Mooney M20R - Ovation Technical specifications

MOONEY AIRCRAFT CORPORATION
LOUIS SCHREINER FIELD
KERRVILLE, TEXAS 78028
FAA APPROVED
AIRPLANE FLIGHT MANUAL SUPPLEMENT
FOR
M20M, M20R, M20S
WITH
BENDIX/KING KFC 225
AUTOMATIC FLIGHT CONTROL SYSTEM
Model ____________________________________________________
Reg. No.__________________________________________________
Serial No._________________________________________________
This supplement must be attached to the FAA Approved Airplane Flight Manual
when the Bendix/King KFC 225 Automatic Flight Control System is installed in
accordance with Mooney Aircraft Corporation Drawing No. 830139. The information
contained herein supplements or supersedes the basic manual only in those areas
listed herein. For limitations, procedures, and performance information not
contained in this supplement; consult the basic Airplane Flight Manual.
FAA APPROVED:____________________________________________
Michele M. Owsley -Manager
Aircraft Certification Office
DOT/FAA ASW-150
2601 Meacham Boulevard
Fort Worth, Texas 76137-0150
Date of Approval: -2 November, 1999
Revision A -15 August, 2000 Page 1 of 20

MOONEY AIRCRAFT CORPORATION
LOUIS SCHREINER FIELD
KERRVILLE, TEXAS 78028
LOG OF REVISIONS
Rev. Revised Description FAA Date
No. Pages of Revision Approved
The revised portions of affected pages are indicated by vertical black lines in the margin.
A2
11
Log of Revision page entry
Added information on Altitude
Capture Alert annunciation.
Rev. A 8-00
8/15/00

TABLE OF CONTENTS
SECTION PAGE
IGENERAL............................................................................................ 4
II LIMITATIONS....................................................................................... 6
IIIA EMERGENCY PROCEDURES............................................................ 6
IIIB ABNORMAL PROCEDURES............................................................... 8
IV NORMAL PROCEDURES.................................................................. 10
VPERFORMANCE............................................................................... 20
VI WEIGHT & BALANCE........................................................................ 20
VII AIRPLANE & SYSTEM & DESCRIPTION.......................................... 20
VIII HANDLING, SERVICING & MAINTENANCE..................................... 20
IX SUPPLEMENTAL DATA .................................................................... 20
XSAFETY TIPS .................................................................................... 20

SECTION I —GENERAL
This manual is provided to acquaint the pilot with the limitations as well as normal
and emergency operating procedures of the Bendix/King KFC 225 Automatic
Flight Control System. The limitations presented are pertinent to the operation of
the KFC 225 system as installed in the Mooney M20M, M20R, and M20S
airplane; the Autopilot must be operated within the limitations herein specified.
The KFC 225 Automatic Flight Control System is certified in this airplane with 3-
axis Autopilot control: pitch, roll and yaw.
The KFC 225 system provides the pilot with the following features:
pitch attitude hold (PIT), vertical speed hold (VS), altitude hold preselect (ALT
ARM), altitude capture (ALT CAP), altitude hold (ALT), altitude alerting, and go
around (GA) in pitch; roll attitude hold (ROL), heading hold (HDG), navigation
course capture (NAV ARM), navigation course tracking (NAV), approach course
capture (APR ARM), and back course approach tracking (REV) in the roll axis.
Control wheel steering (CWS) allows synching of the pitch axis modes (except
glideslope) and maneuvering the aircraft by hand if desired.
The KFC 225 system has an electric pitch trim system that provides auto-trim
during autopilot operation and manual electric trim (MET) for the pilot when the
autopilot is not engaged. Trim faults are monitored and annunciated both visually
and aurally.
An automatic preflight self-test begins with initial power application to the
autopilot. A lockout device prevents autopilot engagement and MET operation
until the system has successfully passed preflight self-tests.
The following circuit breakers are used to protect the following elements of the
KFC 225 Automatic Flight Control System:
The following conditions will cause the Autopilot to automatically disengage:
A. Electrical Power failure.
B. Internal Automatic Flight Control System failure.
C. Roll rates in excess of 14oper second except when the CWS button is
depressed.
D. Pitch rates in excess of 6oper second except when the CWS button is
depressed.
E. Pitch accelerations in excess of +1.6 g or less than +0.4g will cause only
the autopilot servo clutch to disengage, (Sustained accelerations will cause
auto pilot disengagement except when the CWS button is depressed.)
The Radio Master switch supplies power to the avionics bus bar for the radio and
autopilot circuit breakers.
The airplane MASTER switch function is unchanged and can be used in
conjunction with the alternator switches in an emergency to shut off electrical
power to all automatic flight control systems while the problem is being isolated.

