KING KAP 200 Manual

'SOUIDE
FOR THE KINC KAP/KFC 200
FLICH'li CONTROL SYSTEMS

2
Introduction . . . . . . . " 3
KCS 55ACompassSystem. . . . . . . . •. . . . . .. . . . . . . . . . . . . . . . . . . ...
. . . . 4
Kl 525A Indicator ..
The Slaving Meter..
Operating Instructi ons . . . ..
Operating Procedures
Vectors tointerceptaradial ..
Turn tointerceptaVictorAirway . . .
Negotiatinga
dogleg in aVictorAirway .
AirwayInterception.
HoldingPattern
... ..
ILSApproach -Fron tCourse ...
LOCApproach-BackCourse ..
System Components .
KAP 200 AutopilotSystem .
KAP 200 System Panel checklist ..
KFC200FlightControlSystem ........ . .
KFC 200 System Panel Checklist . . . . .
KFC 200 System Components . . . . . . .
KFC 200 System In teg rat io n . . .
Modes of Operation Flight Director System .
. . 5,6
. ... ' 7
. .. 8,9
. . . lO
. . .. 11
. . 12
. .. 13
. . 14
. 15
. 16
. . 17
. . 18
. . 19
.. ...... . 20
. ... 21
.. .. . .. .. . .22
... 23
. .. 23,24
Operatingthe KFC 200 System. . . . . . . . . . . . . . . . . . . . . . . . . . . . .... 25
SystemSafety-lntegrityMonitors ........... . ......... . ...... .. 26
Preflight Test. . . . . . . . . . . . . .. . . . . .. . . . . . .. . . . . ............ . 27
Flight Director Mode (FD) . . . . . . . . . . . . . . . . . . .. . . . . .......... 28
Autopilot Engagement (AP) . . . . . . . . . .. . . . . 28
Heading Select/PreselectMode(HDG) . . . . . . . . . . . . . . . . . . . . 29
Navigation (NAV/ARM and NAVCPLD) Mode . . . . . . . ....... . 30
Approach(APPR/ARMandAPPR/CPLD)Mode . . . .. .. 31
BackCourse(BC}Mode .. ... .. . ... . . . . . . . . . . . . . .. . . . . 32
Go-Around Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32
OptionalAltitudeSelect . . . . . . . . . . . . . . . . . . . . .. . . . .. . . . .. 32
Altitude Hold (ALT) Mode . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . .. . . 33
Manual Electric Trim . . .. . . . . . . . . . . . . . . . . . . . . . . . . .. 33
Control Wheel Steering . . . . . . . . . . . . ..............•.............. 33
KFC 200 Operating Procedures
Takeoff and ClimbtoSelectedAltitude ... .
Outbound
on Front Course for Procedure
Turn toILSApproach . . . . . . ..
Fro nt Course ILS Approach with Missed
Approach and Go-Around . . .
RNAV Capture . . .....
General Emergency Procedures..
Disengage AP/YAW DAMP
Automatic AP Disengagement
Manua l Electric Pitch Trim Disengagement
Engine Failure in M/E Aircraft (Coupled)
System weight and powerrequirements . . . .
King Wa rrantyService . . . . . ...... . .... .
. . . . . . . . . . . . . . . . . . . . . . . . .34,35
.
........ ... .. 36,37
. . .... .. .. .. .38,39
. 40,41
.
..... . .•... .. .. 42
...... . 43
. Backcover
•

The pressuresof single-pilot instrument flying in to-
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
hasdesigned the KAP/KFC 200systemstoprovide
affordable flight control sophistication for your
high-performance single or piston twin.
In this Pilot's Guide you' ll find answers to most
of your questions regarding the performance
ca-
pabilities and basic operational requirements of
these advanced-design King systems.
IMPORTANT: This Pilot Guide provides a general description
of the various operational characteristics of the KAP /KFC 200
Flight Control Systems. However, operation of these systems
should not be attempted without first reviewing the specific
information in the FAA approved Aircraft Flight Manual Sup-
plement for your particular aircraft type.
3

