KAP 140 PG R3

Transcription

KAP 140 PG R3

KAP 140
Bendix/King® Autopilot System
Pilot’s Guide
WARNING
The enclosed technical data is eligible for export under License Designation
NLR and is to be used solely by the individual/organization to whom it is
addressed. Diversion contrary to U.S. law is prohibited.
COPYRIGHT NOTICE
Copyright © 1998, 2002, 2005 Honeywell International Inc.
All rights reserved.
Reproduction of this publication or any portion thereof by any means without
the express written permission of Honeywell International Inc. is prohibited.
For further information contact Aerospace Technical Publications; Honeywell;
One Technology Center; 23500 West 105th Street; Olathe, Kansas 66061.
Telephone: (913) 712-0400.
Revision History and Instructions
Manual
KAP 140 Pilot’s Guide
Revision
3, November 2005
Part Number
006-18034-0000
This revision changes CW to CCW on page 116.
R-1
Manual
Revision
2, May 2002
Part Number
006-18034-0000
This revision makes some of the changes for software version 03/01
more consistent throughout the Pilot’s Guide. The affected pages are 9,
12, 13, 55, 58, 83, 86 and 109.
R-2
Manual
Revision
1, April 2002
Part Number
006-18034-0000
This revision incorporates changes for software version 03/01.
R-3
Manual
Revision
0, June 1998
Part Number
006-18034-0000
This is the original version of this publication.
R-4
Table of Contents
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1
General Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2
KAP 140 Single Axis Autopilot System . . . . . . . . . . . . . . . . . . . . . . . . . . . .2
KAP 140 Two Axis Autopilot System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2
KAP 140 Two Axis/Altitude Preselect Autopilot System . . . . . . . . . . . . . . .2
System Integration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4
Power Application and Preflight Tests . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8
KAP 140 Single Axis Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9
System Operating Modes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .12
Wing Leveler (ROL) Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .12
Heading Select (HDG) Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .13
Navigation (NAV) Mode Using a DG from HDG Mode
(45° Intercept) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .14
Navigation (NAV) Mode Using a DG from ROL Mode
(All Angle Intercept) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .16
Approach (APR) Mode Using a DG from HDG Mode
(45° Intercept) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .20
Approach (APR) Mode Using a DG from ROL Mode
Approach (APR) Mode Using an HSI . . . . . . . . . . . . . . . . . . . . . . . . . . . . .24
Back Course (REV) Mode Using a DG from HDG Mode
(45° Intercept) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .26
Back Course (REV) Mode Using a DG from ROL Mode
Back Course (REV) Mode Using an HSI . . . . . . . . . . . . . . . . . . . . . . . . . .30
Operations With The KAP 140 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .32
Takeoff And Climb To Assigned Altitude . . . . . . . . . . . . . . . . . . . . . . . . . . .32
GPS Capture Using DG . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .34
GPS Capture Using HSI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .36
Outbound On Front Course For Procedure Turn To LOC Approach
Using DG . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .38
Outbound On Front Course For Procedure Turn To LOC Approach
Using HSI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .40
Front Course LOC Approach Using DG . . . . . . . . . . . . . . . . . . . . . . . . . . .42
Front Course LOC Approach Using HSI . . . . . . . . . . . . . . . . . . . . . . . . . .44
Outbound on GPS Approach Using DG . . . . . . . . . . . . . . . . . . . . . . . . . . .46
Outbound on GPS Approach Using HSI . . . . . . . . . . . . . . . . . . . . . . . . . . .48
Inbound on GPS Approach Using DG . . . . . . . . . . . . . . . . . . . . . . . . . . . . .50
Inbound on GPS Approach Using HSI . . . . . . . . . . . . . . . . . . . . . . . . . . . .52
KAP 140 Two Axis Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .55
Vertical Speed (VS) Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .58
Altitude Hold (ALT) Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .59
Rev. 0
Jun/98
KAP 140 AUTOPILOT SYSTEM
i
Table of Contents
Outbound On Front Course For Procedure Turn To ILS Approach
Using DG . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .66
Using HSI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .68
Front Course ILS Approach Using DG . . . . . . . . . . . . . . . . . . . . . . . . . . . .70
Front Course ILS Approach Using HSI . . . . . . . . . . . . . . . . . . . . . . . . . . .72
Outbound on GPS Approach Using DG . . . . . . . . . . . . . . . . . . . . . . . . . . .74
Outbound on GPS Approach Using HSI . . . . . . . . . . . . . . . . . . . . . . . . . . .76
Inbound on GPS Approach Using DG . . . . . . . . . . . . . . . . . . . . . . . . . . . . .78
Inbound on GPS Approach Using HSI . . . . . . . . . . . . . . . . . . . . . . . . . . . .80
KAP 140 Two Axis with Altitude Preselect Operation . . . . . . . . . . . . . . . . .83
Vertical Speed (VS) Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .86
Altitude Hold (ALT) Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .87
Altitude Alerting and Preselect . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .88
Altitude Alerter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .88
Altimeter Setting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .88
Altitude Preselect . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .89
Voice Messaging . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .89
Using DG . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .96
Using HSI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .98
Front Course ILS Approach Using DG . . . . . . . . . . . . . . . . . . . . . . . . . . .100
Front Course ILS Approach Using HSI . . . . . . . . . . . . . . . . . . . . . . . . . .102
Outbound on GPS Approach Using DG . . . . . . . . . . . . . . . . . . . . . . . . . .104
Outbound on GPS Approach Using HSI . . . . . . . . . . . . . . . . . . . . . . . . . .106
Inbound on GPS Approach Using DG . . . . . . . . . . . . . . . . . . . . . . . . . . . .108
Inbound on GPS Approach Using HSI . . . . . . . . . . . . . . . . . . . . . . . . . . .110
KCS 55A Compass System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .113
KI 525A Indicator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .114
Description of Indicator and Display Functions . . . . . . . . . . . . . . . . . . . . . .114
Slaving Meter ( KA 51B) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .116
KMT 112 Magnetic Slaving Transmitter . . . . . . . . . . . . . . . . . . . . . . . . . . . .117
KG 102A Directional Gyro . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .117
Abnormal Circumstances . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .119
Flight Procedures with the KCS 55A . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .120
Abnormal Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .127
Autopilot Malfunction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .127
ii
Rev. 0
Jun/98
Introduction
Introduction
The KAP 140 Autopilot System is a
rate based digital autopilot system
offering smooth performance and
enhanced features found only in
more expensive autopilots. The first
of its type developed by Honeywell,
this system brings digital technology
and reliability into the light aircraft
cockpit.
It is also significant that the KAP 140
series autopilots have been
designed from their inception to
interface with the Silver Crown package of products. Consider the
advantage of having your avionics
working together as an integrated
system rather than as a group of
components built by several manufactures.
Your new KAP 140 roll axis features
include wing leveler, heading select,
and VOR/LOC intercept and tracking. The KAP 140 can also be coupled to GPS and RNAV receivers as
well. Roll rate information is derived
from the turn coordinator. Pitch axis
features include vertical speed,
glideslope and altitude hold along
with the optional altitude preselect.
Pitch information is derived from a
pressure sensor and accelerometer.
The KAP 140 Autopilot System operates independent of the aircraft’s
artificial horizon. Therefore, the
autopilot retains roll stabilization and
all vertical modes in the event of vacuum system failure.
Rev. 1
Apr/02
Internal monitors keep constant track
of the KAP 140’s status and provide
for automatic shutdown of the
autopilot or trim system in the event
of a malfunction. In addition to reliability, the KAP 140 is designed to be
easily maintained in the field.
Qualified Honeywell Service Centers
are located around the world to provide assistance whenever necessary.
To fully realize the capability of your
new panel mount digital autopilot
system, you must understand the
performance capabilities and basic
operational requirements of the system. This pilot’s guide provides
information to aid in this and is
divided up into six sections. The first
section provides general familiarization of each autopilot system including the associated panel mounted
displays. The second section
describes the KAP 140 Single Axis
Autopilot System. The third section
describes the KAP 140 Two Axis
Autopilot System. The fourth section
describes the KAP 140 Two
Axis/Altitude Preselect Autopilot
System. The fifth section describes
the optional KCS 55A slaved compass system. The Sixth section
describes abnormal procedures.
1
Introduction
General Description
KAP 140 Single Axis
Autopilot System
KAP 140 Two Axis/Altitude
Preselect Autopilot System
The KAP 140 Single Axis system is
an entry level digital panel-mount
autopilot, offering lateral modes only
with an electric trim option.
The KAP 140 Two Axis system provides both lateral and vertical modes
with altitude preselect.
D.C. ELEC.
D.C. ELEC.
TURN COORDINATOR
TURN COORDINATOR
L
R
L
R
2 MIN.
2 MIN.
NO PITCH
INFORMATION
NO PITCH
INFORMATION
E
6
E
6
12
12
GS
GS
3
GS
3
GS
N
N
15
15
33
33
S
S
21
21
24
W
30
24
W
30
ı
ı
G
G
KAP 140
KFC 140
ARM
BARO
UP
AP
HDG
NAV
APR
REV
AP
HDG
NAV
APR
REV
ALT
DN
KAP 140 Two Axis
Autopilot System
The KAP 140 Two Axis system provides both lateral and vertical
modes.
D.C. ELEC.
TURN COORDINATOR
L
R
2 MIN.
NO PITCH
INFORMATION
N
3
GS
24
12
W
E
30
6
33
GS
15
S
21
ı
G
KAP 140
UP
AP
2
HDG
NAV
APR
REV
ALT
DN
Rev. 1
Apr/02
Introduction
HSI
DG
Turn Coordinator
Automatic Electric Elevator Trim
Manual Electric Trim
FUNCTIONS/MODES
ALT Hold (ALT)
ALT Preselect/ALERT
Heading Select (HDG)
NAV (VOR/RNAV/GPS)
Approach (APR)
Glideslope (GS)
Back Course (REV)
Control Wheel Steering (CWS)
Vertical Speed Hld
Auto Capture
Auto Track
All Angle Intercept
Auto 45-degree Intercept
TEST
Manual and Auto Trim Monitor
Acceleration Monitor
KAP 140
Two Axis Alt.
