150 AND KAP 100
--
KFC 150 Flight Control System
The 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 director
system. The flight director provides attitude
commands for the pilot to hand-fly, or dis-
plays to the pilot the commands being fol-
lowed by the autopilot. The KFC 150 has
capabilitiessimilar to King's popular KFC
200 Flight Control System.
UP150 AutotMot Svstem
The MP 150 Autopilot System is a
two-axis, panel-mounted digital system
which delivers highly sophisticatedIFR
capability. It has modes and functions simi-
lar to the KFC 150 but has no flight director.
KAP 100Autopilot System
The KAP 100 Autopilot System is a
single-axis panel-mounted digital system
which extends Silver Crown quality and reli-
ability
to an entirely new entry-level capabil-
ity. The
KAP 100 Autopilot is the most
affordable option in the Silver Crown line
of
flight control systems and offers many sub-
stantial workload relief benefits.
The following chart highlights the major
attributes of each of the three systems
4

B
0
D
D
B
D
D
D
B
D
D
B
B
B
P
B
B
B
B
D
B
B
D
D
B
D
D
B
D
B
B
B
D
B
D
SILVER CROWN PANEL-MOUNTED
FLIGHT CONTROL SYSTEM CAPABILITIES
Two Axis
SingleAxis
Flight Director
KI
525A PNI
KG 107 DG
KG
258 HorizonReference
Indicator
KI
256 Flight Command
Indicator
Automatic Electric
Elevator Trim
Manual Electric Trim
Yaw Damper
KA 185 Remote
Mode Annunciator
KAS 2978 Altitude Preselect/
Alerting, Vertical Speed Hold
FUNCTIONS/MODES
ALT Hold (ALT)
ALT Preselect
Heading Select (HDG)
NAV (VOR/RNAV)
Approach (APR)
Glideslope
(GS)
Back Course (BC)
Control Wheel Steering (CWS)
Vertical Speed Hold
Vertical Trim
Auto Capture
Auto Track
All Angle
Intercept
Auto 45-degree Intercept
TEST
Manual and Auto
Trim Monitor
Roll Rate Monitor
Pitch Rate Monitor
KFC 150
Yes
Yes
Standard
-
-
-
Standard
Standard
Standard
Optional for
some aircraft
Optional for
some aircraft
Optional for
some aircraft
Yes
Optional
Yes
Yes
Yes
Yes
Yes
Standard
Optional
Yes
Yes
Yes
Yes
~
Both
Yes
Yes
KAP 150
Yes
-
-
Optional
Standard
Standard
Standard
Standard
Optional for
some aircraft
Optional for
some aircraft
Optional for
some aircraft
Yes
Optional
Yes
Yes
Yes
Yes
Yes
Standard
Optional
Yes
Yes
Yes
Optional (with
KI 525A)
Standard (with
KG 107)
Both
Yes
Yes
KAP 100
Yes
Optional
Standard
Standard
-
-
-
-
Optional
-
Optional for
some aircraft
-
-
Yes
Yes
Yes
-
Yes
Optional with
King manual
electric trim
-
Yes
Yes
Optional (with
KI 525A)
Standard (with
KG 107)
Manual Trim Monitor
(with King manual
electric trim option)
Yes
NOTE: The KFC 150, KAP 150 and KAP 100 are designed as independent systems
to maximize their indi-
vidual capabilities. Therefore they are not designedfor conversionfrom one system
to another.
IMPORTANT: This Pilot's guide providesa general descriptionof various operational characteristicsof the
KFC 150, KAP
150 and KAP 100 Flight ControlSystems. However,operation of a system should not be
attempted without reviewingthe specific informationin the FAA approved Aircraft Flight Manual Supplement
for your particularaircraft type.
5