KINGKCS55A
COMPASS SYSTEM
The KCS 55ACompassSystem,whichincludes
theKA
51 BSlaving Control and Compensator
Unit, the KMT
112 Magnetic Slaving Trans-
mitter and the
KG 102A Directional Gyro as
well as the
Kl 525A Pictorial Navigation In·
di
cator is anintegral part of both the KAP200
and KFC 200systems.
Thepanel-mounted Kl525A PNI combines
the display functions of both the standard
4
DirectionalGyroand theCourseDeviation lndi·
cator's ·VOR/LOC/Glideslope information to
providethepilotwithasinglevisualpresentation.
of the complete navigation situation. Thus, it
greatly simplifies course orientation, in-
terception and tracking, while eliminating the
need for scan coordination between two
separate indicators.

NAVWarning
Flag
Heading
Select
Bug
Dual
Glideslope
Pointers
Symbolic
Aircraft
VOA and LOC
Deviation Bar
Course
Select Knob
(actual size)
VOR/LOC
Deviation Scale
Compass
Warning Flag
Compass Card
Course
Select
Pointer
T
o- From
Indicator
Glideslope
Deviation
Scale
Heading
Select
Knob
The Kl 525A Pictori al Navigation Indicator is formation intoone compact display. By pro-
the paneldisplay
for the KCS 55A Compass viding a simple, comprehensive visual pre-
Sys t em . It replaces the standard directional sentati on of the aircraft's heading and posi-
gyro and course deviation indicator
(CO i) in lionin re lation toa desired course, the pilot's
the aircraft's panel, combining slaved head-navigation workload is considerabiy re-
ing and VOR/LOC/Glldeslope deviation i
n- duced.
5

DESCRIPTION OF INDICATOR
AND DISPLAY FUNTIONS
Compass Card -Respond i ng to the input
fr
om the slaved directional gyro, this ca rd ro-
tates within the display
so that the aircraft
heading is always at the top, under the l
ub-
berline.
LubberLin
e-A fixed wh ile mar k er atthe top
orthe displ ay thatindicatesaircraft magnetic
headingon thecompasscard.
Symbolic
Aircratt- A fixed representation of
the
ac tual aircraf t. This miniature a ir cra ft al-
ways
po ints toward thetop of the display and
the l ubbe r line.
Selected Course Pointer
-On this t wo -part
arrow. the "head" indicates the
des ired VOR
or Lo cal i zer course and the "tail" indicates
the reciprocal. This
po interis set by rotati ng
the course se l ect k nob .
Course Select Knob-Used to rotate the
course
po inter to the des ir ed course on the
compasscard.This knob correspondsto the
Omni Bearing Selector (OBS) on standard
NAV indicators.
VOR/RNAV
and LOC Deviation Bar -This
bar
cor responds to the ' left/ri ght ' needle on
standard course d
ev iation indicators. When
the aircralt is
prec isely on the VOR radial or
Localizer course, ii fo rm s the center section
of the select
ed cou rse pointer and will be
pos itioned under thesymbolic aircraft. When
off course or approaching a new
cou rse, it
will move to
one si de or th e other. Since the
entire
VOR and Localizerdi sp l ay rotat es with
the
co mpass card, the angular relationship
between the
dev iation ba r and th e sy m bo lic
aircraft providesa pictorial sym
bo lic di sp l ay
of the aircraft's pos ition wi th r espect to the
selectedcourse.
Deviation Scale
-Wh en tuned to a VOR fre-
quency, each white
dot r ep resents 2° of de-
viation left or ri ght orcourse.Whentuned to a
Localizer,
th e deviation is ½0 pe r do t. In
RN
AV •AP PR " m ode th e scale is ¼ nm pe r
dot. In RNAV'ENROU
TE ' modethescaleis1
nm per dot.'
' Th is is true of all King and most other
RNAVsystems.
6
Heading Select Bug -A movable orange
marker
on the outer perimeterof the display,
used primarily to sel
ect the desired head ing
you wi
sh to fl y. This des ired head i ng is
coupled
lo the KAP 200 Autopilot orKFC 200
Flight Director to provi
de the "Headi ng
Sel ect' function.
Heading Select Knob-Used to rotate the
headi
ng sel ect bug to a desired po i nt on the
compass
ca rd.
To -From Indicator- A white tri ang le nearthe
center of the display that indi
ca tes. with ref-
erence to the OBS
set ti ng . whether the
course selected is"to" or "from· the sel
ec t ed
VOA station and /or RNAVwaypoin t.
Duaf Glideslope Pointers-Chartreuse trian-
gu lar pointers on either si de of the disp l ay
drop into viewwhen a us ab le Glideslopesig-
nal is r
ece ived and retr act out of view when
the Gli
des lope si gna l becomes ma rginal.
D
ur ing an ILS app roach, thesepointers rep-
resent the verti
ca l orientation of the aircraft
with respect to the center
of the Glideslope
beam.When
on Glideslope, the po inters will
align with the center markers on the Gli
de -
sl
ope scale.
Glideslope Deviation Scale-White
do ts on
eachsi
de ofthedisplay wh ich, inconjunction
with the Glidesl
ope po inters. indi ca te either
"above", "
be low", or "on Gli des l ope " dur ing
an ILS
app roach.
Compass Warning Flag- A r
ed fl ag l abe led
'H OG" b eco m es visible in the upper right
quadrantofthe di
sp laywhenever the electri-
ca l po wer is inadequate or the directi ona l
gyro is not up to speed. Compass failur es
can occur which will not be annunciat ed by
the'HOG' flag.Thererore, peri od ic compari-
son with the standbycompass is
adv ised.
NAV Warning
Fla11 - A red fl ag l abe l ed "NAV"
becomes visible,n the uppe rle ft quadrantof
the di
sp l ay whenever a usable VOR or Lo-
cal izer signal is not be ing received. If RN AV
is installed and the system is in RNAV mode.
bo th VOR and DME must be usable before
the
NA V flag will di sappear

