KING KAP 200 Manual

G'
...

TAt3LE OF CONTENTS
Introduction ...................................................... 3
KCS55A CompassSystem. ...
KI525AIndicator ...........
TheSlavingMeter ............................................... .7
OperatingInstructions
............
OperatingProcedures
Vectors
to interceptaradial ...................................... 10
Turn to interceptaVictorAirway .................................. 1 1
Negotiatinga dogleg inaVictorAirway. ............................ .12
Airwaylnterception
............................................ 13
HoldingPattern
...................................
ILSApproach-Front Course .........................
LOCApproach-Back Course ................................... 16
SystemComponents
........................................... 17
KAP200AutopilotSystem
..... ... 18
KAP200SystemPanelchecklist
.................................... 19
KFC200SystemPanelChecklist
, , . .............................. 21
KFC200SystemComponents
..................................... .22
Modesof OperationFlightDirectorSystem
.............
SystemSafety-Integrity Monitors .................................. 26
PreflightTest
................................................... 27
AutopilotEngagement(AP)
.................
Navigation(NAVIARMandNAVCPLD)Mode ............
Approach(APPRIARMandAPPRICPLD)Mode ..........
BackCourse(BC)Mode . . ..................................... 32
Go-AroundMode
....... ..................................... 32
OptionalAltitudeSelect
...................................... .' ... .32
AltitudeHold(ALT)Mode
. . ..................................... 33
ManualElectricTrim
........................ .................. 33
ControlWheelsteering .......................................... .33
Takeoff andClimbtoSelectedAltitude ....................... ?"::. . %,35
Outboundon FrontCoursefor Procedure
TurntolLSApproach
........................................ 36,37
FrontCourse ILSApproachwith Missed
RNAVCapture
............................................... 40,41
KFC200FlightControlSystem .... ..........................
KFC200SystemIntegration ........................
OperatingtheKFC200System. .............
FlightDirectorMode(FD) ..................
HeadingSelectIPreselectMcde(HDG) ............................... 29
KFC 200 OperatingProcedures
ApproachandGo-Around
................ .... .38,39
?
42
GeneralEmergencyProcedures. ..................
Disengage APIYAW DAMP
Automatic AP Disengagement
ManualElectric PitchTrim Disengagement
Engine Failurein
MIE Aircraft (Coupled)
Systemweightandpowerrequirements.
............................... .43
KingWarrantyService
....................................... Backcover
2

c
The pressuresof single-pilot instrumentflying into-
day’s busy air traffic environment can place some
very critical demands on your skill and concentra-
tion.To help you stay
on top of the situation, King
hasdesignedtheKAPlKFC
200 systemstoprovide
affordable flight control sophistication for your
high-performancesingle
or pistontwin.
Inthis Pilot’s Guideyou’ll find answersto most
of your questions regarding the performanceL,q-
pabilities and basic operational requirements of
theseadvanced-designKingsystems.
IMPORTANTThis Pilot Guide providesa eneraldescription
of the various operationalcharacteristicsoftheKAP/KFC 200
Flight Control Systems. However,operationof these systems
should not be attempted without first reviewing the specific
information in the
FAA approved Aircraft Flight Manual Sup-
plementfor your particular aircrafttype.
3

' L -, I'
I- AUTO CCW IA
tracking,whileeliminatingthe
and
KFC 200 systems
Thepanel-mounted
KI 525APNI combines separate indicators
the display functions of both the standard
4

(actualsize)
NAV Warning Lubber Line Compass
Flag \ I /Warning Flag
Dual
I
Aircraft -T
Course
Select
Pointer
. To-From
Indicator
Glideslope
Scale
-Deviation
Course' VOR/LOC Codpass Card
Select Knob DeviationScale
THE KI 525A INDICATO..
The KI 525A PictorialNavi ation Indicatoris formationintoone compactdisplay. By pro-
the paneldisplay for the K8S 55A Compass viding a simple, comprehensivevisual pre-
System. It replacesthe standard directional sentation
of the aircraft's headingand posi-
yro and course deviation indicator(CDI) in tioninrelation to adesiredcourse,the pilot's
t e aircraft's panel,combiningslaved head- navigation workload is considerabiy re-
ing and VORlLOClGlideslope deviation in- duced.
5

