KAP-150 Pilot Guide

7/27/2019 KAP-150 Pilot Guide

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PILOTS GUIDE FOR THEKFC ISO/KAP 150& K A P 100FLIGHT CONTROL SYSTEMS

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CONTENTSIn t roduct ion . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3. . . . .

System Integration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6. . . . .General Description: KFC 150, KAP 150 and KAP100Silver Crown Panel-Mounted Flight Control System Capabilities . . . . 5Typical KFC 150 Flight Control System (Diagram) . . . . . . . . . . .Typical KAP 150 Autopilot System (Diagram) . . . . . . . . . . .Typical KAP 100 Autopilot System (Diagram) . . . . . . . . . . .

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. . . . . . . . . . .10. . . . . . . . . . . i oKC 190.. . . . . . . . . . . . . . . i o. . . . . . . . . . ..llKG258 . . . . . . . . . . . I1KI 254 . . . . . . . . . . . . I1KG 253 . . . . . . . . . . . . . . . I1KI 204/206 . . . . . . . . . . . . . I2. . . . . . . . . . . I2. . . . . . . . . . . I2KA185 . . . . . . . . . . . . . . . . . . . . . . . . . . . 12KAS 2978 . . . . . . . . . . . . . . . . . . . . . . . . I2System Monitor Description . . . . . . . . . . . . . . . I2

KFC 150 Flight Contr ol System . . . . . . . . . . . . . . . . . . . . 13Modes of Operation . . . . . . . . . . . . . . . . . . . . . . . . . . 14-15Initial Power On . . . . . . . . . . . . . . . . . . . . . . . . . I6System Self Test. ....................Attitude Reference Modeof Operation

Operating he KFC 150 System

. . . .Flight Director ModeAutopilot Engageme. . . . . . . . . . . . . . . . . . . . . . . 20Approach Mode (APR) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21Back Course Mode (BC) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .22Altitude Hold Mode (ALT) . . . . . . . . . . . . . . . . . . . 2Auto/Manual Trim .................... . . . . . . . 23Control Wheel Steering Mode (CWS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23

Takeoff and Climb to Assigned Altitude . . . . 24-25VOR/RNAV Capture . . . . . . . . . . . . . . . . . 30-31

The KAP 150Autopi lot System . . . . . . . . . . . . . . . . . . . . 33Modes of Operation . . . . . . . . . . . . . . . . 34-35System Self Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36Attitude Referenc of Operation . . . . . . . . . . . . . . 37Autopilot Mode (AP) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37Heading Select Mode (HDG) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38(NAV,VOR, RNAV) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39(NAV, VOR, RNAV) . . . . . . . . . . . . . . . . . . .Approach Mode Using the KG 107/KI 206 InBack Course Mode Using the KG 107/KI 206 Indicators (BC) . . . . . . . . . . . . . . . . . . . . . . . . . . 44Back Course Mode Using the Optional KI 525A PNI (BC) . . . . . . . . . . . . . . . . . . . . . 45Altitude Hold Mode (ALT) . . . . . . . 46Auto/Manual Trim . . . . . . . . . . . . . . . . . . . . . . . . .47Control Wheel Steering Mode (CWS) . 47Take off and Climb to Assigned Altitude . . . . 48-49ILSApproach (KG 107/KI 206) . . . . . . . . . . . .. . . . . . . . . . . . . .. . . . . . . . . . . . . .. . . . . . . . . . . .50-51

KFC 150 Operating ProceduresOutbound on Front Course for ProceduFront Course ILSApproach . . . . . . . . . . . . . . . . . . . . . . . . . . .Long Range NAV Tracking . . . . . . . . . . . . . . . . . . . . 32

Initial Power On . . . . . . . . . . . . . . . . . . . . . 36

Navigation Mode Using the KG 107/KI 206 IndicatorsNavigation Mode Using the Optional KI 525A PNI

Approach Mode Using the Optional KI 525A PNI (APR) . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40. . . . . . . . . . . . . . . . . . . . . . . . .

KAP 150 Operating ProceduresOutbound on Front Course for Procedure Turn to

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Outbound on Front Course for Procedure Turn to ILS Approach (KI 525A) . . . . . . . . . . . . . . . . . . . 52-53Front Course ILS Approach (KG 107/KI 206) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 54-55Front Course ILS Approach (KI 525A) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 56-57RNAV Capture (KG 107/KI 206) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 58-59RNAV Capture (KI 525A) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .60.61Long Range NAV Tracking . . . . . . . . . . . . . . . . . . . . . . . . . 2. . . . . . . . . . .. . . . . . . . . . .

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The KAP 100Autopi lo t System . . .Modes of Operation . . . . . . . . . . .Operating the KAP100SystemSystem Self-Test . . . . . . . . . . . . . . . .Attitude Reference Mode of Operation . . . .Autopilot Mode (AP) . . . . . . . . . . . . . . . . . .Heading Select Mode (HDG)Navigation Mode Using the KG 107/KI 206

Navigation Mode Using the Optional KI 525A PNIApproach Mode Using the KG 107/KI 206 Indicator (APR) . . . . . . . .Approach Mode Using the Optional KI 525A PNI (APR) . . . . . . . . . .Back Course Mode Using the KG 107/KI 206 Indicators (BC) . . . . . .Manual Electric Trim . . . . . . . . . . . . . . . . . . . . . . . .

Indicators (NAV) (VOR. RNAV) . . . . . . . . . . . . . . . . . . .(NAV) (VOR. RNAV) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Back Course Mode Using the Optional KI 525A PControl Wheel Steering Mode (CWS) . . . . . . . . .

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. .KAP 100 Operating ProceduresOutbound on Front Course for ProcILS Approach (KG 107/KI 206)Outbound on Front Course for Proc

Front Course ILS Approach (KG 107/KI 206)RNAV Capture (KG 107/KI 206) . . . . . . . . . . . . . . . . . . . . .RNAV Capture (KI 525A)Long Range NAV Tracking . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Optional KA S 2978 Alt i tude and Vert ical Speed Selector . . . . .Altitude Preselect . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Altitude Alerting . . . . . . . . . . . . . . . . . .Vertical Speed Preselect . . . . . . . . . . . . . . . . . . . . . .Vertical Speed Synch . . . . . . . . . . . . . . . . . . . . . . . . .Test Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

ILSApproach (KI 525A) . . . . .Front Course ILS Approach (KI 525A) . . . . .

KAS 2978 Operating ProcedureKCS 55A Com pass System . . . . . . . . . . . . . . . . . . . . .Altitude Profile . . . . . . . . . . . . . . . . . . . . . . . . . .KI 525A Indicator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Description of Indicator and Display Functions . . . . . . . . . .Slaving Meter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .KMTll2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .KG102A . . . . . . . . . . . . . . . . . . .Operating Instructions . . . . . . . . .KCS 55A Fliaht Procedures . . . . . . .

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Vectors tolntercept a Radial . . . . . . .Turn to Intercept Victor Airway . . . .Airway Interception . . . . . . . . . . . . . . . . .Holding Pattern . . . . . . . . . . . . . . . . . . .ILS Approach Front Course . . . . . . . . . .Reverse Localizer Approach (BC) . . . . . .General Emergency Pro ceduresOption al NAV I/NA V 2 Switch ing . . . . . . .System Weight and Power RequirementsBendidKing Warranty Service . . . . . . . . .

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107. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 108. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 09110. . . . . . . . . . . . . .111. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 113. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 115. . . . . . . . . . . .Back Cover

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INTRODUCTION

The pressures of single-pilot nstru-ment flying place critical demands on theskill and concentration of any pilot.

To help you meet the challenge, KingRadio has developed three digital, panel-mounted Silver Crown flight control systemsfor single and twin engine aircraft.

These systems bring digital flight con-trol technology from the flight deck of thenew generation airliners to the cockpits ofpiston powered aircraft for the first time.The result is lightweight, compact flight con-trol systems which incorporate he functionsof computer, mode selector, and annuncia-tor in a single, panel-mounted unit. Thesedigital panel-mounted systems use fewerparts than previous generation flight controlsystems for singles and twins. And fewerparts mean potentially greater reliability.

It's also significant hat these SilverCrown flight control systems have beendesigned from the beginning to interfacewith your Silver Crown package of

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COMM/NAV Pulse products. Consider theadvantage of having your avionics workingtogether as an integrated system ratherthan as a group of unrelated componentsbuilt by several manufacturers.

To fully utilize the impressive capabili-ties of your new digital, panel-mountedflight control system, you must understandthe performance capabilities and basicoperational requirements of theseadvanced-design Silver Crown systems.This pilot's guide is divided into three sec-tions. The first provides a general familiar-ization with each flight control systemincluding the associated panel-mounteddisplays. The second section describeseach system, including the KCS 55A slavedcompass system and its operation, as wellas optional altitude preselect/alertingandvertical speed hold. The final section cov-ers emergency procedures and optionalNAV 1/NAV2 switching.

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GENERAL DESCRIPTION:KFC 150,KAP 150AND KAP 100

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KFC 150 Flight Control SystemThe KFC 150 is the ultimate panel-

mounted digital flight control system for sin-gles and twins. It has the autopilot capabili-ty you need, plus a complete flight directorsystem. The flight director provides attitudecommands for the pilot to hand-fly, or dis-plays to the pilot the commands being fol-lowed by the autopilot. The KFC 150 hascapabilities similar to King's popular KFC200 Flight Control System.

U P 150 AutotMot SvstemThe M P 150 Autopilot System is atwo-axis, panel-mounted digital system

which delivers highly sophisticated IFRcapability. It has modes and functions simi-lar to the KFC 150 but has no flight director.