SYSTEMS INTEGRATION
The individualsystems diagrams on
pages
7,8, and 9, show the components
and their relationships in typical KFC
150,
UP 150 and KAP 100 Flight Control
Systems. The actual components used on
individual aircraft may vary slightly in order
to optimize certificationand installation
requirements.
Each system has a number of inputs
and outputs: sensor outputs are shown in
red; computation inputs shown in blue; dis-
play outputs shown in orange; and aircraft
control shown in green. The systems dia-
grams reflect that the KAP
150 and KFC
150 systems control both pitch and roll axes
of the aircraft. The KAP
100, being a sin-
gle-axis system, controls only the roll axis of
the aircraft.
All sensor information (pitch
and roll reference, heading and course
datum, RNAV/VOR/LOC/GSdeviation and
flags, marker receiver and static pressure
[altitude]
is fed into the system's flight com-
puter).
The flight computer computes pitch
and roll steering commands (or in the case
of the KAP
100, roll commands only). In the
KFC
150 system these commands are rout-
ed through the KI
256 Flight Command
Indicator (FCI), where they are displayed on
the V-Bar as visual guidance commands.
In all three systems these steering
commands are fed
to the autopilot compu-
tation circuits contained in the appropriate
flight computer which generates the com-
mands for the individualservos to manipu-
late the ailerons, elevator and elevator trim.
An optional yaw channel is available for
some aircraft, but is independentof pitch
and roll commands.
mands in the KFC
150 system for flight
director and autopilot provides totally con-
sistent flight director steering command and
autopilot control. There is no disagreement
in computation. The autopilot simply con-
verts the pitch and roll steering commands
from the flight computer, displayed on the
V-Bar in the FCI, into the requiredelevator
and aileron position commands. Full inte-
gration of flight director and autopilot allows
the pilot to delegatethe 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-
6

TYPICAL KAP 100 AUTOPILOT SYSTEM
KA 185 Mode Annunciator
(Optionalon some aircraft).
KG
258 Attitude
Reference Indicator
Middle VOWLOC/RNAV
KC
190
Computer/
Controller/
Annunciator
I Roll Attitude
HeadingSelect
& Course Datum
I
I
I
I
I
I
I
I
I
I
I
I
I
KG 107 KI 204 or other Course I
DirectionalGyro Deviation Indicator I
(not included). I
.....................
OR
.......................
- KG 102A I
1
+
L,
Slaved DG I
I
I
I
II
-1
KMT112 I
I
NavigationIndicator - Detector I
7
4
I KI 3.cm ricioriai Flux I
I I
IR (7) I
I KCS 55A Slaved
I
I Compass System
I (Optional) KA 51A a-51B I
I
I
Slaving Accessory I
contains
computer
functions, mode
control buttons,
and annunciator
lights in a
single unit.
-D KS 179
PitchTrim
Servo
Autopilot Disconnecff
This is a Single-Axis
(Roll) System.
Manual Electric
I Trim (Optional)
ControlWheel
Steering (Optional)
9

DESCRIPTION OF PANEL UNITS
KC 192 Mode Controller/Computer/Annunciator
The KC 192 Mode Controller/
Computer/Annunciatorfor the KFC 150 sys-
tem incorporates all computer functions,
mode control buttons and annunciator lights
in a single panel-mounted unit. The KC 192
annunciates all vertical and lateral flight
director and autopilot system modes.
In addition,the KC 192 has seven push but-
tons for engaging flight director and/or
autopilot modes, a push buttonto initiate a
system self-test, and a vertical trim rocker
switch to allow for changing the aircraft's
pitch up or down without disconnectingthe
autopilot.
T R I hl
KC 191 Mode Controller/Computer/Annunciator
The KC 191 Mode Controller/
Computer/Annunciatorfor the KAP 150
incorporates the functions of a computer,
mode controller and annunciator lights in a
single, panel-mounted unit. The KC 191
annunciates all vertical and lateral autopilot
system modes. In addition, the KC 191 has
six push buttons for engaging autopilot
modes, a push buttonto initiate system self-
test, and a vertical trim rocker switch to
allow for changing the aircraft pitch up or
down without disconnectingthe autopilot.
KC 190 Mode Controller/Computer/Annunciator
The KC 190 Mode Controller/
Computer/Annunciatorfor the
KAP 100
incorporates the functions of a computer,
mode controller and annunciator lights in a
single, panel-mounted unit. The KC 190
annunciates all lateral autopilot system
modes. In addition, the KC 190 has five but-
tons for engaging autopilot modes, and a
push buttonto initiate system self-test.
10