DESCRIPTION OF rm m-XTOR
AND DlspLAY FUNTlONS
Compass Card-Responding to the input
fromtheslaveddirectionalgyro, thiscardro-
tates within the display
so that the aircraft
heading is always at the top, underthe lub-
berline.
LubberLine-A fixedwhitemarkeratthe top
of thedisplaythatindicatesaircraftmagnetic
headingonthecompasscard.
SymbolicAircratt-A fixed representationof
the actual aircraft. This miniatureaircraft al-
ways pointstowardthetop
of thedisplayand
thelubberline.
Selected Course Pointer-On this two-part
arrow, the "head" indicatesthe desired VOR
or Localizer course and the "tail" indicates
the reciprocal.This pointer is set by rotating
the courseselectknob.
Course Select Knob-Used to rotate the
course pointer
to the desired course on the
compasscard.Thisknobcorresponds
to the
Omni Bearing Selector
(06s) on standard
NAV indicators.
VOR/RNAV and LOC Deviation Bar-This
barcorresponds
to the "leftlri ht" needleon
standardcourse deviation in8cators.When
the aircraft is preciselyon the VOR radialor
Localizercourse, it forms the center section
of the selected course pointer and will be
positionedunder
the symbolicaircraft.When
off course or approaching a new course, it
will move
to one side or the other. Since the
entireVOR andLocalizerdisplayrotateswith
the compass card, the angular relationship
betweenthe deviation bar and the symbolic
aircraftprovidesa pictorialsymbolicdisplay
of the aircraft's position with respect
to the
selectedcourse.
DeviationScale-When tuned
to a VOR fre-
quency, each white dot represents2" of de-
viationleftor rightof course.Whentuned
to a
Localizer, the deviation is
M" per dot. In
RNAV "APPR" mode the scale is
?4 nm per
dot. InRNAV 'ENROUTE" modethe scaleis
1
nmperdot."
'This is true of all King and most other
RNAV systems.
Heading Select Bug-A movable orange
marker onthe outer perimeterof the display,
usedprimarily
to selectthe desired heading
you wish to fly. This desired heading is
coupledto theKAP200Autopilotor KFC 200
Flight Director
to provide the "Heading
Select"function.
Heading Select Knob-Used
to rotate the .
headingselect bug to adesiredpointonthe
compasscard.
To-From indicator-A whitetrianglenearthe
center
of the display that indicates,with ref-
erence
to the OBS setting, whether the
courseselectedis
"to" or "from"the selected
VOR stationandlor RNAV waypoint.
DualGlideslopePointers-Chartreuse trian-
gular pointers on either side of the display
dropintoview when ausableGlideslopesig-
nal is receivedand retract out of view when
the Glideslope signal becomes marginal.
Duringan ILSapproach,these pointers rep-
resent the vertical orientation of the aircraft
with respect
to the center of the Glideslope
beam.When on Glideslope,the pointerswill
align with the center markerson the Glide-
slopescale.
Glideslope DeviationScale-White dots on
eachsideofthedisplaywhich, inconjunction
with the F;lideslope pointers, indicate either
"above", below", or "on Glideslope"during
an ILSapproach.
Com
s Warning Fla A redflag labeled
"HDEecomes visibyzn
the upper right
quadrantof thedisplaywhenever the electri-
cal power is inadequate or the directional
gyro
is not up to speed. Compass failures
canoccur which will not be annunciated by
the
'HDG' flag.Therefore, periodiccompari-
sonwith the standbycompass isadvised.
NAV Waming Flag-A redflaglabeled"NAV"
becomesvisible intheupperleftquadrantof
the display whenever a usable VOR or Lo-
calizer signal is not beingreceived.
If RNAV
isinstalledandthe system is inRNAV mode,
both VOR and,
DME must be usable before
the NAV flag will disappear.
'
b'
6