KAP 100 Autopilot SystemThe KAP 100Autopilot System is a

single-axis panel-mounted digital systemwhich extends Silver Crown quality and reli-ability to an entirely new entry-level capabil-ity. The KAP 100 Autopilot is the mostaffordable option in the Silver Crown line offlight control systems and offers many sub-stantial workload relief benefits.

The following chart highlights the majorattributes of each of the three systems

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SILVER CROWN PANEL-MOUNTEDFLIGHT CONTROL SYSTEM CAPABILITIESTwo AxisSingle AxisFlight DirectorKI 525A PNIKG 107 DGKG258 Horizon ReferenceIndicatorKI 256 Flight CommandIndicatorAutomatic ElectricElevator TrimManual Electric TrimYaw DamperKA 185 RemoteMode AnnunciatorKAS 2978 Altitude Preselect/Alerting, Vertical Speed HoldFUNCTIONS/MODESALT Hold (ALT)ALT PreselectHeading Select (HDG)NAV (VOR/RNAV)Approach (APR)Glideslope (GS)Back Course (BC)Control Wheel Steering (CWS)

Vertical Speed HoldVertical TrimAuto CaptureAuto TrackAll AngleInterceptAuto 45-degree InterceptTESTManual and AutoTrim MonitorRoll Rate MonitorPitch Rate Monitor

KFC 150YesYesStandard-

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StandardStandardStandardOptional forsome aircraftOptional forsome aircraftOptional forsome aircraftYesOptionalYesYesYesYesYesStandard

OptionalYesYesYesYes~

Both

YesYes

KAP 150Yes--OptionalStandardStandard

StandardStandardOptional forsome aircraftOptional forsome aircraftOptional forsome aircraftYesOptionalYesYesYesYesYesStandard

OptionalYesYesYesOptional (withKI 525A)Standard (withKG 107)Both

YesYes

KAP 100YesOptionalStandardStandard

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-Optional-

Optional forsome aircraft-

-YesYesYes-YesOptional withKing manualelectric trim-YesYesOptional (withKI 525A)Standard (withKG 107)Manual Trim Monitor(with King manualelectric trim option)Yes

NOTE: The KFC 150, KAP 150 and KAP 100 are designed as independent systemsto maximize their indi-vidual capabilities. Therefore they are not designed for conversion from one system to another.

IMPORTANT: This Pilot's guide provides a general description of various operational characteristicsof theKFC 150, KAP 150 and KAP 100 Flight Control Systems. However, operation of a system should not beattempted without reviewing the specific information in the FAA approved Aircraft Flight Manual Supplementfor your particular aircraft type.

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SYSTEMS INTEGRATIONThe individual systems diagrams on

pages 7,8, and 9, show the componentsand their relationships in typical KFC 150,U P 50 and KAP 100 Flight ControlSystems. The actual components used onindividual aircraft may vary slightly in orderto optimize certification and installationrequirements.

Each system has a number of inputsand outputs: sensor outputs are shown inred; computation inputs shown in blue; dis-play outputs shown in orange; and aircraftcontrol shown in green. The systems dia-grams reflect that the KAP 150 and KFC150 systems control both pitch and roll axesof the aircraft. The KAP 100, being a sin-gle-axis system, controls only the roll axis ofthe aircraft. All sensor information (pitchand roll reference, heading and coursedatum, RNAV/VOR/LOC/GS deviation andflags, marker receiver and static pressure[altitude] is fed into the system's flight com-puter).

The flight computer computes pitchand roll steering commands (or in the caseof the KAP 100, roll commands only). In theKFC 150 system these commands are rout-ed through the KI 256 Flight CommandIndicator (FCI), where they are displayed onthe V-Bar as visual guidance commands.

In all three systems these steeringcommands are fed to the autopilot compu-tation circuits contained in the appropriateflight computer which generates the com-mands for the individual servos to manipu-late the ailerons, elevator and elevator trim.An optional yaw channel is available forsome aircraft, but is independent of pitchand roll commands.mands in the KFC 150 system for flightdirector and autopilot provides totally con-sistent flight director steering command andautopilot control. There is no disagreementin computation. The autopilot simply con-verts the pitch and roll steering commandsfrom the flight computer, displayed on theV-Bar in the FCI, into the required elevatorand aileron position commands. Full inte-gration of flight director and autopilot allowsthe pilot to delegate the manual effort of fly-ing the aircraft to the autopilot while moni-toring its activity with the flight director.

Using the same pitch and roll com-

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TYPICAL KFC 150 FLIGHT CONTROL SYSTEMVOWLOC/RNAV Static1eviation Pressure

KA 185MOL- . ..inunciator(Optional on some aircraft). KC 192Computer1GlideslopeDeviation

Pitch Altitude1 L-Pitch Command/Roll Command

KI 256 FlightCommand Indicator

K INavigation ndicatorKMT 112

KG 102ASlaved DG Detector- "st

EL I

Controller1containscomputerfunctions,mode controlbuttons, andannunciatorlights in asingle unit.Also containsaltitude

1 1 1 Annunciator

1I Autopilot Disconnect/Trim Interrupt

ORnM.J,n KA51B

Slaving AccessoryThis is a 2-Axis (Pitch and Roll) System.

Third Axis Yaw Damper System(Optional on some aircraft).unted (May not be includedrol in all Yaw Damperinstallations)TC 192 AutopilotComputerKontrollerAnnunciator

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TYPICAL KAP 150AUTOPILOT SYSTEMVOR/LOC/RNAV StaticDeviation Pressure KC191

Computer/lideslope MiddleDevi?ion Marker Controller/Annunciatorcontainscomputerfunctions, modecontrol buttons,and annunciatorlights in asingle unit.Also containsaltitudesensor.

Pitch Attitude/

KG238 AttituaeReference Indicator I I I I

1 1 1 1Heading Select& Course Datum

I KG107 KI 204 or other Course II Directional Gyro Deviation Indicator II (not included). I II -

IIIII

/ [rim Interruptt KMT 112 I

I - Yd

I I Flux IKI 525A PictorialI Navigation IndicatorII II KCS 55A Slaved m I n R AII slavingACC~S!. . . . . . . . . . . . . . . . . . . . . . . .

This is a 2-Axis (Pitch and Roll) System.Third Axis Yaw Damper System(Optional on some aircraft).I 5 L 1 n o r r f r

Panel-Mounted (May not be includedSwitch installations)YD Annunciator 18 Yaw Control in all Yaw DamperT IKC IJ I MU l U ~ l l U lComputedControllerAnnunciatorr Roll Crossfeed

Yaw ServoKRG331Rate Gyro Yaw ComputerL


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TYPICAL KAP 100AUTOPILOT SYSTEM

KA 185 Mode Annunciator(Optional on some aircraft).

KG258 AttitudeReference Indicator

Middle VOWLOC/RNAV

KC 190Computer/Controller/AnnunciatorIoll AttitudeHeading Select& Course Datum

IIIIIII

IIIIII

KG 107 KI204 or other Course IDirectional Gyro Deviation Indicator I(not included). I. . . . . . . . . . . . . . . . . . . . .

OR. . . . . . . . . . . . . . . . . . . . . . .- G 102A I1+L ,

Slaved DG IIII

I I- 1KMT112 I

I Navigation Indicator - etector I7I KI 3.cm ricioriai Flux II I

I R(7)KCS 55A Slaved ICompass SystemI (Optional) KA 51A a - 5 1 B III Slaving Accessory I

containscomputerfunctions, modecontrol buttons,and annunciatorlights in asingle unit.

-D KS 179Pitch TrimServo

Autopilot Disconnecff

This is a Single-Axis(Roll) System.

Manual ElectricI Trim (Optional)Control WheelSteering (Optional)

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KI 256 Flight Command indicator (FCI)information:The KI 256 displays the followingPitch and roll attitude.Flight Director pitch and roll

commands.DH (decision height) annunciationwhen used with a radar altimeter.The KI 256 contains an air-drivenvertical gyro. Engine(s) must be run-ning, pressure or vacuum system oper-ating and gyro up to speed before thesystem will operate. Allow three min-utes for the gyro to come up to speed.

KG 258 Horizon Reference Indicatorinformation:The KG 258 displays the followingPitch and roll attitude.DH (decision height) annunciation

when used with a radar altimeter.The KG 258 contains an air-drivenattitude reference indicator. Engine(s)must be running before the system willoperate. Allow three minutes for thegyro to come up to speed.

KI 254 Electric Flight Command Indicator( WKG 253 Electric Horizon ReferenceIndicatorinformation:The KG 253 displays the followingPitch and roll attitude.DH (decision height) annunciationwhen used with a radar altimeter.The KG 253 is an electric attitudereference indicator. Electrical power(D.C.) must be applied in order for theunit to operate. Immediately followingelectrical power turn-on, the knoblabeled "Pull to Erect" should be pulledout with a moderate, even pull andheld in the out position for approxi-mately three seconds. The knobshould then be released quickly butsmoothly. Erecting the unit should onlyby accomplished while the aircraft isrelatively level on the ground or in levelflight. The gyro must be up to speedbefore the system will operate. Allowthree minutes for the gyro to come upto speed.