LABEL FUNCTION
COMPUTER Supplies power to the KFC 225 Computer.
SERVO Supplies power to the autopilot pitch, roll and pitch
trim servos.
ALERT Supplies sonalert power for autopilot disconnect tone
and separate TRIM/FAIL annunciator when installed.
HSI Supplies power to the KCS 55A Compass System.
ENCDR Supplies power to the Altitude Encoder.
ANN Supplies power to the TRIM FAIL annunciation when
the original equipment annunciator panel is installed.
AUDIO Supplies power to the autopilot speaker alerting and
autopilot headphone alerting.
The following voice messages will be annunciated as conditions warrant:
1. “TRIM IN MOTION, TRIM IN MOTION...” -Elevator trim running for more than
5 seconds.
2. “CHECK PITCH TRIM” -An out of trim condition has existed for 16 seconds.
a. Airplane control Wheel -GRASP FIRMLY, press CWS and check for an
out of pitch trim condition. Manually retrim as required.
b. CWS button -RELEASE.
c. AUTOPILOT OPERATION -CONTINUE if satisfied that the out of trim
condition was temporary. DISCONTINUE if evidence indicates a failure
of the auto trim function.
The following optional voice messages will be annunciated if the system is
configured for voice messaging:
1“ALTITUDE” -1000 feet before approaching selected altitude.
2“LEAVING ALTITUDE” -200 feet away, departing selected altitude.
3“AUTOPILOT” -Autopilot has disengaged, either through pilot action or
automatically.

SECTION II —LIMITATIONS
A. The entire preflight test procedure outlined under Section 4, paragraph A of
this supplement, including steps 1 through 7, must be successfully completed
prior to each flight. Use of the autopilot or manual electric trim system is
prohibited prior to completion of these tests.\
B. During autopilot operation, a pilot with seat belt fastened must be seated at the
left pilot position.
C. The autopilot must be OFF during Takeoff and Landing.\
E. Autopilot maximum airspeed limitations:—— 180 KIAS.
Autopilot minimum airspeed limitation:——-80 KIAS.
F. Altitude Select captures below 800 feet AGL are prohibited.
G. The autopilot must be disengaged below 200 feet AGL during approach
operations and below 800 feet AGL for all other phases of flight.
H. Overriding the autopilot to change pitch or roll attitude is prohibited.
(Disengage the autopilot or press CWS while maneuvering).
I. The SERVOS circuit breaker must be pulled following any in-flight illumination
of the red TRIM/FAIL warning light,but only after first completing the
Emergency Procedures (Section IIIA) paragraph A. The manual electric trim
and autopilot autotrim systems will be disabled with the circuit breaker pulled.
(The red TRIM/FAIL warning will illuminate normally during preflight self-test If
the TRIM FAIL light remains illuminate after preflight self-test, the SERVOS
circuit breaker must be PULLED. Do not operate autopilot with flaps extended
beyond the Take-Off position.)
J. Required Placards:
1. Above Radio Stack
SECTION III A —EMERGENCY PROCEDURES
The four-step procedure listed under paragraph A should be among the basic
airplane emergency procedures that are committed to memory. It is important
that the pilot be proficient in accomplishing all four steps without reference to this
manual.
A. In case of Autopilot, Autopilot Trim, or Manual Electric Trim malfunction
(accomplish Item 1 & 2 simultaneously):
1. Airplane Control Wheel................GRASP FIRMLY, regain aircraft control.
2. A/P DISC/TRIM INTER Switch.....................................PRESS and HOLD
throughout recovery until Step 4 has been accomplished.
3. AIRCRAFT .................................................RETRIM manually as needed.
4. SERVOS circuit breaker....................................................................PULL
AUTOPILOT AND
ELECTRIC TRIM
PREFLIGHT TESTS
MUST BE CONDUCTED
PRIOR TO EACH FLIGHT.