“lESLWNGMETER
Slaving
Meter
KA 51A
lntemallyLighted
1
Clockwise Slaveand
Free
Adjustment GyroSwitch
’
KA51B
SlavingMeter /A
\ MAN CW 1
Counterclockwise
Adjustment
Slaving Meter-This meter indicates
anydifferencebetweenthedisplayedheading
andthemagneticheading.Rightor updeflec-
tion indicatesa clockwiseerror of the com-
passcard.Leftor downdeflectionindicatesa
counterclockwiseerrorof thecompasscard.
Whenever theaircraftisinaturnandthecard
rotates,itisnormalfor thismeter
to showafull
deflection
to one sideor theother.
NOTE: Duringlevelflightit isnormalfor
the meter needle
to continuously movefrom
side
to side and to befully deflectedduring a
turn.
If theneedlestaysfully deflected,leftor
right, during levelflight, the free gyro mode
can beused
to centerit. as describedbelow.
SlaveandFreeGyroSwitch(KA51A)-
When depressed,thesystem is intheslaved
gyro mode. When the button is in the outer
position(not engaged) the system is in the
freegyro mode.
(KA 51B)-Operation isiden-
ticalexcept switchispulledandmoved
to the
appropriate position.
(actualsize)
\ Clockwise/
counterclockwise
7 Adjustments
Clockwise Adjustment (KA 51A)-
When the system is in the free gyro mode,
depressing the clockwise manual heading
drive button will rotate the compass card
to
the right to eliminateleft compasscarderror
(KA 51B)-Operation is identical except
switch is heldto clockwiseposition.
CounterclockwiseAdjustment
(KA 51A)
When the system is in
the free gyro mode,
depressing the counterclockwise manual
headingdrivebuttonwill rotatethe compass
card
to the left to eliminate right compass
card error.
(KA 518)-Operation is identical
except switch is held
to counterclockwise
position.
The
KA 51 BControlandCompensator
Unitisasmallerslavingaccessorywhich has
replaced the
KA 51A. The KA 51B can be
mountedeither vertically or horizontally, and
provides all the slaving modes and capa-
bilitiesof the larger KA 51A.
7

OPERATING
1. Untilpower isapplied to the KCS55A Sys-
tem, andthe directionalgyro is upto speed,
a redflag labeled
"HDG" will bevisible inthe
upperrightquadrantof theKI525A Indicator
Inoperation, this warning flag will be visible
whenever the power being supplied is in-
adequateor the gyro is not up
to speed
2. With the application of power to the KCS
55A System, and gyro up
to operating
speed,the red
"HDG" flagshoulddisappear
from view.
3. If the KCS 554System is intheslavedgyro
mode,thecompasscardwillautomaticallyfast
slave at the rate of
180 degrees per minute
toward the aircraft's magnetic heading.
(Immediately after applying power, this com-
passcardmovementshould
be quitevisible ) It
will continue to fast slave until the proper
magnetic heading is indicated, after which
it
wll slave at a constant rate of 3 degrees per
minute
to keep the system aligned with the
earth'smagnetic field.
Under some conditions
it is possiblefor
the system to
stop slaving exactly 180" from
thecorrect heading.
If thisshouldoccur.move
the ManlAuto switch to the Man mition.
5. Until a usable navigation signal is being
receivedby the KCS 55A system, a red fla
labeled'NAY will bevisibleinthe upper left
quadrantof the
KI 525A Indicator Inopera-
tion, this warning flag should be visible
whenever aninadequatenavigationsignal is
beingreceived.
6. For normalnavigationto or from a VOR or
VORTAC, set the NAV receiver
to the desired
VOR or VORTAC frequencyandthe rednavi-
ationflag(NAV)shoulddisappearfromview
!a usablesignal isbeingreceived.
7. Rotate the course select knob to position
the course pointer
to the desired VOR
course.
8. The VOR deviation bar represents the
selected course andthe relationshipof this
bartothesymbolicaircraftinthecenterof the
instrumentvisually presentsthe actual rela-
tionship of the selected course
to your air-
craftheading.(Inotherwords,
if the symbolic
aircraftonthedisplayindicatesa proaching
the deviation bar at
45", that is tleangle at
which your aircraft is actually approaching
theselectedcourse.)
Rotatethecompasscard
rt 10"fromtheincor-
reciheadingbyholdingtheCWlCCW switch
to
one side, andthen returnthe system to slaved
operationbymovingtheManlAutoswitchback
to theAuto position.The systemwillthenslave
to the correct heading. pear.
4. For free gyro operation, check the slaving
meter
to determinewhetherthere isrightor left
deflection. Then hold the CWlCCW switch to
centertheneedleandproperlyalignthesystem
with the earth's magnetic field.
A check with
the standby compass is recommended
to
assurethere is approximateagreement.
9. To preparefor an 1LS approach, tune the
NAV receiver
to the desired Localizer fre-
quency. If a usableLocalizer Signal is being
received, the NAV warning flag will disap-
10. For a frontor backcourse approach, ro-
tatethe courseselect knob
to set the course
pointer on the inboundLocalizer course. As
with normalnavigation
(X6 above),the LOC
deviationbar representsthe desiredcourse.
The relationship between this bar and the
symbolic aircraft gives atwpicture of your
8