Preselect
Optional
Standard
Standard
Optional
Optional
KAP 140
Two Axis
KAP 140
Single Axis
Optional
Standard
Standard
Optional
Optional
Optional
Standard
Standard
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Optional
Yes
Yes
Yes
Standard (with
DG or optional
HSI)
Standard
(with DG only)
Yes
Yes
Yes
Yes
Yes
Yes
Optional
Yes
Yes
Yes
Standard (with
DG or optional
HSI)
Standard
(with DG only)
Both
Yes
Both
Yes
Yes
Yes
Yes
Yes
Optional
Yes
Yes
Standard (with
DG or optional
HSI)
Standard
(with DG only)
Both
KAP 140 System Capabilities
Rev. 1
Apr/02
3
Introduction
System Integration
The individual system diagrams on
pages 5, 6, and 7 show the components and their relationship in typical
KAP 140 Single Axis, KAP 140 Two
Axis, and KAP 140 Two Axis/Altitude
Preselect systems. The actual components on individual systems may
vary slightly in order to optimize certification and installation requirements.
Each system has a number of
inputs: sensor outputs are shown in
red; combination inputs are shown in
blue; display outputs are shown in
orange; and aircraft control shown in
green. The systems diagrams
reflect that the KAP 140 systems
control both pitch and roll axes of the
aircraft.
4
Rev. 1
Apr/02
Introduction
Middle VOR/LOC/RNAV/
Marker
GPS Deviation
D.C. ELEC.
G
TURN COORDINATOR
KAP 140
L
TRIM
FAIL
R
HDG
AP
NAV
APR
REV
2 MIN.
NO PITCH
INFORMATION
KC 140 Single Axis
Computer/Controller/
Annunciator
contains computer
functions, mode
control buttons,
and annunciations
in a single unit.
Turn Coordinator
AIR
N
N
33
KS 271C Roll Servo
3
3
6
30
TO
6
N
A
V
30
33
W
24
FR
12
12
24
E
E
W
GS
15
15
21
S
S
21
OBS
PUSH
ı
H
P
US
Directional Gyro KI 204 or other Course
Deviation Indicator
OR
KG102A
Slaved DG
NAV
33
N
KS 272C Pitch Trim
Servo (Optional)
3
GS
6
30
GS
HDG
KCS
E
W
305
ı
24
12
15
Autopilot
Disconnect/
Trim Interrupt
(Optional)
S
21
ı
KMT 112
Flux Detector
KI 525A Pictorial
Navigation Indicator
-
KCS 55A Slaved
Compass System
(Optional)
+
AUTO
MAN
CCW
CW
KA 51B
Slaving Accessory
Control
WheelSteering
(Optional)
Manual
Electrical Trim
(Optional)
KAP 140 Single Axis System Diagram
Rev. 1
Apr/02
5
Introduction
VOR/LOC/RNAV/
Static
GPS Deviation Pressure
Glideslope
Middle
Deviation
Marker
D.C. ELEC.
G
TURN COORDINATOR
KAP 140
TRIM
FAIL
DN
L
HDG
AP
R
NAV
APR
REV
ALT
UP
2 MIN.
NO PITCH
INFORMATION
Turn Coordinator
KC 140 Two Axis
Computer/
Controller/
Annunciator
contains computer
functions, mode
control buttons,
and annunciations
in a single unit.
Also contains
static pressure
sensor and
accelerometer.
KS 271C Roll Servo
AIR
N
N
33
3
3
6
30
TO
6
N
A
V
30
33
W
24
FR
12
12
24
E
E
W
GS
15
15
21
S
S
21
OBS
PUSH
ı
H
P
US
KS 270C Pitch Servo
Deviation Indicator
(not included)
OR
KG102A
Slaved DG
NAV
33
N
3
GS
6
30
GS
KS 272C Pitch Trim Servo
HDG
KCS
E
W
305
ı
24
12
15
S
21
ı
KMT 112
Flux Detector
KI 525A Pictorial
-
KCS 55A Slaved
Compass System
(Optional)
Autopilot
Disconnect/
Trim Interrupt
+
AUTO
MAN
CCW
CW
KA 51B
Slaving Accessory
Control
WheelSteering
(optional)
Manual
Electrical Trim
KAP 140 Two Axis System Diagram
6
Rev. 1
Apr/02
Introduction
VOR/LOC/
RNAV/
Encoding
GPS
Altimeter
Deviation
Baro
Setting
Glideslope
Deviation
Middle
Marker
KC 140 Two Axis with
Altitude Preselect
Computer/Controller/
Annunciator
contains computer
functions, mode
control buttons,
and annunciations
in a single unit. Also
contains static pressure
sensor and accelerometer.
Static
Pressure
D.C. ELEC.
G
TURN COORDINATOR
ARM
KFC 140
BARO
UP
L
R
HDG
AP
NAV
APR
REV
ALT
TRIM
FAIL
DN
2 MIN.
NO PITCH
INFORMATION
Turn Coordinator
KS 271C Roll Servo
AIR
N
N
33
3
3
6
30
TO
6
N
A
V
30
33
W
24
FR
12
12
24
E
E
W
GS
15
15
21
S
S
21
OBS
PUSH
ı
H
P
US
KS 270C Pitch Servo
Deviation Indicator
(not included)
OR
KG102A
Slaved DG
NAV
33
N
HDG
3
GS
6
30
GS
KS 272C Pitch Trim Servo
KCS
E
W
305
ı
24
12
15
S
21
ı
KMT 112
Flux Detector
KI 525A Pictorial
-
KCS 55A Slaved
Compass System
(Optional)
Autopilot
Disconnect/
Trim Interrupt
+
AUTO
MAN
CCW
CW
KA 51B
Slaving Accessory
Control
WheelSteering
(optional)
Manual
Electrical Trim
KAP 140 Two Axis/Altitude Preselect System Diagram
Rev. 1
Apr/02
7
Introduction
Power Application and Preflight Tests
G
KAP 140
AP
HDG
NAV
APR
REV
KAP 140 Preflight Test
G
KAP 140
AP
HDG
NAV
APR
REV
KAP 140 Preflight Test Complete
A preflight 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
autopilot engagement. The preflight
test (PFT) 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) and the disconnect tone sounding.
8
For two-axis units only:
NOTE: Following the preflight test,
the red P warning on the face of the
autopilot may illuminate indicating
that the pitch axis cannot be
engaged. This condition should be
temporary, lasting no more than 30
seconds. The P will extinguish and
normal operation will be available.
NOTE: The red P warning may illuminate when the autopilot is not
engaged. This can occur when
autopilot G limits have been
exceeded during turbulence or aircraft maneuvering. Autopilot
engagement is locked out during red
P illumination.
If power to the autopilot is cycled in
flight (i.e. through the autopilot circuit
breaker for instance) it is possible
that a 5 minute delay may be necessary prior to autopilot engagement to
allow the pitch axis accelerometer
circuit to stabilize. Engagement prior
to stabilization may result in mildly
erratic pitch axis behavior.
Rev. 1
Apr/02
Single Axis Operation
KAP 140 Single Axis Operation
The KAP 140 is a high-performance digital, panel-mounted autopilot system for light aircraft.
8
7
G
KAP 140
P R
HDG
AP
NAV
APR
REV
Single-axis Flight Control Computer
G
KAP 140
P R
HDG
AP
1
2
3
NAV
APR
4
REV
5
6
Full Single-axis KAP 140 Display
1. AUTOPILOT ENGAGE/DISENGAGE (AP) BUTTON - When
pushed, engages autopilot if all logic
conditions are met. The autopilot
will engage in the basic roll (ROL)
mode which functions as a wing leveler. When pressed again, will disengage the autopilot. For software version 03/01 and later, the AP button
must be pressed and held for 0.25
seconds to engage the autopilot.
2. ROLL AXIS (R) ANNUNCIATION
- When illuminated, indicates failure
of the roll axis and will disengage the
autopilot and not allow engagement.
3. HEADING (HDG) MODE SELECTOR BUTTON - When pushed, will
select the Heading mode, which
commands the airplane to turn to
Rev. 2
May/02
and maintain the heading selected
by the heading bug on either the DG
or HSI. A new heading may be
selected at any time and will result in
the airplane turning to the new heading. Button can also be used to toggle between HDG and ROL modes.
This button will engage the autopilot
in units with software prior to software version 03/01.
4. NAVIGATION (NAV) MODE
SELECTOR BUTTON - When
pushed, will arm the navigation
mode. The mode provides automatic beam capture and tracking of
VOR, LOC or GPS as selected for
presentation on the HSI or CDI.
NAV mode is recommended for
enroute navigation tracking.
9
5. APPROACH (APR) MODE
pushed, will arm the Approach
mode. This mode provides automatic beam capture and tracking of
VOR, GPS and LOC, as selected for
APR mode is recommended for
instrument approaches.
6. BACK COURSE APPROACH
(REV) MODE SELECTOR BUTTON
- When pushed, will arm the Back
Course approach mode. This mode
functions similarly to the approach
mode except that the autopilot
response to LOC signals is
reversed.
7. ROLL MODE DISPLAY
Displays the active and armed roll
modes (ROL, HDG, NAV ARM,
NAV, APR ARM, APR, REV ARM,
REV). Also displayed will be flashing AP annunciation (5 seconds) at
each autopilot disconnect accompanied by an aural tone (for 2 seconds).
8. AUTOPILOT ENGAGED (AP)
ANNUNCIATION - Illuminates
whenever the autopilot is engaged.
Flashes during pilot initiated or automatic disengagement. Only applicable for software versions 03/01 or
later.
10
Rev. 1
Apr/02
This page intentionally left blank
Rev. 1
Apr/02
11
System Operating Modes
G
KAP 140
HDG
AP
NAV
APR
REV
Wing Leveler (ROL) Mode
In the roll mode, the autopilot
maintains wings level flight.
D.C. ELEC.
TURN COORDINATOR
L
R
2 MIN.
NO PITCH
INFORMATION
12
1. Engage autopilot - Press AP.
For software version 03/01 and later,
the AP button must be pressed and
held for 0.25 seconds to engage the
autopilot.
NOTE: The KAP 140 engages into
ROL mode as a default.
Rev. 2
May/02
G
KAP 140
HDG
AP
NAV
APR
REV
Heading Select (HDG) Mode
In the heading mode, the
autopilot will fly a selected heading.
The following steps should be taken
to operate in the heading mode:
D.C. ELEC.
TURN COORDINATOR
L
1. Move the heading “bug” to
the desired heading on the DG or
HSI using the Heading Select knob.