The KI 254 displays the followingPitch and roll attitude.Flight Director pitch and roll com-mands.DH (decision height) annunciationwhen used with a radar altimeter.The KG 254 contains an electricvertical gyro. Electrical power (D.C.)must be applied in order for the unit tooperate. Immediately following electri-cal power turn-on, the knob labeled"Pull to Erect" should be pulled out with

a moderate, even pull and held in theout position for approximately threeseconds. The knob should then bereleased quickly but smoothly.Erecting the unit should only beaccomplished while the aircraft is rela-tively level on the ground or in levelflight. The gyro must be up to speedbefore the system will operate. Allowthree minutes for the gyro to come upto speed.

information:

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KI 204/206 KG 107

KA 185KI 204/206 Course Deviation Indicator

The KI 204/206 displays the following:VOR/LOC/GLIDESLOPE Deviations.Course Select (06s).TO/FROM Flag Indication.The KI 204/206 is used with the KN 53,KX 155 or KX 1758, and the KN 75

Glideslope Receiver. The KI 206 is usedwith the KN 74, KNS 80, KNS 81, KX 165 orKNC 610.KG 107 Directional Gyro

The KG 107 Directional Gyro displaysUnslaved gyro magnetic heading infor-Selected heading (HDG 'bug").

the following information:mation.The KG 107 is an air-driven directional

gyro indicator. Engine(s) must be running,pressure or vacuum system operating andgyro up to speed before the system willoperate. Allow three minutes for the gyro tocome up to speed.KI 525A Horizontal Situation Indicator

The KI 525A is the display portion of(HSI)

the KCS 55A Slaved Compass System anddisplays the following:

Slaved gyro magnetic heading informa-Selected heading (HDG "bug").VOR/LOC/RNAV course deviation.Glideslope deviation.

KA 185 Mode Annunciator (Optional)ciation display of all appropriate operating

tion.

The KA 185 provides a parallel annun-

KI 525A

KAS 297Bmodes and may be positioned on the panelin the pilot's normal scan.(Optional)130A Altimeter to provide altitude prese-lectlalerting and vertical speed modes forthe KFC 150 and KAP 150 systems.System Monitor Description

Through the use of extensive monitorcircuits in the 100 series flight control sys-tems, safer control of the aircraft is provid-ed, since failures are predominantly "soft"(aircraft control is automatically returned tothe pilot when a fault is detected). Becauseof this safety factor, the 100 series flightcontrol systems are able to providesmoother control of the aircraft due toincreased servo authority.

The internal monitors continuouslycheck for the presence of operating pitchand roll microprocessors, adapter modules(used to tailor the autopilot to individual air-craft models), pitch and roll reference sig-nals, proper internal voltages, trim power,"runaway" auto trim, wrong direction of trim,abnormal pitch attitude rates, and abnormalroll attitude rates.

The trip levels for pitch and roll attituderates and duration are independently set onthe adapter modules for each aircraft.

Digital design allows the incorporationof these monitors without the weight andspace penalties associated with previoustechnology systems. Now these importantsafety features are available to the opera-tors of piston engine aircraft at a reasonableprice.

KAS 297B Altitude SelectorThe KAS 2978 is used with a KEA

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THEKFC 150FLIGHT CONTROL SYSTEM

The KFC 150 is the ultimate in digital The pilot can then manually fly thecommands shown on the KI 256, or engagethe autopilot portion of the system and haveit fly the commands. Monitoring the single-cue steering command (V-bar) will tell thepilot if the commands are being satisfied. A

panel-mounted flight control systems forsingles and twins.

The system incorporates a highlycapable two-axis autopilot and a flightdirector system. An optional third-axis (yawdamper) system is available for some air-craft at a slightly higher cost.er which calculates the appropriate pitchand roll attitudes required to intercept andmaintain headings, courses, approachpaths, pitch attitudes and altitudes. Oncecomputed, the commands are displayed tothe pilot on the single-cue steering com-mand which is part of the KI 256 FlightCommand Indicator (FCI).

The flight director system is a comput-good cross-check is to monitor the raw data(course or localizer and glideslope informa-tion) on the KI 525A PNI to see if the aircraftis intercepting or tracking course and glide-path as desired. (If you are unfamiliar withthe operation of a Pictorial NavigationIndicator (PNI) you should stop here andreview the section of the KCS 55A CompassSystem on page 95.)

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Vertical Trim Glideslope (GS)I Trim FailureWarningI

Flight /Director (FD) /AltitudeHold (ALT)Self-Test AutopilotEngageI ' AP ENG)(APR ) (ILS,VOR or RNAV)/. .---ing BackSelect (HDG) /Navigation(NAV)(VOR/RNAV) Course (BC)

ElectricTrim SwitchAutopilbtDisconnect/Trim Interrupt IEi:ISteeri(ng(CWS)Mode Flight DirectorlAutopilot ActionAttitude Reference Power on and no modes selected. FCI displaysaircraft attitude andPNI displays aircraft heading.Command V-bar is biasedout of view. Aircraftengine@)must be running for pressure or vacuumto be applied to FCI attitude gyro.Flight Director (FD) V-bar will appear and command wings level

and pitch attitude of the aircraft at the time ofmode selection.Autopilot Engage (APENG) Aircraft control surfaces (ailerons and elevators)smoothly respond to all selected Flight Directormode commands with automatic pitch trim.Engages Yaw Damper if present.

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Mode Flight Director/AutopilotActionHeading (HDG) Select desired heading on PNI, then select

HDG mode. The V-bar will command thenecessary bank to turn to and maintain theselected heading.Navigate (NAV)(VOR/RNAV) The V-bar will command the bank necessaryto turn to and maintain a VOR or RNAV courseselected by the pilot.

The V-bar will command the bank and pitchnecessary to capture and track localizer andglideslope for ILS approaches, or to capture andtrack the appropriate course for VOR or RNAV.The V-bar will command the bank necessaryto capture and track a reverse localizer course.Glideslope s locked out.

Approach (APR)(ILS, VOR or RNAV)

Back Course (BC)

Altitude Hold (ALT) The V-bar will command the pitch attitudenecessary to maintain the engaged altitudeTest Button Depressing the test button nitiates a test of theKFC 150circuitry, including operation of variousmodes and of the trim. The test must be

performed after power is applied and before theautopilot can be engaged, but the flight directorcan be used without the test being performed.Vertical Trim This rocker switch allows you to make smallcorrections in selected altitude while in altitudehold, or adjust pitch attitude at a rate ofapproximately .9 degrees per second when notin altitude hold.Control WheelSteering(CWS)

This button mounted on the control wheel allowsyou to maneuver the aircraft in pitch and rollwithout disengaging the autopilot. After the CWSbutton s released, the autopilot resumes controlof the aircraft.


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OPERATING THEKFC 150SYSTEMInitial Power On

When initially powered (no modesselected), the KFC 150 will display aircraftattitude on the FCI and aircraft heading onthe PNI. The V-bar will be biased out ofview. The trim light will be lit on the KC 192as a reminder of the need to perform thesystem self-test.

Svstem Self-Test

The KFC 150 system incorporatesa sys-tem self-test function which is activated by atest button on the KC 192 ModeController/Computer/Annunciator.The testmust be performed before the autopilot portionof the system can be used, but need not beperformed before using the flight director por-tion. This test determines, before takeoff, thatthe system is operating normally. To perform atest- omentarily push the test button. Thefollowing actions will occur:

1. All annunciator lights, the trim light andautopilot lights will illuminate.2. The trim light will flash 4 times.3. The annunciator legends will go blank,an aural tone will beep (approx. 6times) and the "AF" light will flash(approx. 12-13 times) and go off. (Ifthe AP light fails to flash you will beunable to engage the autopilot.)4. The KC 192 display will go blank.

The test checks all digital computingcapability, the disconnect capability of theautopilot, the auto trim drive and monitorsystems, and the failure annunciator sys-tem. CAUTION: If the trim legend flashesor remains on at the end of the test it indi-cates there is a failure in the trim systemand the autopilot will not engage. See aqualified King Service Agency for repair.

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Attitude Reference Modeof OperationThe system will be in the basic attitudereference or "gyro" mode with engine(s)running and aircraft power on, but nomodes selected (annunciator panel blank).Aircraft heading is shown on the PNI androll and pitch attitude on the FCI.Attitude Gyro Operation Note: Whenshutting down the aircraft for short periodsof time, make sure the Attitude Gyro hascompletely spun down before starting oper-

ations again. Gyro spin down occurs whenthe air supply is cut off to the gyro and usu-ally takes about 10 minutes.During Gyro spin down most gyroshave a tendency to "tilt" (precess) to oneside. If the air supply is reapplied to thegyro while in this state, slow gyro erection(leveling) will occur due to gyro inertia. Ifaircraft operations are initiated before thegyro is fully erected, there is a greater pos-sibility that the gyro may tumble causingloss of primary attitude information from theAttitude Gyro.

FLIGHT DIRECTOR (FD) MODEThe flight director mode is activatedby depressing the "FD" button on the mode

controller or the CWS button on the controlwheel. The V-bar will appear and providecommands to maintain wings level and thepitch attitude existing at the time ofengagement. To satisfy the V-bar com-mand the pilot can manually fly the orangedelta wing "aircraft" into the V-bar to alignthe top of the delta wing flush with the bot-tom edge of the V-bar. Or the pilot canengage the autopilot and let it satisfy thecommands by maneuvering the aircraft in asimilar manner.

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If a change in pitch attitude is desired,the control wheel steering (CWS) button onthe pilot's control wheel can be used to syn-chronize the V-bar (in the FD mode withautopilot disengaged) without removingyour hand from the control wheel.

The vertical trim switch may be usedto adjust the selected pitch attitude up ordown at .9 degrees per second.

AUTOPILOT ENGA GEMENT1AP ENG)

The flight director can also be activat-ed by direct selection of any specific mode,which will activate the command V-bar.Such selection will illuminate both FD andthe appropriate annunciator mode.one already selected will cause the flightdirector and/or autopilot to follow the modemost recently selected by the pilot.