lNsTRUcTl0NS
aircraft's position with respect to the Lo-
calizer course Always setting the course
pointerto the inboundLocalizer coursepro-
vides the correct deviation
bar sensing
whether flying a front or back course ap-
becomevisible on bothsidesof the display
when ausableGlideslopesignalisreceived
If they donot comeintoview, ausableGlide-
slopesignal isnot beingreceived
12. The Glideslopepointersindicatethe rela-
tive position of the Glideslope path with re-
spect to the aircraft. (In other words, if the
pointersareabovethe center marker,theair-
craftisbelowthe Glideslope.)
Abnormal Circumstances
If the WarningFlag(HDG) appearsduring
operation,the compasscard indicationswill
be inerror. Power ma beremoved from the
KG 102A Directionaliyroby pullin the ap-
propriate circuit breaker. The %elected
Course, VORlLOC Deviation Bar, the NAV
flag,and the TolFrom Indicatorwill remain in
operation.
If the NavigationWarning Flag (NAV) ap-
pears during operation, there are several
possibilities: (1) the NAV receiver is not
turnedon,
(2) the NAV receiver isimproperly
tuned,
(3) the groundVOR or LOC station is
malfunctioning,
(4) the aircraft is out of
rangeof the selectedgroundstation.
(5) the
aircraft NAV receiver has malfunctioned.
(Thecompass card will continueto display
the aircraft heading even
if a usable NAV
signal is not being received.)
(6) If in RNAV
modethe DME has malfunctioned.
If the Glideslope pointers remain out of
view during a front course ILS approach,
either the aircraft Glideslopereceiveror the
roundstationGlideslopetransmitter
is mal-
able during a back course approach. (The
VOR and LOC coursedisplaywillcontinueto
functionnormallyeven
if ausableGlideslope
signalisnot beingreceived.)
Acontinuous largedeflectionof theslaving
meter or large discrepancies between the
magneticcompassandtheKI525Acompass
card may indicate a failure in the slaving
system.
If a slaving failureshouldoccur, the
ManlAutoswitchshould
be moved to theMan
position
to select the free gyro mode. Then,
by holding the CWlCCW switch to' the ap-
propriate side the compass card can be
rotatedtothecorrectheadingasindicatedon
the standby compass. The KCS 55A system
should continueto function normally except
theheadinginformationwill
be solelyderived
fromthe KG 102A DirectionalGyro;therewill
be no automatic heading correction and
periodicadjustmentsmustbemademanually
to correctfor precessionby reference
to the
standby magnetic compass, as with any
directionalgyro.
P unctioning. ''
Glideslope is usually not avail-
NOTE: It is desirableto disconnect the au-
topilot underthe followingconditions
1 HDG flag comesintoview
2 System is in Fast Slave
3 Duringmanualslaving
The system has the capabilityto supply the
autopilotwithanautomaticdisconnectsignal
underthese conditions
NOTE. For system limitationsinyour particu-
lar aircraft type, refer to your Flight Manual
Supplement
L..
9

t
i
.
,
i'
I
Y.
Procedureswith
the KCS
55A
The next few pages depict a
normal flight departure from
MKC enrouteto
STL via Victor
Airway V-12. (Thechartsshown
herearefor illustrationpurposes
only, not
to be used for naviga-
tion.) Careful study of these
photographsof theKI525A PNI
shouldgiveyou abetter ideaof
howsimpleandcomprehensive
thedisplay reallyis.
1.
vectors to
lnterce t a Radial
After takeoff !om KansasCi
we selectaheadingof
60" wi#
the heading bug to intercept
the
110" course to Napoleon
(ANX) VOR. Selected course
pointer is set on
110" with the
courseknob.,The KI525A Pic-
torialNavigationIndicatorcon-
veniently and accurately dis-
playsthe interceptangle.
----
L ,
2.
The VOR deviation bar begins
to center as we approach the
110" course to Napoleon.The
KI 525A
PNI makes it possible
to inteEep\ the new course
smoothly.witholdovershooting
or bracketing.One method of
doing this is to adjust your
heading
so that the top of the
deviation bar always touches
the lubber line. As your aircraft
heading approaches the new
course, the deviation bar will
swing towards the center and
the angle of intercept will
decrease.
10