NOTE:
The RADIO MASTER switch may be used as an alternate means of
removing all power from the autopilot and electric trim systems.
If necessary, perform Steps 1 through 3 above, then turn the
AVIONICS MASTER switch OFF before locating the SERVOS
circuit breaker. Turn the RADIO MASTER switch back ON as soon
as possible to restore power to all other avionics equipment.
Primary attitude, airspeed and altitude instrument will remain
operational at all times.
If the malfunction has been identified as a TRIM FAIL event, the CMPTR
circuit breakers may be reset allowing use of the flight director only.
WARNING:
Do not attempt to re-engage the autopilot following an autopilot,
autotrim, or manual electric trim malfunction until the cause for the
malfunction has been corrected.
Maximum Altitude losses due to autopilot malfunction:
Configuration Altitude Loss
Cruise, Climb, Descent---------------------------------- 340 ft.
Maneuvering------------------------------------------------ 100 ft.
APPR ----------------------------------------------------------90 ft.
B. Airplane Stall (Autopilot coupled)
1. AUTOPILOT.................................DISENGAGE, perform stall recovery.
C. Amplified Emergency Procedures
The following paragraphs are presented to supply additional information for the
purpose of providing the pilot with a more complete understanding of the
recommended course of action for an emergency situation.
1. An autopilot or autopilot trim malfunction may be recognized as an
uncommanded deviation in the airplane flight path or when there is abnormal
control wheel or trim wheel motion. In some cases, and especially for autopilot
trim, there may be little to no airplane motion, yet the red TRIM FAIL
annunciator may illuminate and an alert tome will sound.
The primary concern in reacting to an autopilot or autopilot trim malfunction,
or to an automatic disconnect of the autopilot, is in maintaining control of the
airplane. immediately grasp the control wheel firmly and press and hold down
the A/P DISC/TRIM INTER switch throughout the recovery. Manipulate the
controls as required to safely ;maintain operation of the airplane within all of
its operating limitations. Elevator trim should be used manually as needed to
relieve control forces. Finally, pull the SERVOS circuit breaker to completely
disable these systems.
2. A manual electric trim malfunction may be recognized by the illumination of
a red TRIM FAIL annunciator accompanied by an alert tone or by unusual trim
wheel motions with the autopilot disengaged without pilot actuation of the
manual electric trim switch. As with an autopilot malfunction, the first concern
following a manual electric trim malfunction is regaining control of the airplane

following a manual electric trim malfunction is regaining control of the airplane
Grasp the control wheel firmly and press and hold down the A/P DISC/TRIM
INTER switch. Pull the SERVOS circuit breaker.
3. Note that the emergency procedure for any malfunction is essentially the
same: —-immediately grasp the control wheel firmly to regain airplane
control while pressing and holding the A/P DISC/TRIM INTER switch down,
and manually retrim the airplane as needed. After these steps have been
accomplished, disable the autopilot or electric trim system by pulling the
SERVOS circuit breaker. As with any other airplane emergency procedure, it
is important that the 4 steps of the Autopilot/Electric Trim Emergency
Procedures located on Page 6 of this supplement are committed to memory.
4. The AVIONICS MASTER switch may be used as required to remove all
power from the Autopilot and Electric Pitch Trim systems in lieu of pulling the
SERVOS circuit breaker. Return the AVIONICS MASTER switch to the ON
position as soon as possible. With the AVIONICS MASTER switch OFF, all
flight instruments will remain operational; however, communications,
navigation and identification equipment will be inoperable.
5. The KFC 225 autopilot incorporates pitch, roll and yaw monitors that detect
abnormal airplane movement; therefore, if the airplane, for any reason, is
moved rapidly in pitch, roll or yaw, the monitors may disconnect the autopilot
automatically.
6. It is important that all portions of the autopilot and electric trim system are
preflight tested prior to each flight in accordance with the procedures
published herein in order to assure their integrity and continued safe operation
during flight. WARNING:
Do not attempt to re-engage the autopilot or to use the manual
electric trim system following an autopilot, autotrim or manual
electric trim malfunction until the cause for the malfunction has
been corrected.
SECTION III B —ABNORMAL PROCEDURES
A. A flashing PT auto trim annunciation with an UP or DOWN arrowhead in the
display of the autopilot computer suggests a failure of the auto trim function to
relieve pitch servo loading in a timely manner.
1. FLASHING PT ANNUNCIATION ............OBSERVE aircraft pitch behavior.
If pitch behavior is satisfactory, wait
5-10 seconds for the annunciation to stop.
2. If annunciation continues,
Airplane Control Wheel ..................................................... GRASP FIRMLY
press CWS and check for an out of pitch
trim condition. Manually retrim as required.
3. CWS Button..................................................................................RELEASE
4. AUTOPILOT OPERATION ........................................................CONTINUE
if satisfied that the out of trim indication was temporary.
...............................................................................................DISCONTINUE
if evidence indicates a failure of the auto trim function.