Selection of a mode which supersedes

NOTE: The autopilot cannot be engageduntil the flight director is engaged.ing the 'AP ENG' button on the KC 192.The autopilot is engaged by depress-

CAUTION: Prior to autopilot engagement,the pilot should make sure the V-bar com-mands are satisfied. This will prevent anyrapid changes in the aircraft's attitude whenthe autopilot is engaged.

Once engaged, the autopilot willattempt to satisfy the V-bar commands gen-erated by the selected flight directormodes.and roll) stabilization and automatic elevatortrim as well as automatic response to allselected flight director commands.yaw damper system will significantly damp-en yaw oscillations and improve turn coordi-nation.

The autopilot provides two-axis (pitch

The addition of an optional third axis

WARNING: WHENEVER I H t AUTOPILOTIS DISENGAGED, THE AP LEGEND ONTHE ANNUNCIATOR PANEL WILL FLASHAND AN AURAL TONE WILL SOUND TOALERT THE PILOT.CAUTION: Overpowering the Autopilot inthe pitch axis in flight for periods of threeseconds or more will result in the autotrimsystem operating in the direction to opposethe pilot and will, therefore, cause anincrease in the pitch overpower forces, andif Autopilot is disengaged, will result in apitch transient control force. Operation ofthe autopilot on the ground may cause theautotrim to run because of backforce gener-ated by elevator downsprings or pilotinduced forces.

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HEADING SELECT (HDG) MODETo operate in heading select mode:

1. Move the heading "bug" o the desiredheading on the PNI (using the HDGknob).

2. Depress the HDG button on the KC192 to engage the heading selectmode. The V-bar on the FCI will com-mand a bank towards the selectedheading, in the direction of the short-est turn. If the autopilot is engaged itwill turn the aircraft to intercept and flythe heading.3.The V-bar will continue to commandthe bank necessary to maintain theselected heading. If you move theheading "bug" again while headingselect mode is engaged, the V-bar willimmediately command a turn to thenew heading. If the autopilot isengaged, it will immediately turn theaircraft in the direction of the newheading. The HDG mode is canceledwhen NAV or APR coupling occurs, orwhen the HDG or FD mode button ispushed again to "off".

NOTE: For system limitations refer tothe Flight Manual Supplement for yourparticular aircraft.(See page 24/25 for illustration)

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NOTE: You should consider using HDGselect mode just prior to VOR station pas-sage. If the autopilot is engaged in NAVmode it may cause erratic maneuvers whilefollowing a rapidly changing course devia-tion needle as the aircraft flies in the coneof confusion.

NAVIGATION (NAV, MODEWO R. RNAV)The Navigation (NAV) mode providesguidance to the pilot (or autopilot) in inter-

cepting and tracking VOR and RNAV cours-es. To operate in the navigation mode:1. Tune the frequency for the selected

VOR (or VORTAC) station. For RNAV,set in the waypoint distance and VOR-TAC radial.2. Set the PNI course pointer to thedesired course.3. Establish the desired intercept angleby setting the heading 'bug' on theintercept heading, and activate HDGmode. ('HDG" light will illuminate.)

4. Depress the "NAV button on the KC192. ("NAV' light will flash to signifythat the NAV mode is armed.)

NOTE: If the NAV mode is selected withthe aircraft level within i4degrees of bankand within 2-3 dots of course deviation,NAV/ARM will be bypassed and the NAVmode will engage directly.

5. The V-bar will command the requiredbank to maintain the selected headinguntil the capture point* is reached.Then the V-bar will command a turn tointercept the course. If the autopilot isengaged, it will turn to satisfy the com-mands. (The HDG light will go off asHDG mode is disengaged, and the"NAV' light will stop flashing and illumi-nate continuously as the NAV modegoes from arm to engage.)6. The V-bar will continue to commandthe required bank to maintain coursewith automatic crosswind compensa-tion and the autopilot (if engaged) willsatisfy those commands.

*The capture point will vary depending onthe angle of intercept and the rate ofchange of VOR/RNAV radials.(See page 30/31 for illustration)

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APPROACH (APR) MODEThe approach (APR) mode provides

guidance to the pilot (or autopilot) in inter-cepting and tracking ILS (both localizer andglideslope), and VOR and RNAV courses.To operate in the APR mode:1. Tune the frequency for the selectedILS, VOR or RNAV approach.

2. Set the PNI course pointer to the finalapproach course (ILS front courseeven when flying a back courseapproach).

3. Set the HDG SEL 'bug" on the PNI tothe desired intercept angle and acti-vate the HDG mode.

4. Depress the "APR" button. This armsthe automatic capture function. (The"APR" light will flash to signify theapproach mode is armed.)

5. The V-bar will command the requiredbank to maintain the selected headinguntil the capture point is reached.Then the V-bar will command a turn tointercept the course. If the autopilot isengaged it will turn to satisfy the com-mands. As the V-bar commands theturn to intercept he selected course,the heading mode will be canceledand the APR mode will go from arm toengage. (HDG light will go out andAPR light will go from flashing tosteady.)

6. The V-bar will continue to commandthe required bank to maintain courseand the autopilot (if engaged) will sat-isfy those commands. (Automaticcrosswind compensation will provideprecise tracking. VOR/LOC deviationis shown on the PNI, and actual crabangle is shown by offset of the coursearrow from the lubber line.)

7. Once localizer course capture hasoccurred on an ILS, the glideslopemode is armed. Automatic captureoccurs as the aircraft approaches theglideslope from either above or below.

I I

When the intercept occurs, " G S is illu-minated on the annunciator panel. TheV-bar commands the pitch necessaryto maintain the glideslope. If theautopilot is engaged it will satisfy thesecommands. If the altitude hold (ALT)mode had been engaged prior to GScapture, it will disengage at captureand the "ALT light will go out.

NOTE: For system limitations refer to yourFlight Manual Supplement.(See page 28/29 for illustration)NOTE: GS is locked out in VOR orRNAV APR.

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BACK COURSE (BC) MODEThe back course (BC) mode provides

guidance to the pilot (or autopilot) in inter-cepting and tracking a reverse course LOC.To operate in the back course mode:

1. Tune the frequency for the selected2. BECERTAIN TO SET IN THE ILSILS back course.

FRONT COURSE EVEN THOUGH YOUWILL BE FLYING A RECIPROCALHEADING ON AN ILS BACK COURSEAPPROACH. FOR EXAMPLE, THEBACK COURSE APPROACH MIGHTHAVE A FRONT COURSEOF 090DEGREES WHICH YOU WILL SET INING 270 DEGREESTO RUNWAY 27.PNI to the desired intercept angle andactivate the HDG mode.4. Select the back course mode by eitherdepressing the "APR" button and thenthe "BC button or by merely depress-ing the BC button by itself. (BC willlight and the 'APR' light will flash tosignify approach mode is armed.)

AS YOU FLY A BACK COURSE HEAD-3. Set the heading select "bug" on the

5. The V-Bar will command the requiredbank to maintain the selected headinguntil the capture point in reached, thenit will command a turn to intercept thecourse. The "HDG" ight will go off andthe "APR" light will illuminate steadilyas the BC mode goes from arm toengage. If the autopilot is engaged itwill turn to satisfy the commands.

6. The V-bar will continue to commandthe required bank to maintain courseand the autopilot (if engaged) will sat-isfy those commands. Automaticcrosswind compensation will provideprecise tracking. (The glideslope islocked out during a back courseapproach.)

(See page 26/27 for illustration)

ALTITUDE HOLD IALT) MODEThe altitude hold (ALT) mode provides

guidance to the pilot (or autopilot) for main-taining the altitude at which this mode wasengaged. To operate in the ALT mode:

1 Depress the "ALT" button when the air-craft has reached the altitude you wishto maintain. (For smoother operation,press the "ALT" button when the verti-cal velocity is no more than 500 fpm.)

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2. The V-bar will command the requiredpitch to maintain the selected altitude.The pilot can maintain this altitudemanually by following the V-bar orengage the autopilot and have it satis-fy the flight director commands.

3.The vertical trim switch may be used toadjust altitude up or down at a maxi-mum rate of 500 fpm without disen-gaging altitude hold. (The ALT modeis canceled by automatic glideslopecapture or by depressing the "ALT"button.) When the vertical trim switchis released, the flight director V-bar willbegin to command pitch changes tomaintain the new altitude.

AUTO/MANUAL TRIMThe KFC 150 includes as standard

equipment an automatic and manual elec-tric trim. The automatic trim allows the KFC150 system to trim off elevator control sur-face pressures while the autopilot is control-ling the elevator through a pitch servo. If theautopilot is not engaged, and the pilot ishand flying the aircraft, he can use a manu-al electric trim switch mounted on the yoketo trim off elevator control forces.NOTE: See the Flight Manual Supplementfor detailed instructions on your particularaircraft.

CONTROL WHEEL STEERINGMODE (CWS)With the autopilot engaged, control

wheel steering (CWS) allows the pilot tomaneuver the aircraft without disengagingthe autopilot.To use control wheel steering, depressthe CWS button on the yoke. This releasesthe autopilot servos and allows you toassume manual control while autopilot con-trol functions are placed in a synchroniza-tion state. This means that when yourelease the CWS button, the autopilot willsmoothly resume control of the aircraft andfly it to the lateral command you were usingprior to engaging CWS. The vertical com-mand used by the autopilot will be the oneexisting when CWS is released.

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NAObjective: Intercept the desired course and complete a "direct to" operation after passingwaypoint " B while coupled to a Long Range Nav.