KI 256 Flight Command indicator (FCI)
information:
The KI 256 displays the following
Pitch and roll attitude.
Flight Director pitch and roll
commands.
DH (decision height) annunciation
when used with a radar altimeter.
The KI 256 contains an air-driven
vertical gyro. Engine(s) must be run-
ning, pressure or vacuum system oper-
ating and gyro up to speed before the
system will operate. Allow three min-
utes for the gyro to come up to speed.
KG 258 Horizon Reference Indicator
information:
The KG 258 displays the following
Pitch and roll attitude.
DH (decision height) annunciation
when used with a radar altimeter.
The KG 258 contains an air-driven
attitude reference indicator. Engine(s)
must be running before the system will
operate. Allow three minutes for the
gyro to come up to speed.
KI 254 Electric Flight Command Indicator
(W
KG 253 Electric Horizon Reference
Indicator
information:
The KG 253 displays the following
Pitch and roll attitude.
DH (decision height) annunciation
when used with a radar altimeter.
The KG 253 is an electric attitude
reference indicator. Electrical power
(D.C.) must be applied in order for the
unit to operate. Immediatelyfollowing
electrical power turn-on, the knob
labeled "Pull to Erect"should be pulled
out with a moderate, even pull and
held in the
out position for approxi-
mately three seconds. The knob
should then be released quickly but
smoothly. Erecting the unit should only
by accomplished while the aircraft is
relatively level on the ground or in level
flight. The gyro must be up to speed
before the system will operate. Allow
three minutes for the gyro to come up
to speed.
The
KI 254 displays the following
Pitch and roll attitude.
Flight Director pitch and roll com-
mands.
DH (decision height) annunciation
when used with a radar altimeter.
The KG 254 contains an electric
vertical gyro. Electrical power (D.C.)
must be applied in order for the unit to
operate. Immediatelyfollowing electri-
cal power turn-on, the knob labeled
"Pull to Erect"should be pulled out with
a moderate, even pull and held in the
out position for approximately three
seconds. The knob should then be
released quickly but smoothly.
Erecting the unit should only be
accomplished while the aircraft is rela-
tively level on the ground or in level
flight. The gyro must be up to speed
before the system will operate. Allow
three minutes for the gyro to come up
to speed.
information:
11

KI 204/206 KG 107
KA 185
KI 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 used
with the KN
74, KNS 80, KNS 81, KX 165 or
KNC 610.
KG 107 Directional Gyro
The KG 107 Directional Gyro displays
Unslaved 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 operatingand
gyro up to speed before the system will
operate. Allow three minutes for the gyro to
come up to speed.
KI 525A Horizontal Situation Indicator
The KI 525A is the display portion of
(HSI)
the KCS 55A Slaved Compass System and
displays the following:
Slaved gyro magnetic heading informa-
Selected heading(HDG "bug").
VOR/LOC/RNAV course deviation.
Glideslopedeviation.
KA 185 Mode Annunciator (Optional)
ciation display of all appropriateoperating
tion.
The KA 185 provides a parallel annun-
KI 525A
KAS 297B
modes and may be positioned on the panel
in the pilot's normal scan.
(Optional)
130A Altimeter to providealtitude prese-
lectlalertingand vertical speed modes for
the KFC 150 and
KAP 150 systems.
System Monitor Description
Through the use of extensive monitor
circuits in the 100 series flight control sys-
tems, safer control of the aircraft is provid-
ed, since failures are predominantly
"soft"
(aircraftcontrol is automatically returned to
the pilot when a fault is detected). Because
of this safety factor, the 100 series flight
control systems are able to provide
smoother control of the aircraft due to
increased servo authority.
The internal monitors continuously
check for the presenceof operatingpitch
and 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 directionof trim,
abnormal pitch attitude rates, and abnormal
roll attitude rates.
The trip levels for pitch and roll attitude
rates and duration are independently set on
the adapter modules for each aircraft.
Digital design allows the incorporation
of these monitors without the weight and
space penalties associated with previous
technology systems. Now these important
safety features are available to the opera-
tors of piston engine aircraft at a reasonable
price.
KAS 297B Altitude Selector
The KAS 2978 is used with a KEA
12