R
2 MIN.
NO PITCH
INFORMATION
33
N
2. Engage autopilot - Press AP.
For software version 03/01 and later,
the AP button must be pressed and
held for 0.25 seconds to engage the
autopilot.
3
30
6
3. Depress the HDG button on
the KAP 140 to engage the heading
select mode. The autopilot will turn
the aircraft in the shortest direction
to intercept and fly the heading.
W
E
24
12
15
S
21
PUSH
33
N
3
GS
6
30
GS
H
P
US
E
W
4. If you move the heading
“bug” again while the heading select
mode is engaged, the autopilot will
immediately turn the aircraft in the
direction of the newly selected heading.
5. Press HDG button again and
the autopilot will return to the ROL
mode.
24
12
15
S
21
ı
Rev. 2
May/02
13
G
KAP 140
HDG
AP
NAV
APR
REV
Navigation (NAV) Mode Using a
DG from HDG Mode
(45° Intercept)
D.C. ELEC.
In the navigation (NAV) mode,
the autopilot intercepts and tracks
VOR/RNAV and GPS courses.
TURN COORDINATOR
L
To arm NAV mode (with the
KAP 140 currently in the HDG
mode):
R
2 MIN.
NO PITCH
INFORMATION
1. Select the desired frequency for
VOR or RNAV. For GPS, verify
the desired waypoint or destination.
6
E
2. OBS Knob - SELECT desired
course.
3. NAV Mode Selector Button PRESS. Note NAV ARM annunci-
S
30
15
33
12
N
3
21
W
24
PUSH
E
H
P
US
12
ated.
6
3
15
N
A
V
TO
N
S
GS
33
24
W
30
OBS
21
FR
NOTE: When NAV is selected, the
autopilot will flash HDG for 5 seconds to remind the pilot to reset the
HDG bug to the OBS course. Check
the heading displayed on the DG
against the magnetic compass and
reset if necessary.
ı
14
Rev. 1
Apr/02
4. Heading Selector Knob ROTATE BUG to agree with OBS
course.
Note Instruments: CDI needle to left.
Intercept heading 45° to the left of
selected (heading bug) course.
5. If the Course Deviation Bar is
greater than 2 to 3 dots: the
autopilot will annunciate NAV
ARM; when the computed capture
point is reached the ARM annunciator will go out and the selected
course will be automatically captured and tracked. If the D-Bar is
less than 2 to 3 dots: the HDG
mode will disengage upon selecting NAV mode; the NAV annunciator will illuminate and the capture/
track sequence will automatically
begin.
Rev. 1
Apr/02
15
G
KAP 140
HDG
AP
NAV
APR
REV
Navigation (NAV) Mode Using a
DG from ROL Mode
(All Angle Intercept)
D.C. ELEC.
TURN COORDINATOR
L
KAP 140 currently in the ROL
mode):
R
2 MIN.
NO PITCH
INFORMATION
1. Maneuver the aircraft to the
desired intercept angle prior to
selecting ROL mode.
6
E
33
15
N
12
3
30
S
course.
21
24
W
PUSH
E
H
P
US
4. NAV Mode Selector Button PRESS. Note NAV ARM annunciated.
12
6
3
15
N
A
V
TO
N
S
GS
33
24
W
30
OBS
ı
16
21
FR
NOTE: When NAV is selected, the
HDG bug to the OBS course. Check
the heading displayed on the DG
against the magnetic compass and
reset if necessary.
Rev. 1
Apr/02
5. Heading Selector Knob ROTATE BUG to agree with OBS
course.
autopilot will annunciate NAV
less than 2 to 3 dots: the ROL
mode will disengage upon selecting NAV mode; the NAV annunciator will illuminate and the capture/
begin.
Note: Intercept angles greater than
45° can result in course overshoot
when close to the station.
Therefore, intercept angles greater
than 45° are not recommended.
Rev. 1
Apr/02
17
G
KAP 140
HDG
AP
NAV
TURN COORDINATOR
L
R
2 MIN.
NO PITCH
INFORMATION
6
N
30
S
33
15
21
24
W
18
GS
12
ı
mode):
E
3
REV
Navigation (NAV) Mode Using an
HSI
D.C. ELEC.
GS
APR
2. Course Bearing Pointer - SET
to desired course.
3. Heading Selector Knob - SET
BUG to provide desired intercept
angle.
4. NAV Mode Selector Button PRESS.
Note NAV ARM annunciated.
Rev. 1
Apr/02
greater than 2 to 3 dots: 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. If the D-Bar is less than 2
to 3 dots: the HDG mode (or ROL
if HDG is not selected) will disengage upon selecting NAV mode;
the NAV annunciator will illuminate and the capture/ track
sequence will automatically begin.
when close to the station. Therefore,
intercept angles greater than 45° are
not recommended.
Rev. 1
Apr/02
19
G
KAP 140
HDG
AP
NAV
APR
Approach (APR) Mode Using a
DG from HDG Mode
(45° Intercept)
D.C. ELEC.
The Approach (APR) mode
allows the autopilot to intercept and
track LOC, VOR/RNAV and GPS
courses.
TURN COORDINATOR
L
R
To arm APR mode (with the
mode):
2 MIN.
NO PITCH
INFORMATION
LOC, VOR or RNAV. For GPS,
verify the desired approach.
6
E
approach course. (For a localizer,
set it to serve as a memory aid.)
3. APR Mode Selector Button PRESS. Note APR ARM annunciated.
S
30
15
33
12
N
3
REV
21
W
24
PUSH
E
H
P
US
12
6
3
15
N
A
V
TO
N
S
GS
33
24
W
30
OBS
ı
20
21
FR
NOTE: When APR is selected, the
HDG bug to the desired approach
course. Check the heading displayed on the DG against the magnetic compass and reset if necessary.
Rev. 1
Apr/02
4. Heading Selector Knob ROTATE BUG to agree with
desired approach course.
autopilot will annunciate APR
mode will disengage upon selecting APR mode; the APR annunciator will illuminate and the capture/
begin.
Rev. 1
Apr/02
21
G
KAP 140
HDG
AP
NAV
APR
Approach (APR) Mode Using a
DG from ROL Mode
D.C. ELEC.
courses.
TURN COORDINATOR
L
R
mode):
2 MIN.
NO PITCH
INFORMATION
6
selecting ROL mode.
E
N
S
30
15
33
12
3
approach course. (For a localizer,
set it to serve as a memory aid.)
21
24
W
PUSH
H
P
US
E
REV
12
6
3
15
N
A
V
TO
N
S
GS
33
24
W
30
OBS
ı
22
21
NOTE: When APR is selected, the
HDG bug to the desired approach
course. Check the heading displayed on the DG against the magnetic compass and reset if necessary.
Rev. 1
Apr/02
FR
5. Heading Selector Knob ROTATE BUG to agree with
desired approach course.
autopilot will annunciate APR
less than 2 to 3 dots: the ROL
mode will disengage upon selecting APR mode; the APR annunciator will illuminate and the capture/
begin.
Rev. 1
Apr/02
23
G
KAP 140
HDG
AP
NAV
APR
REV
Approach (APR) Mode Using an
HSI
D.C. ELEC.
courses.
TURN COORDINATOR
L
R
2 MIN.
NO PITCH
INFORMATION
mode):
6
E
N
30
S
33
15
21
24
W
ı
24
GS
12
3
GS
to desired course.
angle.
Rev. 1
Apr/02
with the APR ARM annunciated;
is reached HDG mode will disengage, the ARM annunciator will go
out and the selected course will be
if HDG is not selected) will disengage upon selecting APR mode;
the APR annunciator will illuminate and the capture/track
Rev. 1
Apr/02
25
G
KAP 140
HDG
AP
NAV
APR
REV
Back Course (REV) Mode Using
a DG from HDG Mode
(45° Intercept)
D.C. ELEC.
The Back Course (REV) mode
track a localizer back course.
TURN COORDINATOR
L
To arm REV mode (with the
mode):
R
2 MIN.
NO PITCH
INFORMATION
LOC.
2. OBS Knob - SELECT front
course inbound heading.
24
21
15
30
12
S
W
33
3. REV Mode Selector Button PRESS. Note REV ARM annunciated.
N
E
3
6
PUSH
6
E
12
TO
15
N
A
V
3
H
P
US
S
N
GS
24
33
W
30
OBS
21
FR
NOTE: When REV is selected, the
HDG bug to the front course inbound
heading. Check the heading displayed on the DG against the magnetic compass and reset if necessary.
ı
26
Rev. 1
Apr/02
4. Heading Selector Knob ROTATE BUG to agree with the
FRONT COURSE inbound heading.
Note Instruments: CDI needle to the
right. Intercept heading 45° to the left
of the back course.
autopilot will annunciate REV
mode will disengage upon selecting REV mode; the REV annunciator will illuminate and the capture/
begin.
Rev. 1
Apr/02
27
G
KAP 140
HDG
AP
NAV
APR
REV
Back Course (REV) Mode Using a
DG from ROL Mode
D.C. ELEC.
TURN COORDINATOR
L
mode):
R
2 MIN.
NO PITCH
INFORMATION
selecting ROL mode.
LOC.
24
21
15
30
12
W
S
33
3. OBS Knob - SELECT front
course inbound heading.
E
N
3
6
PUSH
6
E
12
TO
15
N
A
V
3
H
P
US
S
N
GS
33
W
30
ı
28
24
OBS
21
FR
NOTE: When REV is selected, the
HDG bug to the front course inbound
heading. Check the heading displayed on the DG against the magnetic compass and reset if necessary.
Rev. 1
Apr/02
5. Heading Selector Knob ROTATE BUG to agree with the
FRONT COURSE inbound heading.
Note Instruments: CDI needle to the
right. Intercept heading 30° to the left
of the back course.
autopilot will annunciate REV
mode will disengage upon selecting REV mode; the REV annunciator will illuminate and the capture/
begin.
Rev. 1
Apr/02
29
G
KAP 140
HDG
AP
NAV
TURN COORDINATOR
L
R
2 MIN.
NO PITCH
INFORMATION
24
21
REV
Back Course (REV) Mode Using
an HSI
D.C. ELEC.
mode):
LOC.
to the FRONT COURSE inbound
heading.
W
S
30
GS
APR
15
33
N
12
GS
angle.