B. A red P or Rannunciation on the face of the autopilot computer.
1. A red Pannunciation is an indication that the pitch axis of the autopilot has
been disabled and the autopilot cannot be engaged.
NOTE:
If the red P lamp was the result of some abnormal accelerations on
the airplane, the annunciation should extinguish within
approximately one minute and normal use of the autopilot will be
re-established. This annunciation may be present during power up.
2. A red Rannunciation is an indication that the roll axis of the autopilot has
been disabled and the autopilot cannot be engaged.
C. A flashing mode annunciation on the display of the autopilot computer or on
the remote mode annunciator is normally indication of mode loss.
1. Flashing HDG -Indication of a failed heading input................. PRESS HDG
button to terminate flashing.
2. Flashing NAV, APR, or REV -Usually an indication of
a flagged navigation source....................................PRESS NAV, APR or REV
button to terminate flashing.
Select a valid navigation source.
NOTE:
A flashing NAV, APR, or REV annunciation can also be caused by
a failed heading or course datum input.
3. Flashing GS -Indication of a flagged glideslope (or a fault in the KFC 225
pressure sensor). GS will re-arm automatically if a valid GS signal is
received. NOTE:
To continue tracking localizer, observe the appropriate minimums
for a non-precision approach. (Press VS to terminate the flashing
GS and allow the vertical speed control of the pitch axis.)
At the onset of mode annunciator flashing, the autopilot has
already reverted to a default mode of operation, i.e., ROL and/or
PIT mode. An immediate attempt to re-engage the lost mode may
be made if the navigation, glideslope or compass flag has cleared.
D. Erratic altitude encoder operation:
1. Inaccurate or erratic altitude encoder output noted on the transponder or
GPS altitude display.
or
2. Erroneous altitude alert operation.
If items 1 and/or 2 are noted —altitude arm and capture should not be used
and the altitude alerts should be ignored.
F. Effects of other instrument losses upon autopilot operation:
1. Loss of the artificial horizon —will severely impact autopilot operation.
DO NOT ENGAGE autopilot into this situation.
2. Loss of turn coordinator —no effect on the autopilot.

3. Loss of the HSI —Heading, navigation and approach modes inoperative.
4. Loss of altitude encoding —preselect altitude captures and altitude alerting
inoperative. Note a dashed altitude display will appear on the autopilot
computer.
SECTION IV —NORMAL PROCEDURES
A. PREFLIGHT (Perform prior to each flight)
1. RADIO MASTER switch ........................................................................ON.
2. POWER APPLICATION AND SELF TEST................................OBSERVE.
An approximate one minute self test is performed upon power application to the
computer. This test is a sequence of internal checks that validate proper system
operation prior to allowing normal operation. The sequence is indicated by “PFT”
with an increasing number for the sequence steps. Successful completion of self-
test is identified by all display segments being illuminated (Display Test), a
momentary appearance of the flight director command bars and the disconnect
tone sounding. NOTE
Following the preflight self test, the red Pannunciation
warning on the face of the autopilot may illuminate indicating
that the pitch axis cannot be engaged. this condition should
be temporary,lasting less than 30 seconds. The Pwill
extinguish and normal operation will be available.
WARNING
When power is first applied to the autopilot computer, the
servo clutches will engage momentarily during self-test
requiring additional effort to control the airplane through the
engaged clutches if taxiing or flying.
WARNING
If the TRIM/FAIL warning light stays ON, the autotrim did not
pass preflight test. The SERVOS circuit breaker must be
pulled. The autopilot and manual electric trim can not be
used.
3. MANUAL ELECTRIC TRIM................................................TEST as follows:
Command NOSE UP trim using the manual electric trim switches and verify the
ability to interrupt trim motion by pressing the A/P DISC/TRIM INTER switch.
Repeat NOSE DOWN.
4. AUTOPILOT ..............................................ENGAGE by pressing AP button
5. FLIGHT CONTROLS...........................................MOVE fore, aft, left & right
to verify that the autopilot clutches
can be overpowered.
Verify that the yaw damper (if installed) can be overpowered through movement
of the rudder pedals.
6. A/P DISC/TRIM INTER switch..........................................................PRESS
Verify that the pitch, roll and yaw clutches disengage and that the autopilot
disconnects. Note the aural disconnect tone.
7. TRIM......................................................SET to Take-Off position manually.

B. FLIGHT DIRECTOR OPERATION
The flight director modes of operation are the same as those used for
autopilot operations except that the autopilot is not engaged and the pilot
must maneuver the aircraft to satisfy the flight director commands. Note that
the flight director will always be in view when the autopilot is engaged.
C. AUTOPILOT OPERATION WARNING
The pilot in command must continuously monitor the autopilot when
it is engaged, and be prepared to disconnect the autopilot and take
immediate corrective action -including manual control of the airplane
and/or performance of emergency procedures -if autopilot operation
is not as expected or if airplane control is not maintained.
During all autopilot coupled operations , the pilot in command must
use proper autopilot commands and use the appropriate combination
of engine power, wing flaps, and landing gear to ensure that the
airplane is maintained between 80 and 180 KIAS, and does not
exceed other basic airplane operating limitations.
1. Before Take-Off:
a. A/P DISC/TRIM INTER Switch.......................................................PRESS
b. Flight Director..............................................................................ENGAGE
as desired.
(HDG & GA modes are common choices.)
c. Altitude Alert/Altitude preselect............................................................ SET
ARM as desired
NOTE
An aural and visual alert is annunciated 1000 ft. prior to arrival at
the selected altitude.
When the preselected altitude is reached, 5 beeps will annunciate,
indicating altitude has been captured.
After the selected altitude is captured, another alert is annunciated if the
aircraft deviates from the selected altitude by ±200 ft. The aural
alert is a series of 5 short tones followed by the voice message -
”ALTITUDE” or “LEAVING ALTITUDE”.
2. Inflight Autopilot Engagement
a. Elevator Trim .................................................................. VERIFY or SET
to place the airplane in a trimmed
condition prior to autopilot engagement.
b. AP button.....................................................................................PRESS
If no other modes have been selected on the flight director, the autopilot will
operate in the ROL and PIT modes. If other flight director modes have been
selected, the autopilot will engage into the existing flight director modes.
NOTE
Satisfy existing flight director commands manually prior to autopilot
engagement to avoid undesirable pitch and roll transients.
WARNING
Do not help the autopilot or hand-fly the airplane with the autopilot
Rev. A 8-00