Slaving
Meter
Internally Lighted
(actual size)
Clockwise
Adjustment Slave and Free
Gyro Switch Counterclockwise Adjustment
Slaving
Meter
Slaving M eter- This meter indicates
anydifferencebetweenthe displayedheading
and the magneticheading. Right orupdellec•
lion indicates a clockwise error of the com•
passcard. Left ordown deflection indicates a
counterclockwise error
of the compass card.
Whenever the aircraftis in a turn and the card
rotates, itisnormal forthismeter
to showafull
deflection to one side or the other.
NOTE: During level flight
it isnormal for
the meter needle to continuously move from
side to side and
to be fully deflectedduring a
turn. If the needle stays fully deflected, leftor
right, during level flight, the free gyro mode
can
be used to center it, as describedbelow.
Slave
and Free Gyro Sw itch (KA 51A)-
When depressed, the system is in the slaved
gyro mode. When the button is in the outer
position (not engaged) the system is in the
free gyromode.(KA
51 B)-Operation isiden•
tical except switchis pulled andmoved to the
appropriateposition.
Clockwise/
counterclockwise
Adjustments
Clockwise Adjustmen t (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 eliminate left compass card error
(KA
51 B)-Operation is identical except
switch is held to clockwise position.
Counterclockwise Adjustment(KA51A)
When the system is in the free gyro mode,
depressing the counterclockwise manual
heading drive button will rotate the compass
card to the left to eliminate right compass
card error.
(KA 518)-0peration is identical
except switch is held
to counterclockwise
position.
The KA 51B
Con tr ol and Compensa t or
Unit isasmaller slavingaccessorywhichhas
replaced the KA
51A. The KA 51B can be
mounted either vertically
or horizontally, and
provides all the slaving modes and capa·
bilities of the larger KA
51A.
7