3
6
E
ı
30
Rev. 1
Apr/02
with the REV ARM annunciated;
is reached HDG mode will disengage, the ARM annunciator will go
out and the selected course will be
if HDG is not selected) will disengage upon selecting REV mode;
the REV annunciator will illuminate and the capture/track
Rev. 1
Apr/02
31
OPERATIONS WITH THE KAP 140
Takeoff And Climb To Assigned Altitude
N
2
3
4
01
0°
1
D.C. ELEC.
D.C. ELEC.
D.C. ELEC.
D.C. ELEC.
TURN COORDINATOR
TURN COORDINATOR
TURN COORDINATOR
TURN COORDINATOR
R
L
L
R
R
2 MIN.
2 MIN.
2 MIN.
NO PITCH
INFORMATION
NO PITCH
INFORMATION
NO PITCH
INFORMATION
30
33
W
30
24
33
30
24
H
H
W
30
W
3
3
24
3
3
N
33
30
W
24
N
N
21
24
33
33
S
W
21
24
W
24
30
H
S
21
W
30
1. The aircraft is well off the ground and established at a desired climb rate.
The heading bug on the DG or HSI is turned to
the desired heading of 080° (runway heading).
By depressing the HDG button on the KAP 140,
the autopilot engages into the heading mode
and maintains the selected heading of 080°.
Note: Press and hold the AP button for 0.25
seconds to engage the autopilot (applicable
only to software version 03/01 and later).
NAV
APR
AP
REV
2. The heading bug on the DG or HSI is turned to
the new desired heading of 010° and the aircraft
begins to respond with an immediate left turn.
S
KAP 140
HDG
HDG
NAV
APR
12
P
G
KAP 140
AP
E
12
P
P
P
G
REV
6
E
N
6
15
21
21
21
21
ı
KAP 140
APR
GS
US
G
NAV
OR
3
33
GS
ı
KAP 140
HDG
N
PUSH
ı
G
AP
3
33
GS
US
US
ı
N
6
12
OR
15
S
S
S
33
3
N
GS
12
15
OR
6
N
GS
PUSH
PUSH
US
12
E
GS
3
E
6
12
15
S
PUSH
GS
15
15
OR
E
6
12
E
GS
15
E
6
12
21
E
6
30
L
W
R
2 MIN.
NO PITCH
INFORMATION
24
L
32
080°
4
H
3
S
2
15
1
REV
AP
3. The autopilot is responding to the heading select
mode with a left bank.
HDG
NAV
APR
REV
4. The autopilot has completed the turn and is
now established on a 010° heading.
Note: The autopilot controls only the roll axis. The PILOT must maintain control of
the pitch and yaw axis.
Rev. 1
Apr/02
Rev. 1
Apr/02
33
GPS Capture Using DG
N
4
3
010°
40
°
2
* Description of GPS operation based on Bendix/King GPS receiver. Others may
require different operation.
D.C. ELEC.
D.C. ELEC.
D.C. ELEC.
D.C. ELEC.
TURN COORDINATOR
TURN COORDINATOR
TURN COORDINATOR
TURN COORDINATOR
L
R
L
R
2 MIN.
2 MIN.
NO PITCH
INFORMATION
NO PITCH
INFORMATION
W
S
24
W
30
21
KAP 140
1. Continuing on heading 010°, a GPS waypoint is
established. A 30° intercept is desired.
AP
HDG
NAV
APR
REV
AP
2. The HDG button is depressed to select ROL
mode which will allow an “all angle intercept”.
GPS data is selected for the CDI and the OBS is
set to 040°. The NAV button is depressed and
NAV ARM is annunciated. ROL will change to
HDG and flash for five seconds. ROL will then
be redisplayed. While the HDG annunciation is
flashing, move the heading bug to the desired
course of 040°. The aircraft will remain wings
level until the capture point.
Rev. 1
Apr/02
33
W
15
21
G
KAP 140
REV
30
33
30
H
24
H
30
33
33
30
W
33
30
W
21
3
30
S
S
N
W
24
15
24
21
33
S
W
24
H
21
G
KAP 140
APR
HDG
NAV
APR
REV
AP
3. When the computed capture point is reached,
the ROL annunciation changes to NAV and a
right turn is initiated by the autopilot.
Rev. 1
Apr/02
15
ı
G
NAV
12
P
US
ı
KAP 140
HDG
GS
FR
OBS
PUSH
US
ı
G
AP
E
15
OBS
PUSH
12
FR
P
P
P
US
TO
GS
15
OBS
PUSH
ı
6
N
12
15
15
21
FR
6
E
E
30
3
N
TO
12
W
3
6
N
E
12
GS
12
E
S
12
US
3
6
E
15
E
OBS
PUSH
3
N
TO
GS
FR
6
N
6
6
24
3
S
N
33
TO
24
3
12
21
6
3
S
E
N
33
H
R
2 MIN.
NO PITCH
INFORMATION
24
L
21
R
2 MIN.
NO PITCH
INFORMATION
S
L
34
1
HDG
NAV
APR
REV
4. The turn is complete and the autopilot is tracking the GPS course.
35
GPS Capture Using HSI
N
4
3
010°
40
°
2
D.C. ELEC.
D.C. ELEC.
D.C. ELEC.
D.C. ELEC.
TURN COORDINATOR
TURN COORDINATOR
TURN COORDINATOR
TURN COORDINATOR
L
R
L
R
L
R
2 MIN.
2 MIN.
NO PITCH
INFORMATION
NO PITCH
INFORMATION
33
33
30
30
W
W
15
24
21
24
W
S
24
ı
S
15
21
S
21
G
G
G
KAP 140
KAP 140
KAP 140
KAP 140
NAV
APR
REV
AP
HDG
NAV
APR
REV
AP
2. GPS data is selected for the HSI. The course
pointer is set to 040°. The NAV button is
depressed and NAV ARM is annunciated.
15
ı
G
HDG
Rev. 1
Apr/02
HDG
NAV
APR
REV
AP
the HDG annunciation changes to NAV and a
Rev. 1
Apr/02
GS
12
15
12
ı
6
N
GS
12
30
GS
E
12
24
3
6
E
E
W
3
N
GS
E
GS
6
6
30
3
33
GS
21
N
GS
S
3
ı
AP
R
2 MIN.
NO PITCH
INFORMATION
N
36
L
2 MIN.
NO PITCH
INFORMATION
33
GS
1
HDG
NAV
APR
REV
37
Outbound On Front Course For Procedure Turn To LOC Approach Using DG
8°
05
283°
N
270°
1
2
3
283°
103°
4
8°
23
D.C. ELEC.
D.C. ELEC.
D.C. ELEC.
D.C. ELEC.
TURN COORDINATOR
TURN COORDINATOR
TURN COORDINATOR
TURN COORDINATOR
R
L
R
L
L
R
2 MIN.
2 MIN.
2 MIN.
NO PITCH
INFORMATION
NO PITCH
INFORMATION
NO PITCH
INFORMATION
6
E
E
3
12
6
3
TO
21
N
33
33
TO
15
15
S
E
N
A
V
GS
S
GS
6
12
N
A
V
N
24
33
15
GS
33
3
30
3
S
W
12
TO
N
33
E
N
A
V
15
S
6
12
15
N
N
33
GS
3
W
21
24
21
30
TO
N
E
N
A
V
12
33
21
6
15
3
30
N
W
24
33
H
24
W
6
E
21
24
W
12
E
G
G
KAP 140
KAP 140
KAP 140
APR
REV
1. The aircraft is heading 270° with heading
engaged. To intercept and fly the LOC front
course outbound, set the front course on the
OBS and depress the back course (REV) button. While the HDG annunciation is flashing
move the heading bug to the front course 058°.
Since HDG was active upon selection of REV,
the autopilot will initiate a 45° intercept to the
localizer. In this case, the aircraft will turn to
283°.
AP
HDG
NAV
APR
REV
AP
auto-intercept mode is cancelled, the reverse
localizer mode is automatically activated and a
left turn outbound on the localizer is initiated by
the autopilot.
Note: The left-right deviations of the CDI course
deviation needle are reversed (you must turn right
to center a deviation of the index to the left). This
needle reversing takes place because you are flying outbound on a front course.
Rev. 1
Apr/02
30
3
6
21
G
NAV
H
30
12
15
12
30
30
24
W
H
21
ı
KAP 140
HDG
HDG
NAV
APR
REV
AP
3. At the desired point, HDG mode is used to initiate the procedure turn. Select HDG and set the
heading bug to 283°. During the procedure turn
outbound, the CDI course index goes off scale
to the right. The aircraft is flying away from the
localizer centerline at a 45° angle on a selected
heading of 283°.
* Check the heading displayed on the DG against
the magnetic compass and reset if necessary.
Rev. 1
Apr/02
24
E
30
ı
G
AP
W
H
24
US
W
OBS
PUSH
P
US
ı
FR
S
S
OBS
PUSH
P
US
ı
FR
6
OBS
PUSH
P
P
US
FR
S
S
FR
21
15
3
OBS
PUSH
38
R
2 MIN.
NO PITCH
INFORMATION
N
L
HDG
NAV
APR
REV
4. Now you have reset the heading bug to 103°
and made a 180° turn to this heading. This
103° heading will intercept the front course of
058°. You must now select the approach mode
by depressing the APR button on the KAP 140.
While the HDG annunciation is flashing move
the heading bug to the front course 058°. Since
the 45° intercept is 103°, the aircraft will not
turn until the front course is captured.
39
Outbound On Front Course For Procedure Turn To LOC Approach Using HSI
8°
05
N
270°
1
2
3
283°
103°
4
8°
23
D.C. ELEC.
D.C. ELEC.
D.C. ELEC.
D.C. ELEC.
TURN COORDINATOR
TURN COORDINATOR
TURN COORDINATOR
TURN COORDINATOR
L
R
R
R
L
2 MIN.
NO PITCH
INFORMATION
GS
S
3
N
15
S
21
12
15
E
15
6
33
3
6
12
6
E
12
E
G
KAP 140
KAP 140
1. The aircraft is heading 270° with heading
engaged. To intercept and fly the LOC front
course outbound, set the front course on the
HSI and depress the back course (REV) button. The back course (REV) mode is selected to
go outbound on the front course. The capture
point is now being computed based on closure
rate.