engaged as the autopilot will run the pitch trim to oppose control
wheel movement. A mistrim of the airplane, with accompanying
large elevator control forces, will result if the pilot manipulates the
control wheel manually while the autopilot is engaged.
3. Climb or Descent
a. Choose pitch attitude hold (PIT) or vertical speed hold (VS) mode.
WARNING
When operating at or near the best rate of climb airspeed and
using vertical speed hold, it is easy to decelerate to an airspeed on
the back side of the power curve where a decrease in airspeed
results in a reduced rate of climb. Continued operation on the back
side of the power curve in vertical speed mode will result in a stall.
When operating at or near the maximum autopilot speed, it may be
necessary to reduce power in order to maintain the desired rate of
descent and not exceed the maximum autopilot speed.
b. Using CWS
1) CWS Button............................................................PRESS and MOVE
aircraft nose to the desired pitch
attitude or vertical speed.
2) CWS Button RELEASE
Autopilot will command the present attitude within the limits of ± 15oor the
present vertical speed within the limits of ± 2000 ft/min.
c. Using Vertical Trim
1) VERTICAL TRIM Control PRESS either the UP or DN
button to modify aircraft
attitude within the the limits of ± 15°, or
modify vertical speed within the limits of ± 2000 ft/min.
2) VERTICAL TRIM Control RELEASE
when the desired attitude is achieved or
the desired vertical speed command is displayed.
4. Altitude (ALT) Hold
a. ALT Mode Selector Button PRESS
Note ALT mode annunciator ON. Autopilot will maintain the barometric pressure
corrected altitude present at the time of engagement.
NOTE
In accordance with FAA recommendation (AC00-24B), use of basic
“pitch attitude hold” mode is recommended during operation in
severe turbulence.
b. Pre-selected altitude captures with flight director engaged.
1) ALTITUDE SELECT knob ROTATE
until the desired altitude is displayed.
Note ARM annunciation occurs automatically upon altitude selection when the
flight director is engaged.

2) Airplane..................................................ESTABLISH climb or descent
necessary to intercept the selected altitude.
Note ALT CAP annunciated during level off at the pre-selected altitude.
3) ALTITUDE SELECT MODE (ARM) button ..................................PUSH
to automatically disarm or arm altitude capture.
NOTE
Pre-selected altitude captures are not recommended on non-
precision approaches to capture the MDA. A pre-selected altitude
capture cannot be armed during glideslope operation.
c. Altitude changes
1) Using CWS (recommended for altitude changes greater than 100 ft.
a) CWS button.........................................................................PRESS
and maneuver aircraft to desired altitude.
b) CWS button.....................................................................RELEASE
when desired altitude is reached.
The autopilot will maintain the altitude present at the time of button release.
2) Using Vertical Trim (Recommended for altitude changes less than
100 ft).
a) VERTICAL TRIM control...................................PRESS and HOLD
either UP or DN button
Vertical Trim will command an altitude rate of change of about 500 fpm
b) VERTICAL TRIM control.................................................RELEASE
when the desired altitude is reached.
The autopilot will maintain the altitude present at the time of button release.
NOTE
As an alternative, press either the UP or DN button with a
succession of quick momentary presses programming either an
increase or decrease in the altitude reference at the rate of 20 feet
per
button press.
5. Heading Changes
a. Manual heading changes in ROL mode.
1) CWS button ..................................................PRESS and MANEUVER
aircraft to the desired heading.
2) CWS button ..........................................................................RELEASE
w/bank angle less than 6°.
Autopilot will attempt to maintain the aircraft at wings level in the ROL mode.
3) CWS button ..........................................................................RELEASE
w/bank angle greater than 6°.
Autopilot will maintain the bank angle present at the time of button release (up to
the maximum bank angle commanded by the autopilot).
NOTE
Aircraft heading may change in ROL mode due to turbulence or
attitude gyro precession.