1. Untilpower 1s applied to the KCS 55ASys-
tem, and the directional gyro Is
up to speed,
a red flag labeled "HOG"WIii
be visible In the
upper rightquadrantoftheKl 525AIndicator
In operation, this warning flag will
be visible
whenever the power being supplied is in-
adequate or the
gyro is nol up to speed.
2. With the application of power to the KCS
55A System,
and 9yro up to operating
speed, the red "HOG flag should disappear
from view
3. II the KCS 55A System isin the slaved gyro
mode, thecompass
cardw1II automatically fast
slave at
the rate of 180 degrees per minute
toward the aircraft's magnetic heading.
(Immediately after applying power, this com•
passcardmovement should
be quitevisible.) It
will continue to fast slave until the proper
magnetic heading is indicated. after which it
will slave at a constant rate
of 3 degrees per
minute
to keep the system aligned with the
earth's magnetic field.
Under some conditions it is possible for
the system to stop slaving exactly 180• from
thecorrect heading. If thisshouldoccur, move
lhe Man/Auto switch
to the Man position.
Rotatethecompasscard :!:
10 • fromtheincor•
reel heading byholding theCW/CCWswitch to
one side, and then return the system
to slaved
operation bymoving theMan/Autoswitchback
to theAuto position. The systemwill thenslave
to lhe correct heading.
4. For free gyro operation, check the slaving
meter
to determinewhetherthereis right orleft
deflection.
Then hold the CW/CCW switch to
center the needleandproperlyalign thesystem
with the earth's magnetic field A check with
the standby compass is recommended
to
assure lhere is approximate agreement.
8
OPERATING
5. Until a usable navigation signal 1s being
received by the KCS 55A system, a red flag
labeled "NAV" will
be visiblein the upper left
quadrant of the Kl
525A Indicator In opera-
tion, this warning flag should
be visible
whenever an inadequatenavigaltonsignal is
being received.
6. For normal navIgallon to or from a VOA or
VOATAC, set the
NAV receiver to the desired
VOR
or VOATAC frequency and the red navi-
gationflag (NAV) shoulddisappearfromview
ii a usable signal 1s being received.
7. Rotate the course select knob
to position
the course pointer to the desired
VOR
course
8. The VOA deviation bar represents the
selected course
and the relat1onsh1p of this
bartothe symbolicaircraft
In thecenter of the
instrument visually presents the actual rela-
ltonship
of the selected course to your air-
craft heading.(In other words, if the symbolic
aircraft
on the displayindicatesapproaching
the devialton bar at 45°, that is the angle at
which your aircraft
is actually approaching
the selectedcourse.)
9. To prepare for an ILS approach, tune the
NAV receiver to the desired Localizer fre-
quency.
If a usable Localizer signal is being
received. the NAV warning flag will disap-
pear.
10. For a front or back course approach, ro-
tate the course select knobto set the course
pointeron the inbound Localizer course.
As
with normal navigahon (#6 above), the LOC
deviation barrepresents the desired course.
The relationship between this
bar and the
symbolic aircraft
gives a true picture of your