1. The aircraft is engaged inHeading (HDG) andAltitude Hold (ALT) mode.A flight plan from waypoint" Ao " B o "C' is entered inthe Long Range Nav. Thecourse pointer is selectedto 090m and NAV Arm isactivated by pressing theNAV button. The aircraft isheading045- to interceptthe course. As the coursedeviation bar moves towardthe center position, NAVmode is coupled and tracksthe Long Range Nav.

2. As the aircraft crosses way-point 'B", the course pointermust be rotated to reflectthe course or bearing to thenew active waypoint (135-in this case).

I3. The aircraft changes theactive waypoint to "D"via a"direct to" operation with the

Long Range Nav. Thecourse pointer must berotated to 225 to reflectthe bearing to "D. Theautopilot will then correctlytrack the course to way-point " D .NOTE: The course arrow on the KI 525A must be set at theDesired Track or OBS setting indicated by the Long Range Nav.Moving the course pointer does not affect movement or locationof the Left/Right D-Bar. However, in order for the KFC 150 totrack the course, the proper course must be set in the HSI.

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THE KAP 150AUTOPILOT SYSTEM

The KAP 150 is a high-performancedigital, panel-mounted autopilot system forsingles and twins.

While the KAP 150 doesn't include aflight director as found in the KFC 150, it isa highly capable two-axis autopilot systemwhich is in most respects identical to theautopilot portion of the KFC 150.

Because the KAP 150 doesn't includea flight director, it uses a standard attitudereference without V-bar commands. This isthe KG 258 Horizon Reference Indicator.

The standard magnetic heading sys-tem used with the KAP 150 is the King KG107 Directional Gyro which can be installedwith a CDI of your choice. The KG 107 isnot a slaved system, which means the gyromust be adjusted periodically o correct forprecession.

IThe KG 107 displays aircraft magneticheading. Radio navigation course informa-

tion must be read from the associated CDIto monitor the horizontal navigation resultsof autopilot control movements.

To monitor the vertical navigationresults of autopilot control movements dur-ing an ILS approach, cross-check theglideslope on the CDI.NOTE: It is possible to obtain a combinedpresentation of heading, radio navigationcourse and glideslope information with theoptional KI 525A Pictorial NavigationIndicator (PNI). The KI 525A is part of theKCS 55A Slaved Compass System which isavailable as an option to replace the stan-dard KG 107. (If you are unfamiliar with theoperation of a Pictorial Navigation Indicator(PNI) you should stop here and review thesection of the KCS 55A Compass Systemon Page 95.)

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Vertical Trim Glideslope (GS)I Trim FailureWarningI

Approach(APR) (ILS,VOR or RNAV)

/AltitudeHold (ALT) Navigation(NAV)(VORIRN AV)

\Autopilot(AP ENG)Self-Test Engage

BackCourse (BC)

Mode Autopilot ActionAttitude Reference Power on and no modes selected. KG258displays aircraft attitude and KG 107 displaysunslaved heading. Align heading to magneticcompass by pushing and rotating the knob on

the lower left of the KG 107and updateperiodically o correct for precession. (Withoptional KCS 55A Compass System a PNI isinstalled n place of the KG 107. The KI 525APNI will display slaved aircraft heading andrequires no periodic update.)Aircraft control surfaces (ailerons and elevators)smoothly respond to satisfy autopilot modesselected by the pilot with automatic pitch trim.

Autopilot Engage (AP ENG)

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Heading (HDG) Select desired heading on the "bug' on theKG 107 (or optional KI 525A), and the autopilotwill turn to and maintain the heading.Navigate (NAV)(VOR/RNAV) With VOR (or RNAV) course selected on theCDI or PNI, the autopilot will intercept and trackthe appropriate course.

With an ILS or VOR (or RNAV) course selectedon the CDI or PNI, the autopilot will intercept andtrack the appropriate localizer and glideslope forILS, or the appropriate course for VOR or RNAV.With the ILS front course set into the CDI or PNI,the autopilot will capture and track a reverseLOC course. Glideslope is locked out.The autopilot will maintain the engaged altitude.Depressing the test button initiates a test of theKAP 150circuitry including operationof variousmodes and of the trim. The test must beperformed after turn on before the autopilot canbe engaged.

Approach (APR)(ILS, VOR or RNAV)

Back Course (BC)

Attitude Hold (ALT)Test Button

Vertical Trim This rocker switch allows you to adjust the pitchto achieve approximately a 500 fpm rate ofchange while in ALT hold, or a rate of aoprox-mately .9 degrees per second when no? nALT hold.This switch mounted on the control wheel allowsyou to maneuver the aircraft in pitch and rollwithout disengaging the autopilot. After the CWSswitch is released, the autopilot resumes controlof the aircraft.

Control Wheel Steering

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OPERATING THE KAP 150SYSTEMInitial Power On

When initially powered (no modesselected), the KAP 150 will display aircraftattitude on the KG 258 and unslaved head-ing on the KG 107. Align heading to themagnetic compass by pushing and rotatingthe knob on the lower left of the KG 107 andupdate periodically o correct for preces-

sion. The trim light will be lit on the KC 191to remind of the need to perform the systemself-test. (With optional KCS 55A CompassSystem, a KI 525A PNI is installed in placeof the KG 107. The PNI will display slavedheading.)

System Self-Test

IThe KAP 150 system incorporates a The test checks all digital computing

capability, the disconnect capability of theautopilot, the auto trim drive and monitorsystems, and the failure annunciator system.

CAUTION: If the trim legend flashes orremains on at the end of the test it indicatesthere is a failure in the trim system and theautopilot will not engage. See a qualifiedKing Service Agency for repair.

system self-test function which is activatedby a test button on the KC 191 ModeControl/Computer/Annunciator. The testmust be performed before the autopilot canbe engaged. The test determines, beforetakeoff, that the system is operating normal-ly. To perform a test- omentarily pushthe test button:

1. All annunciator lights, the trim light andautopilot light will illuminate.

2. The trim light will flash 4 times.3. The annunciator legends will be blank,an aural tone will beep (approx. 6

times) and the "AP light will flash(approx. 12-13 times) and go off. (Ifthe AP light fails to flash you will beunable to engage the autopilot.)4. The KC 191 display will go blank.

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Attitude ReferenceMode Of OperationThe system will be in the basic attitude

reference or "gyro' mode with engine(s) run-ning and aircraft power on, but no modesselected (annunciator panel blank). Aircraftheading is shown on the KG 107 and pitchand roll attitude on the KG 258 HorizonReference Indicator. (When the optional KI525A PNI is installed in place of a KG 107,aircraft heading will be shown on the KI525A.)

Attitude Gyro Operation Note: Whenshutting down the aircraft for short periodsof time, make sure the Attitude Gyro hascompletely spun down before starting oper-ations again. Gyro spin down occurs whenthe air supply is cut off to the gyro and usu-ally takes about 10 minutes.

During Gyro spin down most gyroshave a tendency to "tilt" (precess) to oneside. If the air supply is reapplied to thegyro while in this state, slow gyro erection(leveling) will occur due to gyro inertia. Ifaircraft operations are initiated before thegyro is fully erected, there is a greater pos-sibility that the gyro may tumble causingloss of primary attitude information from theAttitude Gyro.

CAUTION: Overpowering the Autopilotin the pitch axis in flight for periods of threeAUTOPILOT (AP) MODENOTE: The autopilot cannot be engagedand used after power has been applied tothe system until the system self-test hasbeen performed.and roll) stabilization and automatic elevatortrim as well as automatic response to allselected autopilot modes.

On initial engagement, with no otherautopilot modes selected on the KC 191,the KAP 150 will maintain the existing air-craft pitch attitude and fly the aircraft wingslevel.yaw damper system will significantly dampout yaw oscillations and improve turn coor-dination.WARNING: Whenever the autopilot is disen-gaged the AP legend will flash and an auraltone will sound to alert the pilot.

The autopilot provides two-axis (pitch

The addition of an optional third axis

seconds or more will result in the autotrimsystem operating in the direction to opposethe pilot and will, therefore, cause anincrease in the pitch overpower forces, andif Autopilot is disengaged, will result in apitch transient control force. Operation ofthe Autopilot on the ground may cause theautotrim to run because of backforce gener-ated by elevator downsprings or pilotinduced forces.

NOTE: For system limitations refer to theFlight Manual Supplement for your particu-lar aircraft.

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HEADING SELECT /HDG)MODEIn the heading mode, the autopilot will

intercept and fly a selected heading. Thefollowing steps should be taken to operatein the heading mode:1. Move the heading "bug" o the desired

heading on the KG 107 using the HDGknob. (If the optional KI 525A isinstalled, set the heading "bug' on itinstead.)

2.Depress the HDG button on the KC191 to engage the heading selectmode. With the autopilot engaged,the autopilot will turn the aircraft in theshortest direction to intercept and flythe heading.3. f you move the heading "bug" againwhile the heading select mode isengaged, the autopilot will immediate-ly turn the aircraft in the direction ofthe newly selected heading.



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iI

NOTE: For system limitations refer to theFlight Manual Supplement for your particu-lar aircraft.

NAVIGATION (NAV) MODEUSING THE KG 107/Kl206INDICATORS (VOWRNA V)In the navigation (NAV) mode, the

autopilot intercepts and tracks VOR andRNAV courses.KAP 150currently in the HDG mode):To operate in the NAV mode (with the

1. Tune the frequency for the selectedVOR (or VORTAC) station. For RNAV,set in the waypoint distance and VOR-TAC radial.2. Set the OBS to the desired course.

3. Depress the NAV button on the KC191. (HDG will remain illuminated andNAV will flash to signify that the NAVmode is armed.)

NOTE: If the NAV mode is selected with theaircraft level within i 4degrees and within2-3 dots of course deviation, NAV armmode will be bypassed and the NAV modewill engage directly.