Turn to Intercept When the deviationbar is cen- About midwaybetweenNapo-
a Victor Airway tered and aligned with the leon and Columbia (CBI),you
The
"TO" indicator starts to course arrow, you are On switchto the CBI VOR and the
swing to
-FROM" as fly course Notice that correction TOlFROM indicator immedi-
Over the Napoleon VORTAC for wind drift-in this case, a ately
s&& to "TO" Also note
station At this time, set the
080" heading on a 088" the course arrow should be
selectedCourse pointeron the COUrSe-IS Completely aU- moved from
088" to ago",
V-12courseof 088" tomaticaslongasyoukeepthe which is the V-12 inbound
AS you&gin your leftturn
to track V-12, notice that the
KI 525A PNI continuously dis-
devlatlonbar centered
11

6.
As you fly over the Columbia
station,the
TOlFROM indicator
changesto
'FROM". Sincethe
outboundcourse
for V-12 from
Columbia to Foristell
(FTZ) is
098'. you now set the selected
course pointeron
098" and fly
to keepthe deviationbar cen-
tered.
7.
Near the Heman intersection
you switchto Foristell
VORTAC
and move the course arrow to
100: whichisthe V-12 inbound
course to
FTZ. The TOIFRQM.
indicator changes to "TO". - -4
*;
12

--
I
9. IO.
Airway Interception
Asyoucrossthe ForistellVOR- You are now established on
Your clearanceisV-12 to Foris- TAC,thedeviationbarwillaligri V-14, flyingtotheSTLVORTAC
tell, then V-14
to the St. Louis withthe coursearrow. Now set Once again, if you fly to keep
(STL) VORTAC, direct Lambert the heading bug to
061" and the deviation bar centered,
Field. Approachjng the
, FTZ
turnlefttofollowV-14 totheSTL correctim for wind driftwill au-
station, the headingbug is on VORTAC. tomatically be accomplished.
100" asa referencefor the V-12
course or as heading com-
mandfor the autopilot,
if used.
Selectthe
St. LouisVOflTACon
the NAV receiver and set the
course pointeronthe STL
061"
course.

1. Approaching the STL VORTAC, the con- 2. Halfway through the outbound turn, the
troller asks you
to hold southwest of the
KI 525A display shows the deviation bar
VORTAC on the 244" radial, right turns.
You behind the symbolic aircraft. You know,
are now over the station with a 064" course therefore,that you must eventuallyflyback
to
selected(the TOlFROM indicatorhas swung the radial in order to be on course during the
to "FROM"). Set your headingbug to the re- inboundlegof the holdingpattern.
ciprocal or outbound heading of 244" for
easy reference and begin your right turn
holdingpattern.
3. Outbound,youare usingthe headingbu
as a reference for 244". The 244" radialis
08
the rightwing and parallel to your outbound
course.
4. Halfwaythrough your turn
to the inbound
064"course,the
KI 525Ashowsthesymbolic
aircraft approaching the deviation bar at
a
rightangle. By keepingthetop of the devia-
tionbaron thelubberline,you cancomplete
your turn and rollout preciselyon course.
NOTE: For system limitationsrefer to your
FlightManualSupplement.
14

J 1
1. You are vectored from the holdingpattern
tothe13-mile
DME arc.Theaircraftisturning,
withthe headingbugset on
170" to intercept
the Localizer. You have already set the
selected course pointer on the inbound ILS
course 130" and the
KI 525A shows the Lo-
calizer course is directly ahead. The Glide-
slope pointers came intoview when the ILS
frequency was tuned, since a usable Glide-
slope signal is being received.
2. Capturing the ILS course can be accom-
plished without overshooting or bracketing
with the same technique you used in inter-
ceptin an enroute course: Simply keep the
topof t8edeviation baronthe lubberlineand
coordinateyour turn untilthe bar iscentered
with the course arrow. Eachdot on the LOC
deviation scale represents 1/2" deviation
when tuned to.an ILSfrequency.
3. The KI 525A shows you that you have in-
tercepted the Localizer course. The Glide-
slope pointers have started to center, al-
though the displa indicates your aircraft is
still below the gldpathat this point.
4. You are nowcenteredonthe Localizerand
the Glideslope. Once again, the
KI 525A
shows your aircraft iscrabbedabout
005" to
the rightto maintainthe Localizercourse.
NOTE: For system limitations refer to your
Ftight ManualSupplement.
.
15