b. Heading Hold
1) Heading Selector Knob.......................................................SET BUG
to desired heading
2) HDG Mode Selector Button....................................................PRESS
Note HDG mode annunciator ON. Autopilot will automatically turn the aircraft to
the selected heading.
c. Command Turns (Heading Hold mode ON)
1) Heading Selector Knob...................................................MOVE BUG
to the desired heading.
Autopilot will automatically turn the aircraft to the new selected heading.
6. NAV Coupling
a. Course Bearing Pointer.....................................................................SET
to desired course.
b. Heading Selector Knob.............................................................SET BUG
to provide desired intercept angle and engage HDG mode.
c. NAV Mode Selector Button...........................................................PRESS
1) If the Course Deviation Bar is greater than 2 to 3 dots from center:
The aircraft will continue in HDG mode (or ROL if HDG is not selected) with NAV
ARM annunciated; when the computed capture point is reached, HDG will
disengage, the ARM annunciator will go out and the selected course will be
automatically captured and tracked.
2) If the D-Bar is less than 2 to 3 dots from center:
The HDG mode will disengage upon selecting NAV mode; the NAV annunciator
will illuminate and the capture/track sequence will automatically begin.
NOTE
When operating in the NAV or APR mode with VOR as the
selected navigation sensor, changes in the selected course which
result in a D-Bar deviation of greater than 50% may result in the
autopilot not tracking the signal. It is recommended that the new
course be manually captured using the heading bug and the NAV
ARM or APR ARM modes.
7. Approach (APR) Coupling (to enable glideslope coupling on an ILS, and
more precise course tracking on instrument approaches).
a. Course Bearing Pointer........................................ SET to desired course
b. Heading Selector Knob.............................................................SET BUG
to provide the desired intercept angle
c. APR Mode Selector Button...........................................................PRESS
1) If the Course Deviation Bar is greater than 2 to 3 dots from center:
The aircraft will continue in HDG mode (or ROL if HDG is not selected) with the
APR ARM annunciated; when the computed capture point is reached, HDG
mode will disengage, the ARM annunciator will go out and the selected course
will be automatically captured and tracked.

NOTE
When operating in the NAV or APR mode with VOR as the
selected navigation sensor, changes in the selected course which
result in a D-Bar deviation of greater than 50% may result in the
autopilot not tracking the signal. It is recommended that the new
course be manually captured using the heading bug and the NAV
ARM or APR ARM modes.
8. BC Approach Coupling (REV) (i.e., reverse localizer)
a. Course Bearing Pointer.....................................................................SET
to the ILS front course inbound heading
b. Heading Selector Knob.............................................................SET BUG
to provide desired intercept angle and engage HDG mode.
c. REV Mode Selector Button...........................................................PRESS
1) If the Course ;Deviation ;Bar is greater than 2 to 3 dots from center:
The aircraft will continue in HDG mode (or ROL if HDG is not selected) with the
REV ARM annunciated; when the computed capture point is reached, HDG
mode will disengage, the ARM annunciator will go out and the selected course
will be automatically captured and tracked.
2a) If the D-Bar is less than 2 to 3 dots from center:
The HDG mode will disengage upon selecting NAV mode; the NAV annunciator
will illuminate and the capture/track sequence will automatically begin.
2b) If the D-Bar is less than 2 to 3 dots from center:
The HDG mode will disengage upon selecting REV mode; the REV annunciator
will illuminate and the capture/track sequence will automatically begin.
9. Glideslope Coupling NOTE
Glideslope coupling is inhibited when operating in NAV or REV
modes. Glideslope arm and coupling occurs automatically in the
APR mode when tracking localizer.
a. APR Mode..............................................................................ENGAGED
Note GS ARM annunciated
NOTE
Autopilot can capture glideslope from above or below the beam.
Establish a glideslope intercept in ALT, PIT or VS.
b. At Glideslope centering...............................Note ARM annunciator OFF
and GS becomes the active pitch mode.
10. Missed Approach
a. GA Button.....................................................................................PRESS
to disengage the autopilot and obtain a flyup
and wings level flight director command
b. MISSED APPROACH..............................................................EXECUTE
Utilize flight director modes as desired.

NOTE
If tracking the ILS course outbound as part of the missed approach
procedure is desired, use the NAV mode to prevent inadvertent GS
coupling.
c. AUTOPILOT-after aircraft is in trim....................ENGAGE as desired
11. Before Landing
a. A/P DIS/TRIM INTER Switch..................................................PRESS
to disengage autopilot.
NOTE
Selective flight controls disengagement may be practiced by initially
disconnecting the autopilot only at approach minimums via a
momentary press of the manual electric trim switch.
D. SYSTEM CONTROLS AND DISPLAYS
Two-axis FCC with altitude pre-
select and alerting.
KFC 225 Front Panel
Original Equipment System
Annunciator Panel
NOTE
Default PIT and ROL modes are not displayed on the remote
KA 285A annunciator
AP FD HDG NAV APR REV ALT DN
UP
ARM VS
KFC225
P R
BENDIX/KING AP
ARM ARM ALERT FPM FT
HPA IN HG
PT
AP FD HDG NAV APR REV ALT DN
UP
ARM VS
P R
KFC225
BENDIX/KING
1
2
345678910 11
14 13 12
APR 10,500 VS
ALT
GS ARM
AP
ARM ALERT FT
17 16 15
TRIM
FAIL
24