I)
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I)
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a
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0
THE KAP 100 AUTOPILOT SYSTEM
The KAP 100 is a single-axis,digital,
panel-mountedautopilot designed to incor-
porate substantialpilot workload relief ben-
efits into a highly affordable system for both
light single and twin engine aircraft.
The KAP
100 is capable not only of fly-
ing the aircraft in a wings level attitude, but
also of intercepting and tracking headings
and courses. It can fly all of the lateral
modes flown by the KAP 150 including
heading hold (HDG), NAV (NAV), approach
(APR) and back course
(BC).
Like the KAP 150, the KAP 100 comes
equipped with the King KG 107 directional
gyro as standard equipment, but an option-
al KCS 55A Compass Systemwith a
KI 525A PNI may be chosen instead. (If
you are unfamiliar with the operation of a
PictorialNavigation Indicator (PNI) you
should stop here and review the section of
the KCS 55A Compass System on page
The KG 107 is not a slaved system,
which’vneans the gyro must be adjusted
periodicallyto correct fqr precession.
The KG lOLdispla+s aircraft magnetic
heading, and radio rfavi&ttioncourse infor-
mation must be read from the associated
CDI to monitor the horizontalnavigation
results of autopilot control movements.
95.)
63

Trim Failure
Warninc
I
/
Heading
Hold (HDG)
Autopilot
Engage (AP ENG)
Navigate (NAV)
(VOR/RNAV) Course
(BC)
Approach (APR) Self-Test
(ILS, VOR or RNAV)
Control Wheel
Mode Autopilot Action
Attitude Reference Power on and no modes s&ected. KG
258
displaysaircraft attitude and KGS 107 displays
unslavedheading. Align headingto magnetic
compass by pushing and rotating the knob on
the lower left of the KG
107 and update
periodicallyto correct for precession.(With the
optional KCS 55A Compass System, a
KI 525A
PNI is installedin place of the KG
107. The PNI
will display slaved aircraft headingand requires
no periodic update.)
Aircraft control surfaces (ailerons) smoothly
respond
to satisfy the autopilot modes selected
by the pilot.
Autopilot Engage
(AP ENG)
64
0
0
0
0
0
0
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0
0
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(I
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Heading(HDG) Select desired headingon the 'bug' on the
KG
107 (or optional KI 525A), and the autopilot
will turn to and maintainthe heading.
With a VOR course (or RNAV on RNAV equipped
aircraft) selectedon the CDI or PNI, the autopilot
will intercept and track the appropriate course.
Navigate(NAV)
(VORmNAV)
Approach (APR)
(ILS, VOR or
RNAV)
With an
ILS or VOR (or RNAV) course selected
on the CDI or PNI, the autopilot will intercept
and trackthe appropriate ILS localizer only, VOR
or RNAV course.
With the front course ILS set on the CDI or PNI,
the autopilot will capture and track a reverse
localizer course.
Back Course (BC)
Test Button Depressing the test buttoninitiates a test of the
KAP
100 circuitry includingoperation of the King
manual electric trim (if installed). The test must
be performedafter turn on before the autopilot
can be engaged.
ControlWheel
Steering
(CWS)
This optional feature
for the KAP 100 includes
a switch mountedon the control wheel which
allows
you to maneuver the aircraft in the roll axis
without disengagingthe autopilot. After the CWS
switch is released,the autopilot resumes control
of the aircraft.
65