INSTRUCTIONS
aircraft's position with respect to the Lo-
calizer course. Always setting the course
pointer to the inbound Localizer course pro-
vides the
co rrect deviation bar sensing
whether flying a front
or back course ap-
proach
11 . The Gl 1deslope Deviation pointers should
become
v1s1ble on both sides of the display
when a usable Ghdesfope signal
is received.
If they do not come Inlo view,a usable Glide-
slope signal
Is not being received.
12 . The Ghdeslope pointers indicate the rela-
ti
ve position of the Glldeslope path with re -
spect to the a1rcralt. (In other words,
if the
pointers are above the centermarker, lhe air-
craft
is below the Gl1deslope.)
Abnormal Circumstances
• If the Warning Flag (HOG) appears during
operation, the compass card indications will
be
in error. Power may be removed lrom the
KG 102A Directional Gyro by pulling the ap-
propriate cIrcuil breaker.
The Selected
Course.
VO R/LOC Deviation Bar. the NAV
flag, and the To /From Indicator w ill remain in
operation.
•
II t he Navigation Warn i ng Flag (NAV) ap-
pears during operation. there are several
poss1b11it1es : (1) the NAV receiver is nol
turned on,(2) the
NAV receiver Is improperly
tuned. (3) the ground
VOR or LOC station is
malfunclioning. (4) the aircraft is oul of
range
of lhe selected ground Sta tt on , (5) the
aircraft
NA V recei ver has malfunctioned.
(The compass card will continue
to display
the aircraft heading even 1f a usable NAV
signal is not being received ) (6) If in RNAV
mode the DME has malfunctioned.
•
If the Glideslope pointers remain out of
view duri n!:1 a front course ILS approach,
either the aircraft
Gl ideslope receiver or the
ground s
tat ion Glideslope lransmiller is mal-
functi
on ing_ Gl ideslope is usua lly not avail-
able during a back course approach. (The
VOR and LOC course displaywill continue to
!unction normally even 1fausable Glideslope
signal
is not being received.)
• A co
nt inuous large deflection of the slaving
meter or large discrepanci
es between t he
magnetic compass and the Kl 525A compass
card may indicate a failure in the slaving
system. If a slaving
fai lure shou ld occur, the
Man/Auto switch should
be mo ved to the Man
position to select the free gyro mo de. Then ,
by ho lding t he CW/CCW switch to the ap-
propriate si de t he compass card can be
rotated
to the correct heading as indicated on
t he standby compass. The KCS 55 A syst em
should continue to function normally except
the heading information will be solely derived
from the
KG 10 2A Directional Gyro;the re w ill
be no automatic heading correction and
periodic
ad justments must be made man ua lly
to correct for precession by re ference to the
standby magnetic compass,
as with any
directional gyro.
NOTE: It is desirable to disconnect the au-
toprlol under lhe lollowing conditions:
1.
HOG flag comes into view
2. System is in Fast Slave
3. During manual slaving
The system has the capability lo supp ly the
autopi
lot with an automatic disconnect signal
under these conditions.
NOTE:For system limitations ,n your parti cu -
la r aircraft type, refer lo your Flight Manual
Supplement.
9

..
!
CO Nl • CM. ao .. l
IPl'l t.'f1VI
I.JOO 0 ~ 0011
N OT IN l " f'I Ct
MO \. I OA Ya
Procedures with
the KCS 55A
The next few pages depict a
normal flight departure from
MKC enroute to STL via Victor
Airway
V-12 .(The charts shown
hereare for illustrationpurposes
only, not
to be used for naviga-
tion.) Careful study of these
photographs of the Kl 525A
PN I
should give
you abetter idea of
howsimpleand comprehensive
the display really is.
10
1.
Vectors to
Intercept a Radial
After takeoff from Kansas City,
we select a headi ng of 60°with
the heading bug to intercept
the
110° course to Napoleon
(ANX) VOA. Selected course
pointer is set on
110 ° with the
course knob. The Kl 525A Pic-
torial Navigation Indicatorcon-
veniently and accurately dis-
plays the intercept angle.
H¼l,o i n,v1Jt. tndu,t,,of
Mun , -
130 l 33
n
2.
WNIT(M
Sll ;.:. _;.., ,·
C..3
AHi
t&9l
The VOA deviation bar begins
to center as we approach the
110° course to Napoleon. The
Kl 525A PNI makes it possible
to intercep) the new course
smoothly, without overshooti
ng
or bracketing. One method of
doing this is to adjust your
heading so that the top
of the
deviation bar always touches
the lubber li
ne .As your aircraft
heading approaches the new
course, the deviation bar will
swing towards the center and
the angle of intercept will
decrease.