1. You are outbound on the back Localizer
course,havingalreadysetthecoursepointer
to theinboundfrontcourseat238".The head-
ing bug is preset at
193" for the procedure
turn. (Since there is usually no Glideslope
signal on a back course, the Glideslope
pointersare out of sight.)
2. Duringthe procedure turn outbound, the
deviation bar shows pictorially that the air-
craft(asrepresentedbythe symbolicaircraft
in the center of the
KI 525A) is flying away
from the Localizer centerlineat a
45" angle
whenthe headingmarkerisunderthe lubber
line. Note that left-right deviations of the
coursebar give "fly-to indicators,just as on
the front course.
3. Now you've reset the heading marker to
013" and made a 180" turn to this heading.
This 013" heading will intercept the back
course. The
KI 525A clearly pictures the
courseyou are
to interceptand the angle of
interception.
4. You have smoothly interceptedthe back
course.Since the course arrow isset on the
frontcourse(238"), the
KI 525A shows atrue
pictureof the situation
. . flying inboundon
the backcourse.You may reset the heading
marker
to 058" for easy reference.
NOTE: For system limitationsrefer to your
FlightManualSupplement.
16

,3:11
KB 55ASYSlEM.
.’ .
1
A
The KI 525A PictorialNavi ation Indicatoris
the paneldisplay forthe KES
55A Compass
System.
It combines the functions of the
standard directional gyro and the
VOW
LOClGlideslopedeviationindicator.
-
!-
The KG 102A DirectionalGyro
providesthegyro-referencefor
thesystem.Powermaybefrom
either
14 or 28 volts DC. Re-
motemounted.
+“
T
I- 353
,I- *
-
The KA 51 B SlavingControland
Compensator Unit is panel-
mounted. It provides selection
of “slaved gyro” modesfor the
system and manual slaving
when the system is in “free
gyro”
mode. The meter indi-
catesproper slavingoperation.
14 and 28 volt lightingoptions
available.
The KMT
112 MagneticSlaving
Transmitter senses the direc-
tion of the earths magnetic
field and continuously trans-
mitsthis informationto correct
for gyrodrift. Remotemounted
usuallyinawingtip.
17

With this lower-costKAP 200 control system option,
Kingoffersyou basicAutopilot-onlyflight capability.
An air driven, panel-mountedKG 258 Vertical
Gyro replacesthe V-bar FlightCommandIndicatorin
thissystem.TherearenoFlightDirector“V-bar” com-
putedcommandsor “Go-Around’’modes.
A KC 292 ModeControllerreplacesthe KC 290
usedinthe KFC200 System.The KC 292 hasaservo
trim indicator inplaceof the KC 290’s FlightDirector
button.
When there is no mode selectedandthe abtd-
pilot is engaged, the basic Autopilot mode is wings
levelandpitchattitudehold.All the modesdescribed
for the KFC
200, withthe exceptionof GO-AROUND,
are includedinthe KAP 200 system.
Thus, with the exceptionsof the Flight Director
andGO-AROUNDmode,the affordableKINGKAP200
system retains the most desirable features of the
KFC
200 system. These include PictorialNavigation
Indicator,completemodeannunciationandworkload
reducingoperationalmodes.
18

KAP 200 System
PanelChecklist:
The KA 285 ModeAnnunciatorPaneltellsthe
pilot when his selectedmode has been re-
ceived and accepted by the Autopilot flight
computer,and,
if an 'armed" modehas been
selected, it notifies the pilot when capture
has been initiated. Integral marker beacon
lights and trim failure warning are also
included.
NAV ARM ALT AP
HOG APPR CPLD GS
" II
I
The KC 292 Mode Controlleris used to turn
on the Autopilot system and to select all
operating modes.
A solenoid-held switch
engages the Autopilot, and five pushbutton
switches are used to select the desired
modes.
A vertical trim rocker switch, servo
trim indicator, and preflight test button are
also contained inthis unit.
19

INTRODUCTION TO
THE KFC 200
v-
The TSO’d KingKFC200 FlightDirectorlAutopilotisa
complete2-axis(pitchand rollwithaltitudehold)inte-
gratedsystemwithprofessional3-inchFlightDirector
displays. An optional 3-axis configuration with yaw
damper modeisavailablefor some aircraftat slightly
highercost.
The basic 2-axis system provides all stan&rd
operatingmodes and functions,plus importantpilot-
oriented features usually found only in larger, more
expensiveequipment.
The “brain” behind this whole system is the
solid-stateKC 295 Flight Computer.
It providescom-
putedpitchandrollcommandswhicharedisplayedas
visualguidancecommandson theV-barof the
KI 256
FlightCommand Indicator.
Electrictrimisalso provided,alongwithanauto-
matic autopilottrim system.
20