4. Within five seconds, move the heading"bug" on the KG 107 to the same mag-netic heading as the selected courseon the CDI.5. The autopilot will fly an automatic 45degree intercept heading until withinthe capture zone,* then intercept andfly the desired course.6. The autopilot will bank as necessary tomaintain course.

NOTE: You should consider using HDGselect mode just prior to VOR station pas-sage. If the autopilot is engaged in NAVmode it may cause erratic maneuvers whilefollowing a rapidly changing course devia-tion needle as the aircraft flies in the coneof confusion.*The capture point will vary depending onthe angle of intercept and the rate ofchange of VOR/RNAV radials.(See page 58/59 for illustration)

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NAVIGATION (NAV) MODEUSING THE OPTIONAL KI525A PNI NO R . RNAV)In the navigation (NAV) mode, theautopilot intercepts and tracks VOR and

RNAV courses.To operate in the NAV mode:VOR (or VORTAC) station. For RNAV,set in the waypoint distance and VOR-TAC radial.

2. Set the desired course on the KI 525APNI.3. Establish the desired intercept angleby setting the heading "bug" on the

intercept heading and activate HDGmode. ('HDG" light will illuminate.)The KAP 150 can perform all-angleintercepts when using the KI 525APNI.

4. Depress the NAV button on the KC191. (NAV light will flash to signify thatNAV mode is armed.)

NOTE: If the NAV mode is selected with theaircraft level within +4degrees and within2-3 dots of course deviation, NAV armmode will be bypassed and the NAV modewill engage directly.

1. Tune the frequency for the selected

5. The autopilot will fly the selectedheading until entering the capturezone,* then turn to intercept heselected course. The HDG light willgo off and the NAV light will illuminatesteadily as the NAV mode goes fromarm to engage.

6. The autopilot will bank as necessary tomaintain course.

*The capture point will vary depending onthe angle of intercept and the rate ofchange of VOR/RNAV radials.(See page 60/61 for illustration)

NOTE:You should consider using HDGselect mode just prior to VOR station pas-sage. If the autopilot is engaged in NAVmode it may cause erratic maneuvers whilefollowing a rapidly changing course devia-tion needle as the aircraft flies in the coneof confusion.

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~ ,APPROACH (APR) MODEUSING THE KG 107/K l206INDICATORS

The approach (APR) mode allows theautopilot to intercept and track ILS (bothlocalizer and glideslope) and VOR andRNAV courses. To operate in the APRmode (with the KAP 150 currently in HDGmode):

1. Tune the frequency for the selectedILS, VOR or RNAV approach.2. Set the OBS to the final approach

course (front course for ILS even whenflying a back course approach).3.Check the heading displayed on theKC 107 against the magnetic com-pass and reset if necessary.

4. Depress the "APR" button on the KC191. (HDG will remain illuminated and'APR" will flash to signify that APRmode is armed.)

NOTE: If the APR mode is selected with theaircraft level within i4 dearees and within2-3 dots of course deviatkn, APR armmode will be bypassed and the APR modewill engage directly..5.Within five seconds, move the heading

"bug"on the KG 107 to the same mag-netic heading as the selected courseon the CDI.6. The autopilot will fly an automatic 45degree intercept heading until withinthe capture zone, then intercept andfly the desired course. (The "HDG"light will go off and the "APR" light willilluminate steadily as the APR modegoes from arm to engage.)

7.The autopilot will bank as necessaryto maintain course.(continued)

NOTE: For system limitations refer to yourFlight Manual Supplement.(See page 54/55 for illustration)

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8. Once localizer course capture hasoccurred on an ILS approach, theglideslope mode is armed. Automaticcapture occurs as the aircraftapproaches the glideslope from eitherabove or below. When the interceptoccurs, ' G S is illuminated on theannunciator panel. The autopilot willmaintain the glideslope with pitch cor-rections. If altitude hold (ALT) modehad been engaged prior to GS cap-ture, it will disengage at capture andthe ALT light will go out.

NOTE: GS is locked out on VOR orRNAV APR.

I

APPROACH (APR) MODEUSING THE OPTIONAL KI525A PNIThe approach (APR) mode allows theautopilot to intercept and track ILS (both

localizer and glideslope), VOR and RNAVcourses. To operate in the APR mode:

1. Tune the frequency for the selectedILS, VOR or RNAV approach.2. Set the final approach course on theKI 525A PNI.

3.Establish the desired intercept angleby setting the heading 'bug" on theintercept heading and activate theHDG mode. (HDG will illuminate.)

4. Depress the "APR" button on the KC191 (APR light will flash to signify thatAPR mode is armed).

NOTE: If the APR mode is selected withthe aircraft level within *4 degrees andwithin 2-3 dots of course deviation, APRarm mode will be bypassed and the APRmode will engage directly.

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5. The autopilot will fly the selectedheading until entering the capturezone, then turn to intercept the course.The "HDG" ight will go off and the"APR' light will illuminate steadily asthe APR mode goes from arm toengage.6. The autopilot will bank as necessaryto maintain course.7.Once localizer course capture hasoccurred on an ILS approach, theglideslope mode is armed. Automaticcapture occurs as the aircraftapproaches the glideslope from eitherabove or below. When the interceptoccurs, "GS' is illuminated on theannunciator panel. The autopilot willmaintain the glideslope with pitch cor-rections. If altitude hold (ALT) modehad been engaged prior to GS cap-ture, it will disengage at capture andthe ALT light will go out.

NOTE: For system limitations refer to yourFlight Manual Supplement.NOTE: GS is locked out on VOR and RNAVAPR.(See page 56/57 for illustration)

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I BACK COURSE (BC) MODEUSING THE KG 107/K l 206INDICATORSIn the back course (BC) mode the

autopilot intercepts and tracks a reversecourse ILS. To operate in the BC mode(with the KAP 150 currently in the HDGmode):

1. Tune the frequency for the selected2. Select the back course mode by

ILS back course.either depressing the "APR" buttonand then the BC button, or by merelydepressing the BC button itself. (The"HDG" light will remain illuminated, BCwill illuminate, and the "APR" light willflash to signify that the APR mode isarmed.)3. Within five seconds, move the heading'bug" on the KG 107 to the same mag-netic heading as the selected frontcourse (090 degrees in this example).

NOTE: If the BC APR mode is selected withthe aircraft level within *4degrees andwithin 2-3 dots of course deviation, BC APRarm mode will be bypassed and the BCAPR mode will engage directly.

4. The autopilot will fly an automatic 45degree intercept heading until withinthe capture zone, then intercept andfly the desired course, which will be areciprocal to the front course. (The"HDG" light will go off and the "APR"light will illuminate steadily as the BCmode goes from arm to engage.)5. The autopilot will bank as required tomaintain course. Automatic crosswindcompensation will provide precisetracking. (The glideslope is lockedout because this is a back courseapproach.)


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BACK COURSE (BC) MODEUSING THE OPTIONAL KI525A PNIIn the back course (BC) mode the

autopilot intercepts and tracks a reversecourse ILS. To operate in the BC mode:1. Tune the frequency for the selectedILS back course.2. BE CERTAIN TO SET IN THE ILS

FRONT COURSE EVEN THOUGHCAL HEADINGON AN ILS BACKPLE, A BC APPROACH MIGHT HAVEA FRONT COURSE OF 090 DEGREESWHICH YOU WILL SET IN AS YOUFLY A BACK COURSE HEADING OF270 DEGREES TO RUNWAY 27 .

3. Establish the desired intercept angleby setting the heading "bug" on theintercept heading and activate theHDG mode. ("HDG" ight will illumi-nate.)either depressing the "APR" buttonand then the BC button, or by merelydepressing the BC button itself. (HDGwill remain illuminated, BC will illumi-nate, and APR will flash to signify thatAPR mode is armed.)

YOU WILL BE FLYING A RECIPRO-COURSE APPROACH. FOR EXAM-

4. Select the back course mode by

NOTE: If the BC APR mode is selected withthe aircraft level within +4 degrees andwithin 2-3 dots of course deviation, BC APRarm mode will be bypassed and the BCAPR mode will engage directly.(continued)NOTE: For system limitations refer to yourFlight Manual Supplement.

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5.The autopilot will fly the selectedheading until entering the capturezone, then turn to intercept the courseThe "HDG" ight will go off and the"APR" light will illuminate steadily asthe BC mode goes from arm toengage.6. The autopilot will bank as required tomaintain course. Automatic crosswindcompensation will provide precisetracking. (The glideslope is lockedout because this is a back courseapproach.)

ALTITUDE HOLD MODE(A LT)In the altitude hold (ALT) mode, the

autopilot maintains the altitude at which themode was engaged. To operate in the ALTmode:

1. Depress the "ALT" button when the air-craft has reached the altitude you wishto maintain. (For smoother operation,press the "ALT' button when the verti-cal velocity is no more than 500 fpm.)required pitch changes to keep the air-craft level at the selected altitude.

3. The vertical trim switch may be usedto adjust altitude up or down atapproximately 500 fpm without disen-gaging altitude hold. (The ALT modeis canceled by automatic glideslopecapture or by depressing the "ALT"button.) When the vertical trim switchis released, the autopilot will maintainthe new altitude.

2. The autopilot will then make the

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/I

AUTO/MANUAL TRIMThe KAP 150 includes as standard

equipment an automatic and manual elec-tric trim. This allows the KAP 150 system totrim off elevator control surface pressureswhile the autopilot is controlling the elevatorthrough a pitch servo. If the autopilot isn'tengaged and the pilot is hand flying the air-craft, the manual electric trim switch mount-ed on the yoke can be used to trim off ele-vator control forces.