OPERATING THE KAP I00 SYSTEM
When initially powered (no modes
selected), the
KAP 100 will display aircraft
attitude on the KG
258 and unslaved head-
ing on the KG 107. Align heading to the
magnetic compass by pushing and rotating
the knob on the lower left of the KG 107
and update it periodically to correct for pre-
cession.
System Self-Test
The KAP 100 system incorporates a
system self-test function which
is activated
by a test button on the KC 190 Mode
ControllComputerlAnnunciator. The test
must be performed before the autopilot can
be engaged. The test determines, before
takeoff, that the system is operating normal-
ly. To perform the test, momentarily push
the test button:
1. All annunciator lights, the trim light and
autopilot light will illuminate.
2. The trim light will flash 4 times.*
3. The annunciator legends will go blank,
an aural tone will beep (approx.
6
times) and the 'AP' light will flash
(approx. 12-13 times) and go off. (If
the AP light fails to flash you will be
unable to engage the autopilot.)
4. The KC 190 display will go blank.
The test checks all digital computing
capability,the disconnect capability of the
autopilot, and the failure annunciator sys-
tem. CAUTION:
If the trim legend flashes
at the end of the test it indicates there is a
failure in the King Manual ElectricTrim.
(See a qualified King Service Agency for
repair.)
*On systems with King manual electric trim
only.
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66

'zr- 4
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Attitude Reference Mode
Of ODeration
The system will be in the basic attitude
reference or "gyro"mode with engine(s) run-
ning and aircraft power on, but no modes
selected (annunciator panel blank). Aircraft
heading is shown on the KG
107 and pitch
and roll attitude on the KG 258 Horizon
Reference Indicator. (When the optional KI
525A
PNI is installed in place of the KG
107, aircraft headingwill be shown on the
KI 525A.)
Attitude Gyro Operation Note: When
shutting down the aircraft for short periods
of time, make sure the Attitude Gyro has
completely spun down before starting oper-
ations again. Gyro spin down occurs when
the air supply is cut
off to the gyro and usu-
ally takes about
10 minutes.
During Gyro spin down most gyros
have a tendency to 'tilt" (precess) to one
side.
If the air supply is reapplied to the
gyro while in this state, slow gyro erection
(leveling) will occur due to gyro inertia.
If
aircraft operations are initiatedbefore the
gyro is fully erected, there is a greater pos-
sibility that the gyro may tumble causing
loss of primary attitude informationfrom the
Attitude Gyro.
AF
AUTOPILOT (AP) MODE
NOTE: The autopilot cannot be engaged
and used after power has been applied to
the system until the system self-test has
been performed.
The autopilot provides single axis (roll)
stabilization as well as automatic response
to all selected autopilot modes.
On initial engagement, with no other
autopilot modes selected on the KC
190,
the KAP 100 will fly the aircraft wings level.
Warning: Whenever the autopilot is disen-
gaged, the
AP legend on the annunciator
panel will flash and an aural tone will sound
to alert the pilot.
NOTE: For system limitations refer to the
Flight Manual Supplement for your particu-
lar aircraft.
67

t AP
1
HEADING SELECT (HDG) MODE
In the heading mode, the autopilot will
intercept and fly a selected heading. The
following steps should be taken
to operate
in the heading mode:
1. Move the heading 'bug" to the desired
headingon the
KG 107 using the
headingselect knob. (If the optional
KI 525A is installed, set the heading
"bug"on it instead.)
2. Depress the HDG button on the KC
190 to engage the heading select
mode. With the autopilot engaged, the
autopilot will turn the aircraft in the
shortest direction
to intercept and fly
the heading.
3. If you move the heading "bug"again
while the heading select mode is
engaged,the autopilot will immediately
turn the aircraft in the direction
of the
new heading.
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RF II
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I
P
The capture point will vary depending on
the angle of intercept and the rate of
change of VORFINAV radials.
(See page
84/85 for illustration)
NAVIGATION (NAV) MODE
USING THE KG 107/Kl206
INDICATORS (VOR, RNAV)
In the navigation (NAV) mode the
autopilot intercepts and tracks VOR and
RNAV courses. To operate in the NAV
mode (with the
KAP 100 currently in HDG
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 OBS to the desired course.
3. Depress the NAV button on the KC
190. (HDG will remain illuminated and
NAV will flash to signify that the NAV
mode is armed.)
NOTE:
If the NAV mode is selected with the
aircraft level within
*4 degrees and within
2-3 dots of course deviation, NAV arm
mode will be bypassed and the NAV mode
will engage directly.
4. Within five seconds, move the heading
bug on the KG
107 to the same mag-
netic heading as the selected course
on the CDI.
5. The autopilot will fly an automatic 45
degree intercept heading until within
the capture zone,* then intercept and
fly the desir3d.course. The "HDG" light
will go
off and the 'NAV' light will illumi-
nate steadily as the 'NAV" mode goes
from arm to engage.
6. The autopilot will bank as necessary to
maintain course.
NOTE: You should consider using HDG select
mode just prior to VOR station passage.
If the
autopilot is engaged in NAV mode it may
cause erratic maneuvers while following a
rapidly changing course deviation needle as
the aircraftflies in the cone of confusion.
NOTE: For system limitations refer to the Flight
Manual Supplement for your particularaircraft.
69