--·
L39 ◊
2700
• 2100
11 S1S
IOSO
.I
;,()
SEOAUA
OMO ::-1!!.
3.
Turn to Intercept
a Victor Airway
The " TO" indicator starts to
swi
ng to "FROM" as yo u fl y
over the Napoleon
VORTAC
station. At this time, set t he
selected course pointer on the
V-
12 course of 088°.
As
you begin your leftturn
to track V-
12, notice that the
Kl 525A
PN I continuously dis·
pl
ays an accuratepictureof t he
relationship between your ai r-
craft and the ANX 008° radia l.
Once aga in, you can make
a precise, coordinatee course
interception by adjusting your
heading to keep t he top of the
deviation bar touchi
ng the lub·
ber lin
e.
I OOl ,t/
' ,·f··
;s ., ~ ,,
. _. ., I ,,.,, "
.- f ✓•
·.:a:. ,a.- .•
-- '•• -
- ~?' '•• ~= =-
-• --~" J ~ .. --
, ,'',, t. ' (
4.
When the dev 1 at1on bar is cen-
tered and aligned with the
course arrow, you are on
course. Nottce that correction
for wind drift- in this case. a
080° heading on a 088°
course
-i s completely au-
tomaticas longasyoukeepthe
deviation
ba r centered.
.. ,i ''i t1, _ .,_
.. ., t 1Y.
-- .... .., ~-
- -~c;, ~-----
✓• oe I ,t , .'
-• , ''''
5.
About midway between Napo-
leon and Columbia {CBI), you
switch to the CBI
VOA and the
TO / FRO M 1nd 1cator 1mmed1-
ately swings to "TO". Also note
the course arrow should be
moved from 088° to 090°,
which is the V-
12 inbound
course to CBI.
11

I
!
12
6.
As you fly over the Columbia
station, the TO/FROM indicator
changes to " FROM ". Since the
outbound course for
V-12 from
Columbia to Foristell (FTZ)
is
098°, you now set the se lected
course pointer on 098° and fly
to keep the
dev iation bar cen-
tered.
MA llSVlll l
HLV .. ::_ 1 14 . :2
Chan 89
MEMOR I AL
MEO:::_~
,,
TWAKf c,. ~ 6i)
1 ..-
✓ --~-r- 1 SHU
122. .J!i i<L . ,n
7.
Near the Heman intersection
you switch to Foristell VORTAC
and move the course arrow to
100~ whichis the V-12 inbound
course
to FTZ. The TO/FROM
indicator changes to "TO".
[
5
,ooo -
·· ll OO

,y N OT AM
AN SAS CITY
.ENl ER F SS
'-~ .... -:.,,.11\.,.--•••"•••--.JI
...... "'
lft¥1NAL CQNT IIK> l, AIIII CA II
• C. 11 0NS ro .., ,.,. ,. 1,. ,Q...t to A""D
)I NG eooo , lti' ,, •• ST 1...ou•s
l RM!NAL A"CA (, HAM 0 "
IPR IATE lll' U ■ \. IC A tlONS ,o.- ou~ u. s
LIMESTONE
lM :;.; 3 38
8.
Airw ay Interception
Your clearance isV-12 to Foris-
te
ll, then V- 14 to the St. Louis
(S TL) VORTAC ,direct Lambert
Field. Approachi
ng the FTZ
station, the headi
ng bug is on
100•as a reference forthe V-
12
course or as heading com-
mand for the aut
op ilot, if used.
Selectthe
St .LouisVORTAC on
the N
AV receiver and set the
course pointer
on theSTL 06 1°
course.
9.
As you cross the Foristell VOR-
TAC ,the dev iation barwill align
with the course arrow.
Now set
the heading
bug to 061° and
turn lefttofollow
V- 14 totheSTL
VORTAC .
C,V/( MfMO RI A
(VM :-:·=· 26 ,
f lDELI T~ C
Ofrrff• OL lO N &
€FF< cnv c
11 00 04 002 1
\, , (, . ,< M rm
? )AA l 6S
, ,, L , ,
,, .\ ~ J f .._
- .. ~ ; , .
- • • p •
- ~ IIH -1 .. ♦ -1 ~--
• I .,_
,b ,1: , --..
' I I',
10.
You are now est ab lished on
V-1
4, fl yingto theSTLVOR TAC
Once aga in, if you fly to keep
the deviation
bar centered,
co rr ect ion for wind driftwill au-
tomatically be
accomp lished.
NOTE: F
or system li mitations
refer to your Flight Manual
Supplement.
13