CONTROL WHEEL STEERINGMODE (CWS)With the autopilot engaged, control

wheel steering (CWS) allows the pilot tomaneuver the aircraft without disengagingthe autopilot.

To use control wheel steering, depressthe CWS button on the yoke. This releasesthe autopilot servos and allows you toassume manual control while autopilot con-trol functions are placed in a synchroniza-tion state. This means that when yourelease the CWS button, the autopilot willsmoothly resume control of the aircraft andfly it to the lateral command you were usingprior to engaging CWS. The vertical com-mand used by the autopilot will be the oneexisting when CWS is released.NOTE: For system limitations refer to yourFlight Manual Supplement.

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NAObjective: Intercept he desired course and complete a 'direct to' operation after passingwaypoint 'B' while coupled to a Long Range Nav.

1. The aircraft is engaged inHeading (HDG) andAltitude Hold (ALT) mode.A flight plan from waypoint'A" to "B' to'C's enteredin the Long Range Nav.The course pointer isselected to090' and NAVArm is activated by press-ing the NAV button. Theaircraft is heading045" ointercept the course. Asthe course deviation barmoves toward the centerposition, NAV mode is cou-pled and tracks the LongRange Nav.

2. As the aircraft crosses way-point 'B', the course pointermust be rotated o reflectthe course or bearing tothe new active waypoint(135"n this case).

3. The aircraft changes theactive waypoint "D'via a'direct to' operation with theLong Range Nav. Thecourse pointer must berotated to 225' to reflectthe bearing to 'D". Theautopilot will then correctlytrack the course to way-point "D'.

NOTE: The course arrow on the KI 525A must be set at theDesired Track or OBS setting indicated by the Long Range Nav.Moving the course pointer does not affect movement or locationof the Lemight D-Bar. However, in order for the KAP 150totrack the course, the proper course must be set in the HSI.62


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THE KAP 100AUTOPILOT SYSTEM

The KAP 100 is a single-axis, digital,panel-mounted autopilot designed to incor-porate substantial pilot workload relief ben-efits into a highly affordable system for bothlight single and twin engine aircraft.

The KAP 100 is capable not only of fly-ing the aircraft in a wings level attitude, butalso of intercepting and tracking headingsand courses. It can fly all of the lateralmodes flown by the KAP 150 includingheading hold (HDG), NAV (NAV), approach(APR) and back course (BC).

Like the KAP 150, the KAP 100 comesequipped with the King KG 107 directionalgyro as standard equipment, but an option-al KCS 55A Compass System with a

KI 525A PNI may be chosen instead. (Ifyou are unfamiliar with the operation of aPictorial Navigation Indicator (PNI) youshould stop here and review the section ofthe KCS 55A Compass System on page

The KG 107 is not a slaved system,whichvneans the gyro must be adjustedperiodically o correct fqr precession.

The KG lOLdispla+s aircraft magneticheading, and radio rfavi&ttion course infor-mation must be read from the associatedCDI to monitor the horizontal navigationresults of autopilot control movements.

95.)

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Trim FailureWarnincI

/HeadingHold (HDG) AutopilotEngage (AP ENG)Navig ate (NAV)(VOR/RNAV) Course (BC)Approach (APR) Self-Test(ILS, VOR or RNAV)

Control Wheel

Mode Autopilot ActionAttitude Reference Power on and no modes s&ected. KG258displays aircraft attitude and KGS 107 displays

unslaved heading. Align heading to magneticcompass by pushing and rotating the knob onthe lower left of the KG 107 and updateperiodically o correct for precession. (With theoptional KCS 55A Compass System, a KI 525APNI is installed n place of the KG 107. The PNIwill display slaved aircraft heading and requiresno periodic update.)Aircraft control surfaces (ailerons) smoothlyrespond to satisfy the autopilot modes selectedby the pilot.Autopilot Engage(A P ENG)

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Heading (HDG) Select desired heading on the 'bug' on theKG 107 (or optional KI 525A), and the autopilotwill turn to and maintain the heading.With a VOR course (or RNAV on RNAV equippedaircraft) selected on the CDI or PNI, the autopilotwill intercept and track the appropriate course.Navigate (NAV)(VORmNAV)

Approach (APR)(ILS, VOR orRNAV)With an ILS or VOR (or RNAV) course selectedon the CDI or PNI, the autopilot will interceptand track the appropriate ILS localizer only, VORor RNAV course.With the front course ILS set on the CDI or PNI,the autopilot will capture and track a reverselocalizer course.

Back Course (BC)

Test Button Depressing the test button nitiates a test of theKAP 100circuitry including operationof the Kingmanual electric trim (if installed). The test mustbe performed after turn on before the autopilotcan be engaged.Control WheelSteering(CWS)

This optional feature for the KAP 100 includesa switch mounted on the control wheel whichallowsyou to maneuver the aircraft in the roll axiswithout disengaging he autopilot. After the CWSswitch is released, the autopilot resumes controlof the aircraft.

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OPERATING THE KAP I00 SYSTEMWhen initially powered (no modes

selected), the KAP 100 will display aircraftattitude on the KG 258 and unslaved head-ing on the KG 107. Align heading to themagnetic compass by pushing and rotatingthe knob on the lower left of the KG 107and update it periodically to correct for pre-cession.

System Self-TestThe KAP 100 system incorporates a

system self-test function which is activatedby a test button on the KC 190 ModeControllComputerlAnnunciator.The testmust be performed before the autopilot canbe engaged. The test determines, beforetakeoff, that the system is operating normal-ly. To perform the test, momentarily pushthe test button:1. All annunciator lights, the trim light and

autopilot light will illuminate.2. The trim light will flash 4 times.*3. The annunciator legends will go blank,

an aural tone will beep (approx. 6times) and the 'AP' light will flash(approx. 12-13 times) and go off. (Ifthe AP light fails to flash you will beunable to engage the autopilot.)

4. The KC 190 display will go blank.The test checks all digital computing

capability, the disconnect capability of theautopilot, and the failure annunciator sys-tem. CAUTION: If the trim legend flashesat the end of the test it indicates there is afailure in the King Manual Electric Trim.(See a qualified King Service Agency forrepair.)*On systems with King manual electric trimonly.

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Attitude Reference ModeOf ODerationThe system will be in the basic attitude

reference or "gyro" mode with engine(s) run-ning and aircraft power on, but no modesselected (annunciator panel blank). Aircraftheading is shown on the KG 107and pitchand roll attitude on the KG 258 HorizonReference Indicator. (When the optional KI525A PNI is installed in place of the KG107, aircraft heading will be shown on theKI 525A.)

Attitude Gyro Operation Note: Whenshutting down the aircraft for short periodsof time, make sure the Attitude Gyro hascompletely spun down before starting oper-ations again. Gyro spin down occurs whenthe air supply is cut off to the gyro and usu-ally takes about 10minutes.

During Gyro spin down most gyroshave a tendency to 'tilt" (precess) to oneside. If the air supply is reapplied to thegyro while in this state, slow gyro erection(leveling) will occur due to gyro inertia. Ifaircraft operations are initiated before thegyro is fully erected, there is a greater pos-sibility that the gyro may tumble causingloss of primary attitude information from theAttitude Gyro.

AF

AUTOPILOT (AP) MODENOTE: The autopilot cannot be engagedand used after power has been applied tothe system until the system self-test hasbeen performed.

The autopilot provides single axis (roll)stabilization as well as automatic responseto all selected autopilot modes.

On initial engagement, with no otherautopilot modes selected on the KC 190,the KAP 100will fly the aircraft wings level.Warning: Whenever the autopilot is disen-gaged, the AP legend on the annunciatorpanel will flash and an aural tone will soundto alert the pilot.NOTE: For system limitations refer to theFlight Manual Supplement for your particu-lar aircraft.

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HEADING SELECT (HDG) MODEIn the heading mode, the autopilot will

intercept and fly a selected heading. Thefollowing steps should be taken to operatein the heading mode:1. Move the heading bug" to the desired

heading on the KG 107 using theheading select knob. (If the optionalKI 525A is installed, set the heading"bug" on it instead.)2. Depress the HDG button on the KC190 to engage the heading selectmode. With the autopilot engaged, theautopilot will turn the aircraft in theshortest direction to intercept and flythe heading.3. If you move the heading "bug" againwhile the heading select mode isengaged, the autopilot will immediatelyturn the aircraft in the direction of thenew heading.


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PThe capture point will vary depending onthe angle of intercept and the rate ofchange of VORFINAV radials.(See page 84/85 for illustration)

NAVIGATION (NAV) MODEUSING THE KG 107/K l206INDICATORS (VOR, RNAV)In the navigation (NAV) mode the

autopilot intercepts and tracks VOR andRNAV courses. To operate in the NAVmode (with the KAP 100 currently in HDGmode):

1. Tune the frequency for the selectedVOR (or VORTAC) station. For RNAV,set in the waypoint distance and VOR-TAC radial.

2. Set the OBS to the desired course.3. Depress the NAV button on the KC190. (HDG will remain illuminated andNAV will flash to signify that the NAVmode is armed.)

NOTE: If the NAV mode is selected with theaircraft level within *4 degrees and within2-3 dots of course deviation, NAV armmode will be bypassed and the NAV modewill engage directly.

4. Within five seconds, move the headingbug on the KG 107 to the same mag-netic heading as the selected courseon the CDI.5. The autopilot will fly an automatic 45degree intercept heading until withinthe capture zone,* then intercept andfly the desir3d.course. The "HDG" lightwill go off and the 'NAV' light will illumi-nate steadily as the 'NAV" mode goesfrom arm to engage.