MVIG4Tlm IMW MODE USING
In the navigation (NAV) mode, the
autopilot intercepts and tracks VOR and
RNAV courses. To operate in the NAV
mode:
1. Tune the frequency for the selected
VOR (or VORTAC) station. For RNAV,
set in the waypoint distance and VOR-
TAC radial.
2. Set the desired course on the KI 525A
PNI.
3. Establish the desired interceptangle
by setting the heading 'bug' on the
intercept headingand activate HDG
mode. The KAP
100 can perform all-
angle intercepts when using the
KI
525A PNI. (HDG light will illuminate.)
4. Depress the NAV button on the KC
190. (NAV light will flash to signify that
NAV mode is armed.)
NOTE: If the NAV mode is selectedwith the
aircraft level within
*4 degrees and within
2-3 dots of course deviation, NAV arm
mode will be bypassed and the NAV mode
will engage directly.
5. The autopilot will fly the selected
heading until entering the capture
zone,* then turn to interceptthe select-
ed course. The HDG light will go
off
and the NAV light will illuminate steadi-
ly as the NAV mode goes from arm to
engage.
6. The autopilot will bank as necessary to
maintain course.
*The capture point will vary depending on
the angle of intercept and the rate of
change of VORRNAV radials.
(See page
86/87 for illustration)
k
NOTE: You should consider using HDG
select mode just prior to
VOR station pas-
sage. If the ahtopilot is engaged in NAV
mode it may cause erratic maneuverswhile
following a rapidly changiag&ouise devia-
tion needle as the aircraft flies in the cone
of confusion.
70

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APPROACH (APR) MODE
USING THE KG 107/Kl206
INDICATORS
The approach (APR) mode allows the
autopilot to intercept and track
ILS localizer,
or VOR or RNAV courses. To operate in the
APR mode (with the KAP
100 currently in
HDG mode):
1. Tune the frequency for the selected
ILS, VOR or RNAV approach.
2. Set the OBS to the final approach
course (front course for
ILS even when
flying a reverse course approach).
3. Check the heading displayed on the
KG
107 against the magnetic compass
and reset if necessary.
190 (HDG will remain illuminated and
APR will flash
to signify that APR mode
is armed).
NOTE: If the APR mode is selected with the
aircraft level within
*4 degrees and within
2-3 dots of course deviation, APR arm
mode will be bypassed and the APR mode
will engage directly.
5.Within five seconds, move the heading
'bug" on the KG
107 to the same mag-
netic headingas the selected course
on the CDI.
L, .-
6.The autopilot will fly an automatic 45
degree intercept heading until within
the capture zone, then intercept and fly
the desired course. The "HDG' light
will go
off and the 'APR' light will illumi-
nate steadily as the APR mode goes
from arm to engage.
7.The autopilot will bank as necessary
to
maintain the localizer or approach
course.
NOTE: For system limitations refer to your
Flight Manual Supplement.
(See page
80/8l for illustration)
4. Depress the "APR' buttonon the KC
71