1. PITCH AXIS, (P) ANNUNCIATOR —When illuminated, indicates failure of
the pitch axis and will lead to disengagement of the autopilot. (Will also illuminate
during short term vertical accelerations in excess of +1.6g or less than +0.4g
which may not cause autopilot disengagement.)
2. AUTOPILOT ENGAGE/DISENGAGE (AP) BUTTON —When pressed,
engages the flight director, autopilot and optional yaw damper if all logic
conditions are met. If the flight director is not already engaged, the system will
engage into the basic wings level (ROL) and pitch (PIT) altitude hold modes. The
pitch attitude maintained will be the pitch attitude present at the moment of AP
button press. When pressed again, will disengage the autopilot.
3. ROLL AXIS (R) ANNUNCIATOR —When illuminated, indicates failure of
the roll axis and will disengage the autopilot.
4. FLIGHT DIRECTOR (FD) MODE SELECTOR BUTTON —When pressed
will engage the flight director into the basic roll (ROL) mode which functions as a
wing leveler, and into the pitch attitude (PIT) hold mode. The pitch attitude
maintained will be the pitch present at the moment of FD button press. When
pressed again (and the autopilot is not engaged) will disengage the flight director.
5. HEADING (HDG) MODE SELECTOR BUTTON —When pressed, will
engage the Heading mode, which commands the airplane to turn to an d maintain
the heading selected by the heading bug on the HSI. A new heading may be
selected at any time and will result in the airplane turning to the new heading.
The button can also be used to toggle between HDG and ROL modes. This
button will engage the flight director.
7. APPROACH (APR) MODE SELECTOR BUTTON —When pressed, will
arm the Approach mode. This mode provides automatic beam capture and
tracking of VOR, GPS, LOC, and Glideslope (GS) on an ILS, as selected for
presentation on the HSI. APR ARM will annunciate. If pressed when APR mode
is either armed or coupled, will disengage the mode. This button will engage the
flight director.
8. BACK COURSE APPROACH (REV) MODE SELECTOR BUTTON —
When pressed, will select the back course approach mode. This mode functions
similarly to the approach mode except that the autopilot response to LOC signals
is reversed and glideslope is inhibited. This button will engage the flight director.
9. ALTITUDE HOLD (ALT) MODE SELECT BUTTON —When pressed, will
engage the Altitude Hold mode. The altitude maintained is the altitude at the
moment the ALT button is pressed. If the ALT button is pressed with an
established VS rate present, there will be approximately a 10% (of VS rate)
overshoot, with the airplane returned positively to the selected altitude. If pressed
when ALT hold mode is engaged, will disengage the mode, defaulting to PIT
mode. This button will engage the flight director.
10. VERTICAL TRIM (UP/DN) BUTTONS —The response of these buttons
is dependent upon the vertical mode present when pressed. If PIT mode is
active, successive button presses will move the pitch attitude hold reference
either up or down by 0.5° per press, or at the rate of 0.8° per second if held

continuously. If VS mode is active, the initial button press will bring up the
commanded vertical speed in the display. Subsequent immediate button presses
will increment the vertical speed command either up or down at the rate of 100 ft/
min per button press, or at the rate of approximately 300 ft/min per second if held
continuously. If ALT mode is active, successive button presses will move the
altitude hold reference altitude either up or down by 20 feet per press, or if held
continuously, will command the airplane up or down at the rate of 500 ft/min,
synchronizing the altitude hold reference to the actual airplane altitude upon
button release. (Note that neither the pitch attitude nor the altitude hold reference
is displayed. The display will continue to show the altitude alerter reference.)
11. ROTARY KNOBS —Used to set the altitude alerter/altitude pre-select
reference altitude. When the flight director is engaged, will automatically arm a
pre-select altitude hold capture.
12. VERTICAL SPEED (VS) MODE SELECTOR BUTTON —When
pressed, will engage the vertical speed hold mode. The vertical speed maintained
is the vertical speed present at the moment the VS button is pressed. The vertical
speed command reference will initially be displayed in place of the altitude alert
annunciation, defaulting back in 3 seconds to the altitude alerter value. Pressing
either the up or DN button will again cause the vertical speed command
reference to be displayed while causing it to increase or decrease. Vertical speed
can be commanded to a maximum of a 2000-ft/min climb down to a maximum of
a 2000-ft/min descent. When the VS button is pressed again, it will disengage the
vertical speed mode. This button will engage the flight director.
13. ALTITUDE ARM (ARM) BUTTON —When pressed, will toggle altitude
arming ON or OFF. When ALT ARM is annunciated, the automatic flight control
system will capture the altitude displayed in the Altitude Alerter/Vertical Speed d
Display (provided the aircraft is climbing or descending to the displayed altitude).
ALT ARM mode is engaged automatically whenever the selected altitude is
changed via the rotary knobs. Note that the alerter functions are independent of
the arming process thus providing full time alerting, even when the flight director
is disengaged. This button will engage the flight director.
14. PITCH TRIM (PT) ANNUNCIATION —A flashing PT with an accompanying
arrow head is an indication that the request for auto trim has lasted longer than
10 seconds. A solid PT without an arrowhead is an indication of pitch trim fault. A
trim runaway will generate the solid PT annunciation, a remote TRIM/FAIL (see
item 24) annunciation and a continuous alert tone. Refer to the EMERGENCY
PROCEDURES for proper response to a pitch trim fault.
15. ALTITUDE ALERTER/VERTICAL SPEED DISPLAY —Normally displays
the altitude alerter selected altitude. The display indicates the reference vertical
speed in FPM for 3 seconds after the CWS button or the UP or DN button is
pressed and the VS mode is engaged.