AP
HDG
NAV
APR
REV
AP
HDG mode is cancelled and reverse localizer
mode is automatically activated and a left turn
outbound on the localizer is initiated by the
autopilot.
Note: The left-right deviations of the HSI course
needle operate just as though you were flying a
front course approach.
Rev. 1
Apr/02
HDG
NAV
APR
REV
AP
outbound, the deviation bar shows that the aircraft is flying away from the localizer centerline
at a 45° angle on a selected heading of 283°.
Rev. 1
Apr/02
30
G
REV
W
ı
KAP 140
APR
24
ı
G
NAV
15
3
ı
KAP 140
HDG
12
6
GS
N
21
E
GS
N
33
S
30
24
GS
33
33
21
W
GS
3
W
21
GS
30
GS
N
24
30
S
W
G
AP
R
2 MIN.
NO PITCH
INFORMATION
ı
40
L
2 MIN.
NO PITCH
INFORMATION
24
GS
L
2 MIN.
NO PITCH
INFORMATION
HDG
NAV
APR
REV
and made a 180° turn to this heading. The
Automatic capture of the localizer will occur.
41
Front Course LOC Approach Using DG
8°
05
N
090°
4
3
2
1
8°
23
D.C. ELEC.
D.C. ELEC.
D.C. ELEC.
D.C. ELEC.
TURN COORDINATOR
TURN COORDINATOR
TURN COORDINATOR
TURN COORDINATOR
L
L
R
2 MIN.
NO PITCH
INFORMATION
W
24
N
33
N
33
33
30
ı
24
W
30
W
G
KAP 140
1. Continuing the maneuver on page 38, APR coupling occurs (HDG annunciation changes to
APR). The autopilot will capture the localizer
and the CDI course index will center.
HDG
NAV
APR
REV
AP
2. The autopilot is following the localizer. The
autopilot will make the bank changes as necessary to maintain localizer .
Rev. 1
Apr/02
30
30
24
W
21
H
H
30
24
30
33
N
N
N
N
33
33
21
33
33
21
W
30
30
24
H
21
W
P
US
KAP 140
AP
15
OBS
PUSH
G
REV
GS
ı
KAP 140
APR
FR
S
S
P
US
G
NAV
E
TO
12
15
S
OBS
PUSH
ı
KAP 140
HDG
6
12
15
FR
G
AP
3
E
S
FR
S
P
P
US
6
3
15
15
S
OBS
PUSH
ı
E
TO
GS
S
21
FR
6
12
N
3
E
12
15
N
6
GS
15
S
OBS
US
E
TO
12
GS
PUSH
6
3
12
15
12
3
3
E
W
6
3
24
E
TO
21
6
24
3
12
21
E
6
42
R
2 MIN.
NO PITCH
INFORMATION
H
R
2 MIN.
NO PITCH
INFORMATION
HDG
NAV
APR
REV
AP
3. At the missed approach point, the pilot disengages the autopilot with the button on the control wheel. This cancels all operating modes.
The flashing AP annunciations are displayed and
a disconnect tone will sound.
Rev. 1
Apr/02
24
L
W
R
2 MIN.
NO PITCH
INFORMATION
21
L
HDG
NAV
APR
REV
4. The pilot initiates the missed approach and stabilizes the aircraft in the climb. The heading
bug is set to the missed approach heading of
090°. By depressing the HDG button on the
KAP 140, the autopilot engages into the heading mode, commencing a right turn to a heading of 090°.
43
Front Course LOC Approach Using HSI
8°
05
N
090°
4
3
2
1
8°
23
D.C. ELEC.
D.C. ELEC.
D.C. ELEC.
D.C. ELEC.
TURN COORDINATOR
TURN COORDINATOR
TURN COORDINATOR
TURN COORDINATOR
L
R
L
R
R
L
2 MIN.
2 MIN.
NO PITCH
INFORMATION
NO PITCH
INFORMATION
6
3
E
GS
6
E
GS
N
33
33
33
30
30
N
21
W
24
33
30
21
W
24
W
24
W
30
G
G
G
KAP 140
KAP 140
KAP 140
REV
APR). The autopilot will capture the localizer
AP
HDG
NAV
APR
REV
AP
2. The autopilot is following the localizer. The
autopilot will make bank changes as necessary
to maintain localizer.
Rev. 1
Apr/02
HDG
NAV
APR
REV
AP
Rev. 1
Apr/02
24
ı
KAP 140
APR
S
ı
G
NAV
15
S
S
21
ı
GS
15
15
S
ı
HDG
E
3
GS
12
12
15
N
6
3
GS
N
GS
3
GS
12
12
21
E
6
AP
R
2 MIN.
NO PITCH
INFORMATION
GS
44
L
2 MIN.
NO PITCH
INFORMATION
HDG
NAV
APR
REV
45
Outbound on GPS Approach Using DG
8°
05
2
1
N
270°
3
283°
103°
4
8°
23
D.C. ELEC.
D.C. ELEC.
D.C. ELEC.
D.C. ELEC.
TURN COORDINATOR
TURN COORDINATOR
TURN COORDINATOR
TURN COORDINATOR
L
R
L
R
L
R
L
2 MIN.
2 MIN.
2 MIN.
NO PITCH
INFORMATION
NO PITCH
INFORMATION
NO PITCH
INFORMATION
W
E
N
TO
FR
S
S
6
GS
15
21
33
33
S
GS
15
3
12
12
S
E
15
TO
30
3
N
N
15
W
6
N
S
24
33
33
15
21
30
24
30
TO
GS
N
S
W
30
GS
S
24
3
21
W
N
24
33
TO
21
30
21
33
21
W
S
24
30
21
W
24
6
H
6
E
E
12
E
12
G
G
KAP 140
KAP 140
KAP 140
APR
REV
AP
ALT
1. The aircraft is in APR mode approaching the
IAF. Approach arm is indicated on the GPS
annunciator.*
HDG
NAV
APR
REV
AP
ALT
2. Upon waypoint alerting at the IAF, the heading
bug is set to 238°, the GPS’s Leg/OBS mode
switching is set to OBS mode and the OBS is
set to 238°. The autopilot initiates a left turn to
track the 238° GPS course.
HDG
NAV
APR
REV
AP
ALT
3. At the desired point, heading mode is used to
initiate the procedure turn. During the procedure
turn outbound, the deviation bar shows that the
aircraft is flying away from the GPS course at a
45° angle on a selected heading of 283°.
Rev. 1
Apr/02
H
6
6
E
G
NAV
30
33
3
12
3
H
12
12
12
6
E
15
15
E
3
ı
KAP 140
HDG
Rev. 1
Apr/02
24
6
30
ı
G
AP
W
US
P
H
24
OBS
PUSH
US
ı
W
OBS
PUSH
P
US
ı
FR
N
OBS
PUSH
P
P
US
FR
N
3
FR
21
15
3
OBS
PUSH
46
R
2 MIN.
NO PITCH
INFORMATION
33
HDG
NAV
APR
REV
ALT
4. The heading bug has been set to 103° and the
aircraft has made a left turn to this heading.
The GPS’s Leg/OBS mode switching is set to
Leg mode and the OBS is set to 058°. Select
approach mode by depressing the APR button.
*The HDG annunciation will flash for five seconds then extinguish. While the HDG annunciation is flashing, move the heading bug to 058°.
Since the 45° intercept is 103°, the aircraft will
not turn until the course is captured.
47
Outbound on GPS Approach Using HSI
8°
05
2
1
N
270°
3
283°
103°
4
D.C. ELEC.
D.C. ELEC.
D.C. ELEC.
D.C. ELEC.
TURN COORDINATOR
TURN COORDINATOR
TURN COORDINATOR
TURN COORDINATOR
L
R
L
R
L
R
L
2 MIN.
2 MIN.
2 MIN.
NO PITCH
INFORMATION
NO PITCH
INFORMATION
NO PITCH
INFORMATION
15
S
3
N
S
15
21
15
33
15
E
12
6
30
3
6
12
6
E
12
E
G
G
KAP 140
KAP 140
KAP 140
REV
AP
ALT
annunciator.*
HDG
NAV
APR
REV
AP
ALT
2. Upon waypoint alerting at the IAF, the course
pointer is set to 238°, the GPS’s Leg/OBS mode
switching is set to OBS mode. The autopilot initiates a left turn to track the 238° GPS course.
Rev. 1
Apr/02
HDG
NAV
APR
REV
AP
ALT
Rev. 1
Apr/02
W
ı
G
APR
24
ı
KAP 140
NAV
GS
3
ı
G
HDG
12
6
GS
N
21
E
GS
N
33
S
30
24
GS
33
33
21
W
GS
3
W
21
GS
30
GS
N
24
30
S
W
ı
AP
R
2 MIN.
NO PITCH
INFORMATION
24
GS
48
8°
23
HDG
NAV
APR
REV
ALT
Leg mode and the course pointer is set to
058°. Select approach mode by depressing the
APR button.
49
Inbound on GPS Approach Using DG
05
N
8°
090°
4
FAF
3
2
1
D.C. ELEC.
D.C. ELEC.
D.C. ELEC.
TURN COORDINATOR
TURN COORDINATOR
TURN COORDINATOR
TURN COORDINATOR
L
R
L
R
2 MIN.
2 MIN.
NO PITCH
INFORMATION
NO PITCH
INFORMATION
24
24
W
1. Continuing the maneuver on page 46, APR
mode capture occurs. The autopilot initiates a
left turn to track the 058° GPS course.
Approach active is indicated on the GPS
annunciator.*
HDG
NAV
APR
REV
AP
ALT
2. The autopilot is following the GPS course. The
autopilot will make the bank changes as necessary to maintain the GPS course.
Rev. 1
Apr/02
30
30
30
W
33
KAP 140
AP
H
W
24
21
H
H
21
G
KAP 140
ALT
33
N
33
33
33
30
3
N
N
N
N
W
30
30
24
33
33
21
33
30
W
24
H
21
G
REV
HDG
NAV
APR
REV
AP
ALT
Rev. 1
Apr/02
S
ı
KAP 140
APR
15
P
US
G
NAV
FR
21
S
OBS
PUSH
ı
KAP 140
HDG
E
TO
12
S
FR
US
ı
6
GS
G
AP
3
12
15
OBS
PUSH
P
P
US
ı
E
6
S
FR
S
OBS
PUSH
15
15
S
P
US
E
TO
GS
S
21
FR
6
12
N
3
E
12
15
N
6
3
GS
15
S
OBS
E
TO
12
12
12
15
GS
PUSH
6
15
3
3
E
W
6
3
24
E
TO
21
6
30
3
12
W
E
6
N
R
2 MIN.
NO PITCH
INFORMATION
24
L
W
R
2 MIN.
NO PITCH
INFORMATION
24
8°
D.C. ELEC.