6. The autopilot will bank as necessary tomaintain course.NOTE: You should consider using HDG selectmode just prior to VOR station passage. If theautopilot is engaged in NAV mode it maycause erratic maneuvers while following arapidly changing course deviation needle asthe aircraft flies in the cone of confusion.NOTE: For system limitations refer to the FlightManual Supplement for your particular aircraft.

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M V I G 4 T l m IMW MODE USING

In the navigation (NAV) mode, theautopilot intercepts and tracks VOR andRNAV courses. To operate in the NAVmode:

1. Tune the frequency for the selectedVOR (or VORTAC) station. For RNAV,set in the waypoint distance and VOR-TAC radial.

2. Set the desired course on the KI 525APNI.

3. Establish the desired intercept angleby setting the heading bug' on theintercept heading and activate HDGmode. The KAP 100 can perform all-angle intercepts when using the KI525A PNI. (HDG light will illuminate.)

4. Depress the NAV button on the KC190. (NAV light will flash to signify thatNAV mode is armed.)

NOTE: If the NAV mode is selected with theaircraft level within *4 degrees and within2-3 dots of course deviation, NAV armmode will be bypassed and the NAV modewill engage directly.

5. The autopilot will fly the selectedheading until entering the capturezone,* then turn to intercept he select-ed course. The HDG light will go offand the NAV light will illuminate steadi-ly as the NAV mode goes from arm toengage.6. The autopilot will bank as necessary tomaintain course.

*The capture point will vary depending onthe angle of intercept and the rate ofchange of VORRNAV radials.(See page 86/87 for illustration)

k

NOTE: You should consider using HDGselect mode just prior to VOR station pas-sage. If the ahtopilot is engaged in NAVmode it may cause erratic maneuvers whilefollowing a rapidly changiag &ouise devia-tion needle as the aircraft flies in the coneof confusion.

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APPROACH (APR) MODEUSING THE KG 107/K l206INDICATORSThe approach (APR) mode allows the

autopilot to intercept and track ILS localizer,or VOR or RNAV courses. To operate in theAPR mode (with the KAP 100currently inHDG mode):

1. Tune the frequency for the selectedILS, VOR or RNAV approach.2. Set the OBS to the final approach

course (front course for ILS even whenflying a reverse course approach).

3. Check the heading displayed on theKG 107 against the magnetic compassand reset if necessary.190 (HDG will remain illuminated andAPR will flash to signify that APR modeis armed).

NOTE: If the APR mode is selected with theaircraft level within *4 degrees and within2-3 dots of course deviation, APR armmode will be bypassed and the APR modewill engage directly.

5.Within five seconds, move the heading'bug" on the KG 107 to the same mag-netic heading as the selected courseon the CDI. L .-

6.The autopilot will fly an automatic 45degree intercept heading until withinthe capture zone, then intercept and flythe desired course. The "HDG' lightwill go off and the 'APR' light will illumi-nate steadily as the APR mode goesfrom arm to engage.

7.The autopilot will bank as necessary tomaintain the localizer or approachcourse.

NOTE: For system limitations refer to yourFlight Manual Supplement.(See page 80/8l or illustration)

4. Depress the "APR' button on the KC

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APPROACH (APR) MODE USINGTHE OPTIONAL KI 525A PNIThe approach (APR) mode allows the

autopilot to intercept and track ILS (localiz-er only), VOR and RNAV courses. To oper-ate in the APR mode:

1. Tune the frequency for the selectedILS, VOR or RNAV approach.2.Set the final approach course on theKI 525A PNI.3.Establish the desired intercept angle

by setting the heading 'bug' on theintercept heading and activate theHDG mode.4. Depress the "APR' button on the KC190 (APR light will flash to signify thatAPR mode is armed).

NOTE: If the APR mode is selected withthe aircraft level within i4degrees andwithin 2-3 dots of course deviation, APRarm mode will be bypassed and the APRmode will engage directly.

5. The autopilot will fly the selected head-ing until entering the capture zone,then turn to intercept the course. The"HDG' light will go off and the 'APR'light will illuminate steadily as the APRmode goes from arm to engage.6. The autopilot will bank as necessary tomaintain course.


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1~ BACK COURSE (BC) MODEUSING THE KG 107/Kl 206INDICATORSIn the back course (BC) mode the

autopilot intercepts and tracks a reversecourse ILS. To operate in the BC mode(with the KAP 100currently in the HDGmode):1. Tune the frequency for the selected ILS

back course.2.Select the back course mode by either

depressing the APR button and thenthe BC button, or by merely depress-ing the BC button itself.

3. Within five seconds, move the heading'bug' on the KG 107 to the same mag-netic heading as the selected frontcourse (090 degrees in this example).The 'HDG' light will remain illuminated,and the 'APR' light will flash to signifythat the APR mode is armed.

NOTE: If the BC APR mode is selected withthe aircraft level within *4 degrees andwithin 2-3 dots of course deviation, BC APRarm mode will be bypassed and the BCAPR mode will engage directly.

4. The autopilot will fly an automatic 45degree intercept heading until withinthe capture zone, then intercept andfly the desir& &urse, which will be areciprocal to the front course. The'HDG" light will go off and the 'APR'light will illuminate steadily as the BCmode goes from arm to engage.5. The autopilot will bank as required tomaintain course. Automatic crosswindcompensation will provide precisetracking.

NOTE: For system limitations refer to yourFlight Manual Supplement.(See page 76/77 for illustration)


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IBACK COURSE (BC) MODEUSING THE OPTIONAL KI525A PNI

In the back course (BC) mode theautopilot intercepts and tracks a reversecourse ILS. To operate in the BC mode:1, Tune the frequency for the selected2.BE CERTAIN TO SET IN THE ILSILS back course.

FRONT COURSE EVEN THOUGH YOUWILL BE FLYING A RECIPROCALHEADING ON AN ILS BACK COURSEAPPROACH. FOR EXAMPLE, A BCAPPROACH MIGHT HAVE A FRONTCOURSE OF 090 DEGREES WHICHYOU WILL SET IN AS YOU FLY ABACK COURSE HEADING OF 270DEGREES TO RUNWAY 27.

3. Establish the desired intercept angleby setting the heading 'bug' on theintercept heading and activate theHDG mode. ('HDG' light will illumi-nate.)

4. Select the back course mode by eitherdepressing the 'APR' button and thenthe BC button, or by merely depress-ing the BC button itself. (HDG willremain illuminated, BC will illuminate,and APR will flash to signify that APRmode is armed.)

NOTE: If the BC APR mode is selected withthe aircraft level within *4 degrees andwithin 2-3 dots of course deviation, BC APRarm mode will be bypassed and the BCAPR mode will engage directly.(See page 78/79 for illustration)

I

tracking.

5.The autopilot will fly the selected head-ing until entering the capture zone,then turn to intercept he course. The'HDG" light will go br r ahd the 'APR'light will illuminate steadily as the BCmode goes from arm to engage.6. he autopilot will bank as required tomaintain course. Automatic crosswindcompensation will provide precise

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MANUAL ELECTRIC TRIM(OPTIONAL)Manual electric trim can be obtained

as an option with the KAP 100. This willmake it easier for the pilot to trim off eleva-tor control surface pressures.

CONTROL WHEEL STEERING(C WS) MODE (OPTIONA L)Control wheel steering is included as

part of the King Manual Electric Trim optionwith the KAP 100. It allows the pilot tomaneuver the aircraft in the roll axis withoutdisengaging the autopilot.

To use control wheel steering (CWS),depress the CWS button on the yoke. Thisreleases the autopilot roll servo and allowsyou to assume manual control while theautopilot functions are placed in a synchro-nization state. This means that when yourelease the CWS button, the autopilot willsmoothly resume control of the aircraft andfly it to the lateral command you were usingprior to engaging CWS.NOTE: For system limitations refer to yourFlight Manual Supplement.

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KAP 100 SystemWPT B

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Long Range Nav Tracking *-

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Objective: Intercept the desired courba and complete a 'direct to' operation after passiny wdy-point "B'while coupled to a Long Range Nav.

L1. The aircraft is engaged inHeading (HDG) andAltitude Hold (ALT) mode.A flight plan from waypoint'A" to ' B to "C' is entered inthe Long Range Nav. NAVArm is activated by press-ing the NAV button. TheHeading Bug, which actsas the course pointer, isthen selected within five

2. As the aircraft crosses way-point 'E, the Heading Bug,which acts as the coursepointer in NAV mode, mustbe rotated to reflect thecourse or bearing to thenew active waypoint (135'in this case).

3. The akraft changes theactive waypoint 'D" via a'direct to" operation with theLong Range Nav. TheHeading Bug must berotated to 225" to reflectthe bearing to "D". Theautopilot will then correctlytrack the course to way-point D".

seconds to 090". Theautopilot commands a060intercept until coupled.uponoupling, thelot tracks the L~~~R~~~~Nav.

NOTE: In order for the KAP 100 to track the course in NAVmode, the heading bug on the KG 107 must be set at theDesired Track or OBS setting indicated by the Long RangeNav. Moving the OBS on the CDI does not affect movementor location of the Left/Right D-Bar, but only provides a coursereference.

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OPTIONALKAS2978ALTITUDE AND VERZICAL SPEED SELECTORThe KAS 2978 adds the versatility and

benefits of Altitude Preselect and VerticalSpeed Select to the KAP 150 and KFC 150Flight Control systems. Altitude Alerting asdefined by F.A.R. 91.51 is also provided.

The diagram below shows the normalsystem components including the KEA130A which provides altitude an

KAP-150 Pilot Guide

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