1. Approaching the STL VORTAC, the con-
troller asks you to hold southwest of the
VORTAC on the 244° radial, right turns. You
are now over the station with a 064° course
selected(theTO/FROM indicatorhasswung
to ·FROM"). Set yourheading bug to the re -
ciprocal
or outbound heading of 244° ror
easy reference and begin your right turn
holding pattern.
3. Outbound,you are usingthe heading bug
as a reference for 244°. The 244° radial isoff
the right wing and parallel to your outbound
course.
14
Holding
Pattern
2. Halfway through the outbound turn, the
Kf 525A display shows the deviation bar
behind the symbolic aircraft.
You know,
therefore, that you must eventually fly back to
the radial in order to be
on course during the
inbound l
eg of the holding pattern.
4. Halfway through your turn
to the inbound
064°course, the Kl525Ashows the symbol
ic
aircraft approaching the deviation bar al a
right angle. Bykeeping the top orthe devia-
tion baron the lubberline, you
can complete
your turn and roll out precisely
on course.
NOTE: For system limitations refer to your
Flight Manual Supplement.

1. You are vectored from the holding pattern
tothe 13-mi
le DMEarc. Theaircraftis turning,
with the heading
bug seton 170°to intercept
the Localizer.
You have already set the
selected course pointer
on the inbound ILS
course 130°
and the Kl 525A shows the Lo-
calizer course is directly ahead. The
Glide -
slope pointers
came in to view when the IL$
freq uency was tuned, since a usable Glide-
s/ope signal is
being received.
3. The Kl 525A shows you that you have
in -
tercepted the Localizer course. The Glide-
slope pointers have started to center, al-
though the
disp lay indicates your aircraft is
still below the glidepath at this point.
ILS Approach-
FrontCourse
2. Capturing the ILS course can be accom-
plished without overshooting or bracketing
with the same technique you used
in inter-
cepting an enroute course: Simply
keep the
topofthedeviationbaron the
lubber line and
coordinate your turn until the bar is centered
with the course arrow. Each
dot on the LOC
deviation scale represents 1/2° deviation
when tuned
to an ILS frequency.
4. You are now centeredon the Loca lizerand
the Glideslope.
Once again, the Kl 525A
showsyour aircraft is
crabbed about005° to
the right to
ma in tain the Localizercourse.
NOTE:
For system limitations refer to your
Flight Manual Supplement.
15

aJ• t\ 1~-' .,
. ... ,.; .
.... ~~ .
- --_a ... . .. t::-
• -:..,; 41- , •
- :/ , \ · , C,
1. You are outbound on the back Localizer
course, havingalreadysetthecourse pointer
tothe inbound front courseat238°. 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
pointers are out
of sight.)
3. Now you've reset the heading marker to
013° and made a 180° turn to this head in g.
This 013° heading will intercept the back
course. The Kl 525A clearly pictures the
course you are to intercept and the angle of
interception.
16
LOC Approach-
Back Course
If a back course app roach 1s
requ ired, it can be accom-
plished as easlly as a front
course approach The cour se
arrow should always beset on
the front course inbound Lo-
calizercourse This wi ll result 1n
conventional picto ri al devia•
lion sensing even on bac k
course The Kl 525A display
gives you an accurate picture
of where you are at al times
dunng t he approach and the
procedure turn
2. During the procedure turn outbound, the
deviation bar shows pictorially that the air-
craft (as represented by the symbolic aircraft
in the center of the Kl 525A) is flyin~ away
from the Localizer centerline
at a 45 angle
when the headingmarker is underthe lubber
l ine. Note that left-riQht deviations of the
course bargive "fly-to indicators, just as on
the front course.
4.
You have smoothly intercepted the back
course. Since the course arrow is set on the
front course {238°). the
Kl 525A shows a true
picture of the situation . . flying inbound on
the back course.
You mayreset the heading
marker to 058° for easy reference.
NOTE: For system limitations refer to your
Flight Manual Supplement.