L
50
23
21
HDG
NAV
APR
REV
ALT
51
Inbound on GPS Approach Using HSI
05
N
8°
090°
4
FAF
3
2
1
8°
D.C. ELEC.
D.C. ELEC.
D.C. ELEC.
D.C. ELEC.
TURN COORDINATOR
TURN COORDINATOR
TURN COORDINATOR
TURN COORDINATOR
L
R
L
R
L
R
L
2 MIN.
2 MIN.
2 MIN.
NO PITCH
INFORMATION
NO PITCH
INFORMATION
NO PITCH
INFORMATION
3
N
33
N
N
33
21
W
24
30
30
ı
24
W
24
W
30
G
G
G
KAP 140
KAP 140
KAP 140
KAP 140
NAV
APR
REV
AP
ALT
left turn to track the 058° GPS course.*
Approach active is indicated on the GPS
annunciator.*
HDG
NAV
APR
REV
AP
ALT
2. The autopilot is following the GPS course. The
autopilot will make the bank changes as necessary to maintain the GPS course.
Rev. 1
Apr/02
HDG
NAV
APR
REV
AP
ALT
Rev. 1
Apr/02
GS
21
ı
G
HDG
12
S
S
S
21
ı
E
6
GS
15
N
GS
15
15
S
33
E
12
15
ı
6
3
GS
33
GS
12
3
E
21
6
3
GS
30
GS
W
12
24
E
6
AP
R
2 MIN.
NO PITCH
INFORMATION
GS
52
23
HDG
NAV
APR
REV
ALT
53
54
Rev. 1
Apr/02
Two Axis Operation
KAP 140 Two Axis Operation
The KAP 140 is a digital, panel-mounted autopilot system for light aircraft.
13
12
14
11
10
G
KAP 140
UP
P R
HDG
AP
NAV
APR
REV
DN
ALT
Two-axis Flight Control Computer
G
KAP 140
UP
1
P R
HDG
AP
2
3
4
NAV
5
APR
REV
6
DN
ALT
7
8
9
Full Two-Axis KAP 140 Display
1. PITCH AXIS, (P) ANNUNCIATOR
of the pitch axis and will disengage
the autopilot when the failure occurs
and not allow engagement of the
pitch axis.
pushed, engages autopilot if all logic
conditions are met. The autopilot
will engage in the basic roll (ROL)
mode which functions as a wing leveler and in the vertical speed (VS)
hold mode. The commanded vertical speed will be displayed in the
upper right corner of autopilot display area. The captured VS will be
the vertical speed present at the
moment of AP button press. When
pressed again, will disengage the
autopilot. For software version 03/01
Rev. 2
May/02
and later, the AP button must be
pressed and held for 0.25 seconds
to engage the autopilot.
3. ROLL AXIS (R) ANNUNCIATOR
4. HEADING (HDG) MODE SELECTOR BUTTON - When pushed, will
arm the Heading mode, which commands the airplane to turn to and
maintain the heading selected by the
heading bug on either the DG or
HSI. A new heading may be
the airplane turning to the new heading. Button can also be used to toggle between HDG and ROL modes.
in units with software prior to software version 03/01.
55
Two Axis Operation
mode. The mode provides automatic beam capture and tracking of
VOR, LOC or GPS as selected for
NAV mode is recommended for
enroute navigation tracking. NAV
mode may also be used for front
course LOC tracking when GS tracking is not desired.
VOR, GPS, LOC, and Glideslope
(GS) on an ILS, as selected for presentation on the HSI or CDI. APR
mode is recommended for instrument approaches.
reversed, and GS is disabled.
8. ALTITUDE HOLD (ALT) MODE
SELECT BUTTON - When pushed,
will select the Altitude Hold mode.
This mode provides tracking of the
reference altitude. The reference
altitude 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
altitude overshoot (approximately
56
10% of the VS rate), with the airplane returned positively to the reference altitude. This button will
engage the autopilot in units with
software prior to software version
03/01.
9. VERTICAL TRIM (UP/DN) BUTTONS - The action of these buttons
is dependent upon the vertical mode
present when pressed. If VS mode
is active, button strokes will increment the vertical speed commanded
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, incremental button
strokes will move the altitude hold
reference altitude either up or down
at 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.
10. VERTICAL SPEED DISPLAY Displays the commanded vertical
speed in VS mode.
11. PITCH TRIM (PT) ANNUNCIATION - A flashing PT with arrows
indicates the direction of required
pitch trim. A solid PT without an
arrow head is an indication of a pitch
trim fault. During manual electric trim
operation (autopilot disengaged),
detection of a stuck MET switch will
be indicated by a solid PT. When the
fault is corrected, the annunciation
will extinguish.
Rev. 1
Apr/02
Two Axis Operation
12. PITCH MODE DISPLAY Displays the active and armed pitch
modes (VS, ALT ARM, ALT, and
GS.
13. ROLL MODE DISPLAY Displays the active and armed roll
REV, GS ARM). Also displayed will
be flashing AP annunciation (5 seconds) at each autopilot disconnect
accompanied by an aural tone (for 2
seconds).
The lateral modes (HDG, NAV, APR
and REV) operate identically as
described in the KAP 140 Single
Axis Operating Modes section.
Please refer to that section for text
descriptions of lateral mode operation.
ANNUNCIATION - Illuminates
whenever the autopilot is engaged.
Flashes during pilot initiated or automatic disengagement. Only applicable for software versions 03/01 or
later.
Rev. 1
Apr/02
57
Two Axis Operation
G
KAP 140
UP
AP
HDG
NAV
APR
REV
ALT
DN
Vertical Speed (VS) Mode
The Vertical Speed (VS) mode
allows variable vertical speed climbs
and descents. The ALT button toggles between altitude hold and vertical speed modes.
Note: The KAP 140 engages into VS
mode as a default.
To operate in the VS mode
(with autopilot currently disengaged):
1. AP button - Press. Note ROL,
VS and current vertical speed is
displayed. If no other modes are
selected the autopilot will operate
in the ROL and vertical speed
hold modes. For software version
03/01 and later, the AP button
2. UP or DN button - Select
desired climb or descent rate.
Each button stroke will increment
the vertical speed commanded up
or down by 100 ft/min per button
press, or at the rate of approximately 300 ft/min per second if
held continuously.
58
To initiate a climb or descent from
Altitude Hold (ALT) mode:
1. ALT button - Press. Note ALT
changes to VS and current vertical
speed is displayed.
held continuously.
Note: When operating at or near the
best rate of climb airspeed, at climb
power settings, and using vertical
speed hold, it is easy to decelerate
to an airspeed where continued
decreases in airspeed will result in a
reduced rate of climb. Continued
operation in vertical speed mode can
result in a stall.
Rev. 2
May/02
Two Axis Operation
G
KAP 140
UP
AP
HDG
NAV
APR
REV
ALT
DN
Altitude Hold (ALT) Mode
The Altitude Hold (ALT) mode
maintains the pressure altitude
acquired upon selection of altitude
hold. The ALT button toggles
between altitude hold and vertical
speed modes.
To operate in the ALT mode
(with autopilot currently in the
Vertical Speed mode):
is annunciated and autopilot
maneuvers to maintain pressure
altitude acquired at button selection.
2. UP or DN button - Select to
change altitude. Incremented button strokes will move the reference altitude by 20 feet per press,
or if held continuously will command a 500 ft/min altitude change,
acquiring a new reference altitude
Note: Incremented altitude changes
should be limited to 500 ft. of
change.
Rev. 1
Apr/02
59
Two Axis Operation
Two Axis Operation
N
2
3
4
01
0°
1
D.C. ELEC.
D.C. ELEC.
D.C. ELEC.
D.C. ELEC.
TURN COORDINATOR
TURN COORDINATOR
TURN COORDINATOR
TURN COORDINATOR
R
L
L
R
R
2 MIN.
2 MIN.
2 MIN.
NO PITCH
INFORMATION
NO PITCH
INFORMATION
NO PITCH
INFORMATION
30
33
W
24
33
3
30
N
24
30
W
3
N
33
30
H
H
W
3
3
24
33
30
W
24
N
N
21
24
33
33
S
W
21
24
W
24
30
H
S
21
begins to respond with an immediate left turn.
S
AP
Rev. 1
Apr/02
ı
G
KAP 140
HDG
NAV
APR
REV
ALT
UP
DN
AP
mode with a left bank. The climb rate has been
decreased, using the DN button, in preparation
for level off.
Rev. 1
Apr/02
12
DN
E
ALT
GS
6
REV
3
US
P
APR
12
NAV
E
HDG
6
W
30
1. The aircraft is well off the ground and established at a safe climb rate.
the autopilot engages into the heading and vertical speed modes and maintains the selected
heading of 080° and current rate of climb.
AP
OR
UP
UP
DN
15
ALT
PUSH
P
P
REV
12
21
21
21
P
APR
15
S
S
S
21
NAV
N
33
GS
ı
KAP 140
KAP 140
UP
3
33
GS
G
G
KAP 140
HDG
OR
ı
G
N
6
US
US
ı
AP
3
N
GS
12
15
OR
6
N
GS
PUSH
PUSH
US
12
E
GS
3
E
6
12
15
S
PUSH
GS
15
15
OR
E
6
12
E
GS
15
E
6
12
21
E
6
30
L
W
R
2 MIN.
NO PITCH
INFORMATION
24
L
60
080°
4
H
3
S
2
15
1
HDG
NAV
APR
REV
ALT
DN
4. The autopilot has completed the turn and is
now established on a 010° heading. Desired
altitude has been reached, altitude hold (ALT)
has been engaged and the aircraft maintains
the reference altitude.
61
Two Axis Operation
Two Axis Operation
N
4
3
010°
40
°
2
D.C. ELEC.
D.C. ELEC.
D.C. ELEC.
D.C. ELEC.