16. ALTITUDE ALERT (ALERT) ANNUNCIATION —-Illuminates as a solid alert
in the region of from 1000 to 200 feet from the selected altitude if the airplane
was previously outside of this region. Flashes (1) for two seconds the first time
the airplane crosses the selected altitude and (2) flashes continuously in the 200
to 1000 feet region if the airplane was previously inside of this region (i.e., at the
selected altitude). Associated with the visual alerting is an aural alert (5 short
tones) which occurs 1000 feet from the selected altitude upon approaching the
altitude, and 200 feet from the selected altitude on leaving the altitude.
17. PITCH AND ROLL MODE, AND AUTOPILOT ANNUNCIATIONS —
Displays the active flight director pitch modes (PIT, VS, ALT ARM, ALT CAP,
ALT, GS ARM, GS. GA, and roll modes (ROL, HDG, NAV ARM, NAV, APR ARM,
APR, REV ARM, REV). Displays when the autopilot (AP) is engaged. Also
displayed will be a flashing AP annunciation (5 seconds) at each autopilot
disconnect accompanied by an aural tone (for 2 seconds).
18. AUTOPILOT DISCONNECT (AP DISC/TRIM INTER) SWITCH (not
shown) —When pressed, will disengage the autopilot and yaw damper (if
installed), and interrupt electric trim power. (Located on the left horn of the pilot’s
control wheel. The switch is RED in color). (May also disengage the flight director
depending on how the system is configured.)
19. MANUAL ELECTRIC TRIM SWITCHES (not shown) —When both switches
are pressed in the same direction, will activate pitch trim in the selected direction.
If only one switch is moved, the trim system will not operate. If one switch fails or
is moved and held for 3 seconds, the trim monitoring system will detect a switch
failure resulting in a PT annunciation on the autopilot display and the disabling of
the electric trim system. Use of manual electric trim during autopilot operation will
disengage the autopilot. (Located on the pilot’s control wheel).
20. CONTROL WHEEL STEERING (CWS) MODE BUTTON (not shown) —
When pressed and held, disengages the pitch, roll, and pitch trim clutches
allowing the pilot to maneuver the airplane by hand. Pressing the CWS button will
also sync the automatic flight control system PIT, ROL, ALT or VS commands to
the actual attitude, altitude or vertical speed present at the time the button is
released. ROL will maintain wings level if CWS is released at less than 6° bank
angle. (Located on the left horn of the pilot’s control wheel.)
21. GO AROUND (GA) MODE BUTTON (not shown) —When pressed, will
engage the flight director in a pitch up attitude of 6° and wings level (ROL mode).
GA will disengage the autopilot, and cancel all armed modes including an armed
altitude preselect. Lateral modes such as HDG or NAV ARM may subsequently
be added. The autopilot may subsequently be engaged. Modification to the
commanded pitch attitude such as through the UP/DN button or CWS, etc. will
cancel GA and revert to pitch altitude hold. (Located on the instrument panel
above throttle).
22. OMNI BEARING SELECT KNOB Selects the desired course to be
tracked by the autopilot. (Located on the HSI.)

23. HEADING SELECT KNOB Positions the heading bug on the
compass card. (Located on the HSI).
24. TRIM/FAIL ANNUNCIATOR —Illuminates whenever the automated pre-
flight self-test detects a pitch trim fault or a continuous monitoring system detects
a pitch trim fault in flight. (Located in either the system annunciator panel or the
pilot’s instrument panel. The annunciator is RED in color). Refer to the
EMERGENCY PROCEDURES for proper response to a pitch trim fault.
SECTION V THROUGH X
NO CHANGES TO THESE SECTIONS