THIS IS THE COMPLETE
KCS SSA SYSTEM.
The KG 102A Directional Gyro
providesthegyro-reference for
the system.Power may be from
either 14 or
28 volts DC Re -
mote mounted.
+ MAN CW
,.. ,..
-':. ... :.
AU TO CCIV
The KA 51 BSlaving Con t ro l and
Compensator Unit
is panel-
mount
ed. It provides selection
of "slavedgyro" modes for the
system and manual slaving
when the system is in
"free
gyro" mode. The me ter indi•
cates proper slaving operation.
14 and 28 volt lighting options
available.
The Kl 525A Pictorial Navigation Indicator
1s
the panel display for the KCS 55A Compass
System
It combines the functions of the
standard directional ~yro and the
VOR /
LOC/Glideslopedeviation indicator.
The KMT 112 Magnetic Slaving
Transm11ter senses the direc-
tion
of the earth's magnetic
held and continuously trans-
m1 1<; this information to correct
for gyro drift. Remote mounted
usually
1n a w1ngt1p .
17

18
INTRODUCTION TO THE
KAP 200 AUTOPILOT SYSTEM
With this lower-cost KAP 200 control system option,
King offers you basic Autopilot-only flight capability.
An air driven, panel-mounted KG 258 Vertical
Gyro replaces the V-bar
Fl ight Command Indicator in
this system. TherearenoFlight Director
"V-bar" com-
puted commands or "Go-Around" modes.
A
KC 292 Mode Controller replaces the KC 290
used in the KFC 200System. The
KC 292 hasa servo
trim indicator in place
of the KC 290's Flight Director
button.
When there is no mode selected and the auto-
pilot is engaged, the basic Autopilot mode is wings
level and pitch attitude hold. All the modes described
for the KFC 200, with the exception
of GO-AROUND,
are included in the KAP 200 system.
Thus, with the exceptions of the Flight Director
andGO-AROUND mode, the affordable KlNGKAP 200
system retains the most desirable features
of the
KFC 200 system. These include Pictorial Navigation
Indicator, complete modeannunciation and workload
reducing operational modes.

KAP 200 System
Panel Checklist:
The KA285 ModeAnnunciatorPaneltells the
pilot when his selected mode has been re-
ce ived 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.
The
KG 258 Vertical Gyro is astandard air•
driven attitude reference indicator styled to
match Silver Crown avionics. The KG 258
features a prominently-placed DH (Deci sion
Height) annunciator light for use with the air-
craft's rada r altimeter.
The Kl 525A Pictorial Navigation Indicator
was described on pages5 and
6.
The KC 292 Mode Controller is 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
in this unit.
HOG APPi! CPI O GS
0 0 0
HOG TRIM Al T
t:,'-=
0~ '
NAV BC APPR
I
19

20
INTRODUCTION TO
THEKFC200
FLIGht ili CONilROL SYSTEM
The TSO'd King KFC 200 Flight Director/Autopilot is a
complete 2-axis(pitch and roll with altitude hold) inte-
gratedsystem with professional 3-inch Flight Director
displays. An optional 3-axis configuration with yaw
damper mode is available for some aircraft at slightly
higher cost.
The basic 2-axis system provides all standard
operating modes and functions, plus important pilot-
oriented features usually found only in larger, more
expensive equipment.
The
"brain" behind this whole system is the
solid-state KC 295 Flight Computer.
It provides com-
putedpitch androll commandswhich aredisplayedas
visual guidancecommands on the V-bar ofthe
Kl 256
Flight Command Indicator.
Electrictrim is also provided,along with an auto-
matic autopilot trim system.