TURN COORDINATOR
TURN COORDINATOR
TURN COORDINATOR
TURN COORDINATOR
R
L
R
2 MIN.
2 MIN.
NO PITCH
INFORMATION
NO PITCH
INFORMATION
Rev. 1
Apr/02
30
W
33
30
33
30
33
33
30
W
33
3
15
S
21
24
H
H
24
N
30
W
21
30
30
S
S
W
W
24
15
24
21
33
S
W
24
W
30
H
21
ı
G
KAP 140
UP
AP
HDG
NAV
APR
REV
ALT
UP
DN
AP
Rev. 1
Apr/02
15
DN
12
ALT
E
REV
US
P
APR
15
NAV
12
HDG
FR
OBS
PUSH
KAP 140
15
21
AP
GS
ı
UP
DN
12
ALT
6
N
E
E
P
REV
OBS
US
G
KAP 140
APR
FR
PUSH
6
TO
GS
ı
G
NAV
15
P
P
US
UP
HDG
3
N
TO
12
OBS
PUSH
KAP 140
AP
15
21
FR
ı
G
3
6
N
E
12
GS
12
E
S
12
US
3
6
E
15
E
OBS
PUSH
3
N
TO
GS
FR
6
N
6
6
24
3
S
N
33
TO
24
3
12
21
6
3
S
E
N
33
W
L
H
R
2 MIN.
NO PITCH
INFORMATION
24
L
21
R
2 MIN.
NO PITCH
INFORMATION
S
L
62
1
HDG
NAV
APR
REV
ALT
DN
63
Two Axis Operation
Two Axis Operation
N
4
3
010°
40
°
2
D.C. ELEC.
D.C. ELEC.
D.C. ELEC.
D.C. ELEC.
TURN COORDINATOR
TURN COORDINATOR
TURN COORDINATOR
TURN COORDINATOR
L
R
L
R
L
R
2 MIN.
2 MIN.
NO PITCH
INFORMATION
NO PITCH
INFORMATION
33
33
30
30
W
W
W
24
S
24
15
24
15
21
S
21
64
G
KAP 140
KAP 140
UP
DN
21
ALT
S
REV
24
APR
AP
HDG
NAV
APR
REV
ALT
UP
DN
AP
15
NAV
ı
G
KAP 140
UP
GS
12
15
12
ı
G
KAP 140
6
N
GS
12
30
GS
E
12
ı
G
3
6
E
E
W
3
N
GS
E
GS
6
6
30
3
33
GS
21
N
GS
S
3
ı
HDG
R
2 MIN.
NO PITCH
INFORMATION
N
AP
L
2 MIN.
NO PITCH
INFORMATION
33
GS
1
Rev. 1
Apr/02
HDG
NAV
APR
REV
ALT
UP
DN
AP
Rev. 1
Apr/02
HDG
NAV
APR
REV
ALT
DN
65
Two Axis Operation
Two Axis Operation
Outbound On Front Course For Procedure Turn To ILS Approach Using DG
8°
05
283°
N
270°
1
2
3
283°
103°
4
8°
23
D.C. ELEC.
D.C. ELEC.
D.C. ELEC.
D.C. ELEC.
TURN COORDINATOR
TURN COORDINATOR
TURN COORDINATOR
TURN COORDINATOR
R
L
R
L
L
R
2 MIN.
2 MIN.
2 MIN.
NO PITCH
INFORMATION
NO PITCH
INFORMATION
NO PITCH
INFORMATION
6
E
E
3
12
6
3
TO
21
N
33
33
TO
15
15
S
E
N
A
V
GS
S
GS
6
12
N
A
V
N
24
33
15
GS
33
3
30
3
S
W
12
TO
N
33
E
N
A
V
15
S
6
12
15
N
N
33
GS
3
W
21
24
21
30
TO
N
E
N
A
V
12
33
21
6
15
3
30
N
W
24
33
DN
Rev. 1
Apr/02
30
6
E
21
H
H
24
W
ALT
H
30
30
12
3
6
21
30
15
12
24
W
H
24
W
REV
auto-intercept mode is cancelled and reverse
the autopilot.
21
APR
G
KAP 140
UP
AP
HDG
NAV
APR
REV
ALT
UP
DN
AP
heading of 283°.
Rev. 1
Apr/02
24
E
30
NAV
W
HDG
24
12
E
1. The aircraft is heading 270° with heading and
altitude hold engaged. To intercept and fly the
ILS front course outbound, set the front course
on the OBS and depress the reverse course
(REV) button. The HDG annunciation will flash
for five seconds then extinguish. While the
HDG annunciation is flashing, move the heading bug to the front course 058°. Since HDG
was active upon selection of REV, the autopilot
will initiate a 45° intercept to the localizer. In
this case, the aircraft will turn to 283°.
AP
US
ı
KAP 140
UP
DN
W
ALT
S
REV
OBS
PUSH
P
APR
FR
ı
G
KAP 140
UP
NAV
S
G
KAP 140
HDG
US
ı
G
AP
OBS
PUSH
P
US
ı
FR
6
OBS
PUSH
P
P
US
FR
S
S
FR
21
15
3
OBS
PUSH
66
R
2 MIN.
NO PITCH
INFORMATION
N
L
HDG
NAV
APR
REV
ALT
DN
* The HDG annunciation will flash for five seconds then extinguish. While the HDG annunciation is flashing, move the heading bug to the
front course 058°. Since the 45° intercept is
103°, the aircraft will not turn until the front
course is captured.
67
Two Axis Operation
Two Axis Operation
Outbound On Front Course For Procedure Turn To ILS Approach Using HSI
8°
05
N
270°
1
2
3
283°
103°
4
8°
23
D.C. ELEC.
D.C. ELEC.
D.C. ELEC.
D.C. ELEC.
TURN COORDINATOR
TURN COORDINATOR
TURN COORDINATOR
TURN COORDINATOR
L
R
R
12
15
6
GS
GS
S
3
N
N
21
E
GS
15
21
S
N
33
S
30
24
GS
33
33
21
W
GS
3
W
21
GS
30
GS
N
24
30
S
W
15
12
3
6
12
G
6
E
KAP 140
KAP 140
UP
DN
12
E
on the HSI and depress the back course (REV)
button. The back course ( REV ) mode is
selected to go outbound on the front course.
The capture point is now being computed
based on closure rate.
E
ALT
6
REV
33
APR
ı
G
KAP 140
AP
HDG
NAV
APR
REV
ALT
UP
DN
AP
autopilot.
30
G
W
ı
24
15
3
ı
UP
68
R
2 MIN.
KAP 140
NAV
L
NO PITCH
INFORMATION
G
HDG
R
2 MIN.
NO PITCH
INFORMATION
ı
AP
L
2 MIN.
NO PITCH
INFORMATION
24
GS
L
2 MIN.
NO PITCH
INFORMATION
Rev. 1
Apr/02
HDG
NAV
APR
REV
ALT
UP
DN
AP
outbound, the deviation bar shows that the aircraft is flying away from the localizer centerline
at a 45° angle on a selected heading of 283°.
Rev. 1
Apr/02
HDG
NAV
APR
REV
ALT
DN
69
Two Axis Operation
Two Axis Operation
Front Course ILS Approach Using DG
8°
05
N
090°
4
3
2
1
D.C. ELEC.
D.C. ELEC.
D.C. ELEC.
D.C. ELEC.
TURN COORDINATOR
TURN COORDINATOR
TURN COORDINATOR
TURN COORDINATOR
L
R
L
R
2 MIN.
2 MIN.
NO PITCH
INFORMATION
NO PITCH
INFORMATION
N
33
N
33
33
33
N
N
N
30
30
N
N
N
24
21
W
24
21
H
H
33
30
24
W
33
33
21
30
21
W
30
30
24
24
W
H
21
W
30
S
Rev. 1
Apr/02
FR
15
DN
TO
12
ALT
US
P
REV
S
APR
15
NAV
E
12
HDG
6
GS
OBS
PUSH
ı
G
KAP 140
2. The autopilot is following the localizer. At the
outer marker, the glideslope deviation needle is
at midscale. Altitude hold is automatically disengaged when the glideslope is captured. The ALT
annunciator extinguishes and GS is displayed.
The autopilot will make pitch and bank changes
as necessary to maintain localizer and glideslope.
S
AP
3
E
ı
KAP 140
UP
DN
W
APR), and the glideslope mode is automatically
armed. The autopilot will capture the localizer
US
P
ALT
15
S
P
REV
OBS
PUSH
G
KAP 140
APR
6
S
S
S
P
G
UP
NAV
FR
ı
KAP 140
E
TO
12
15
15
S
US
6
3
15
15
15
OBS
PUSH
G
HDG
3
E
12
12
12
12
12
33
6
GS
FR
ı
AP
E
TO
GS
FR
US
6
3
GS
OBS
PUSH
3
E
24
6
3
W
E
TO
21
6
24
3
E
21
6
3
30
R
2 MIN.
NO PITCH
INFORMATION
H
L
UP
AP
HDG
NAV
APR
REV
ALT
UP
DN
AP
3. At the middle marker, the pilot disengages the
autopilot with the button on the control wheel.
This cancels all operating modes. The flashing
AP annunciationa are displayed and a disconnect tone will sound.
Rev. 1
Apr/02
24
R
2 MIN.
NO PITCH
INFORMATION
W
L
70
8°
23
4
21
3
2
1
HDG
NAV
APR
REV
ALT
DN
KAP 140, the autopilot engages into the heading and vertical speed modes, commencing a
right turn to a heading of 090° and maintaining
the rate of climb existing at engagement.
71
Two Axis Operation
Two Axis Operation
Front Course ILS Approach Using HSI
8°
05
N
090°
4
3
2
1
3
2
4
D.C. ELEC.
D.C. ELEC.
D.C. ELEC.
D.C. ELEC.
TURN COORDINATOR
TURN COORDINATOR
TURN COORDINATOR
TURN COORDINATOR
L
R
L
R
6
E
GS
33
33
33
30
30
21
W
24
21
W
24
30
30
21
W
24
AP
HDG
NAV
APR
REV
ALT
KAP 140
UP
DN
AP
24
W
G
KAP 140
UP
DN
S
ALT
ı
G
KAP 140
REV
S
S
ı
G
GS
15
S
ı
UP
APR
E
3
GS
N
N
GS
15
N
6
E
12
15
15
33
6
3
GS
12
3
GS
12
12
GS
N
E
KAP 140
NAV
R
2 MIN.
NO PITCH
INFORMATION
G
72
L
2 MIN.
NO PITCH
INFORMATION
ı
HDG
R
2 MIN.
NO PITCH
INFORMATION
6
AP
L
2 MIN.
NO PITCH
INFORMATION
3
GS
8°
23
21
1
Rev. 1
Apr/02
HDG
NAV
APR
REV
ALT
UP
DN
AP
AP annunciations are displayed and a disconnect tone will sound.
Rev. 1
Apr/02
HDG
NAV
APR
REV
ALT
DN
73
Two Axis Operation
Two Axis Operation
8°
05
2
1
N
270°
3
283°
103°
4
8°
23
D.C. ELEC.
D.C. ELEC.
D.C. ELEC.
D.C. ELEC.
TURN COORDINATOR
TURN COORDINATOR
TURN COORDINATOR
TURN COORDINATOR
L
R
L
R
L
L
R
2 MIN.
2 MIN.
2 MIN.
NO PITCH
INFORMATION
NO PITCH
INFORMATION
NO PITCH
INFORMATION
W
E
N
TO
FR
S
S
6
GS
15
21
33
33
S
GS
15
3
12
12
S
E
15
TO
30
3
N
N
15
W
6
N
S
24
33
33
15
21
30
24
30
TO
GS
N
S
W
30
GS
S
24
3
21
W
N
24
33
TO
21
30
21
33
21
W
S
24
30
21
W
24
APR
REV
ALT
DN
Rev. 1
Apr/02
30
H
12
6
E
6
H
H
6
E
12
H
33
15
12
E
15
12
6
3
NAV
6
3
12
HDG
G
KAP 140
UP
AP
HDG
NAV
APR
REV
ALT
UP
DN
AP
Rev. 1
Apr/02
24
6
E
E
E
12
annunciator.*
AP
ı
KAP 140
UP
DN
3
ALT
30
REV
W
APR
24
NAV
W
HDG
ı
G
KAP 140
UP
US
P
G
KAP 140
OBS
PUSH
US
ı
G
AP
OBS
PUSH
P
US
ı
FR
N
OBS
PUSH
P
P
US
FR
N
3
FR
21
15
3
OBS
PUSH
74
R
2 MIN.
NO PITCH
INFORMATION
33
HDG
NAV
APR
REV
ALT
DN
The HDG annunciation will flash for five seconds then extinguish. Move the heading bug
within five seconds to 058°. Since the 45°
intercept is 103°, the aircraft will not turn until
the course is captured.
75
Two Axis Operation
Two Axis Operation
8°
05
2
1
N
270°
3
283°
103°
4
D.C. ELEC.
D.C. ELEC.
D.C. ELEC.
D.C. ELEC.
TURN COORDINATOR
TURN COORDINATOR
TURN COORDINATOR
TURN COORDINATOR
L
R
L
R
R
2 MIN.
NO PITCH
INFORMATION
12
GS
15
6
GS
S
3
N
N
21
E
GS
21
15
S
N
33
S
30
24
GS
33
33
21
W
GS
3
W
21
GS
30
GS
N
24
30
S
W
33
15
12
3
6
12
G
6
E
KAP 140
KAP 140
UP
DN
12
E
annunciator.*
E
ALT
6
REV
ı
G
KAP 140
APR
30
G
AP
HDG
NAV
APR
REV
ALT
UP
DN
AP
W
ı
UP
24
15
3
ı
KAP 140
NAV
L
2 MIN.
NO PITCH
INFORMATION
G
HDG
R
2 MIN.
NO PITCH
INFORMATION
ı
76
L
2 MIN.
NO PITCH
INFORMATION
24
GS
AP
8°
23
Rev. 1
Apr/02
HDG
NAV
APR
REV
ALT
UP
DN
AP
Rev. 1
Apr/02
HDG
NAV
APR
REV
ALT
DN
APR button.
77
Two Axis Operation
Two Axis Operation
05
N
1
8°
090°
4
FAF
2
3
2
1
D.C. ELEC.
D.C. ELEC.
D.C. ELEC.
TURN COORDINATOR
TURN COORDINATOR
TURN COORDINATOR
TURN COORDINATOR
L
R
L
R
2 MIN.
2 MIN.
NO PITCH
INFORMATION
NO PITCH
INFORMATION
3
N
Rev. 1
Apr/02
30
H
W
24
24
21
Remember, speed needs to be controlled with
the throttle.
33
N
33
30
21
H
33
H
30
33
33
N
N
N
N
N
W
33
33
24
30
30
21
33
30
W
24
24
W
H
21
DN
ı
G
KAP 140
UP
AP
HDG
NAV
APR
REV
ALT
UP
DN
AP
3. At the MDA, the ALT button is depressed causing the autopilot to level off and maintain a constant altitude. At the MAP the pilot disengages
the autopilot with the button on the control
wheel. A flashing AP annunciation is displayed
and a distinctive tone will sound.
Rev. 1
Apr/02
S
ALT
FR
15
REV
12
APR
E
TO
US
P
NAV
2. At the FAF, ALT is depressed to activate vertical
speed mode. The desired descent rate is
obtained using the DN button.
OBS
PUSH
ı
KAP 140
HDG
6
21
S
AP
S
FR
US
UP
DN
30
W
* Approach active is indicated on the GPS
annunciator.
15
ALT
12
REV
OBS
PUSH
P
APR
3
12
GS
G
KAP 140
UP
E
6
S
S
P
P
US
G
KAP 140
E
TO
ı
G
NAV
15
15
S
S
OBS
PUSH
6
GS
FR
ı
HDG
3
E
12
15
21
FR
US
AP
6
3
GS
15
S
OBS
E
TO
12
12
12
15
GS
PUSH
6
15
3
3
E
W
6
3
24
E
TO
21
6
30
3
12
W
E
6
N
R
2 MIN.
NO PITCH
INFORMATION
24
L
W
R
2 MIN.
NO PITCH
INFORMATION
24
8°
D.C. ELEC.
L
78
23
21
3
4
HDG
NAV
APR
REV
ALT
DN
79
Two Axis Operation
Two Axis Operation
05
N
1
8°
090°
4
FAF
2
3
2
3
4
D.C. ELEC.
D.C. ELEC.
D.C. ELEC.
TURN COORDINATOR
TURN COORDINATOR
TURN COORDINATOR
TURN COORDINATOR
R
L
R
L
R
2 MIN.
2 MIN.
NO PITCH
INFORMATION
NO PITCH
INFORMATION
3
N
33
30
KAP 140
REV
ALT
UP
DN
AP
24
W
24
the throttle.
N
N
33
N
33
30
21
W
24
APR
21
NAV
S
G
KAP 140
HDG
GS
15
AP
12
ı
UP
DN
W
30
annunciator.
S
S
21
ALT
15
15
S
REV
E
6
GS
G
KAP 140
UP
APR
GS
ı
G
KAP 140
E
12
15
ı
G
6
3
GS
33
GS
12
3
E
21
6
3
GS
30
GS
W
12
24
E
ı
NAV
R
2 MIN.
NO PITCH
INFORMATION
6
80
L
2 MIN.
NO PITCH
INFORMATION
GS
HDG
1
8°
D.C. ELEC.
L
AP
23
Rev. 1
Apr/02
HDG
NAV
APR
REV
ALT
UP
DN
AP
Rev. 1
Apr/02
HDG
NAV
APR
REV
ALT
DN
81
Two Axis Operation
82
Rev. 1
Apr/02
Two Axis/Altitude Preselect Operations
KAP 140 Two Axis with Altitude Preselect Operation
The KAP 140 is a digital, panel-mounted autopilot system for light aircraft.
18
17
16
15
14
G
ARM
KAP 140
BARO
UP
P R
HDG
AP
NAV
APR
REV
DN
ALT
Two-axis w/Altitude PreSelect
Flight Control Computer
12
13
11
G
ARM
KAP 140
BARO
UP
1
P R
HDG
AP
2
3
4
NAV
APR
5
REV
6
DN
ALT
7
8
9
10
Full KAP 140 Two-Axis with Altitude Preselect Display
1. PITCH AXIS, (P) ANNUNCIATOR
of the pitch axis and will disengage
the autopilot when the failure occurs
and not allow engagement of the
pitch axis.
and later, the AP button must be
pressed and held for 0.25 seconds
to engage the autopilot.
3. ROLL AXIS (R) ANNUNCIATOR
4. HEADING (HDG) MODE SELECpushed, engages autopilot if all logic
TOR BUTTON - When pushed, will
conditions are met. The autopilot will
arm the Heading mode, which comengage in the basic roll (ROL) mode
mands the airplane to turn to and
which functions as a wing leveler
maintain the heading selected by the
and in the vertical speed (VS) hold
heading bug on either the DG or
mode. The commanded vertical
HSI. A new heading may be
speed is be displayed in the upper
right corner of autopilot display area
the airplane turning to the new headfor three seconds after engagement
ing. Button can also be used to togor if either the UP or DN button is
gle between HDG and ROL modes.
pressed. The captured VS will be the
vertical speed present at the
in units with software prior to softmoment of AP button press. When
ware version 03/01.
pressed again, will disengage the
autopilot. For software version 03/01
Rev. 2
83
May/02
mode. The mode provides automatic
beam capture and tracking of VOR,
LOC or GPS as selected for presentation on the HSI or CDI. NAV mode
is recommended for enroute navigation tracking. NAV mode may also
be used for front course LOC tracking when GS tracking is not desired.
VOR, GPS, LOC, and Glideslope
(GS) on an ILS, as selected for presentation on the HSI or CDI. APR
mode is recommended for instrument approaches.
reversed, and GS is disabled.
9. VERTICAL TRIM (UP/DN) BUTTONS - The action of these buttons
is dependent upon the vertical mode
present when pressed. If VS mode is
active, the initial button stroke will
bring up the commanded vertical
speed in the display. Subsequent
immediate button strokes will increment the vertical speed commanded
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, incremental button
strokes will move the altitude hold
reference altitude either up or down
at 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
(Note that the altitude hold reference
is not displayed. The display will
continue to show the altitude alerter
reference.)
10. ROTARY KNOBS - Used to set
the altitude alerter reference altitude;
or may be used immediately after
pressing the BARO button, to adjust
the autopilot baro setting to match
that of the airplane’s altimeter when
manual adjustment is required. (In
some installations the baro setting is
automatically synced to that of the
altimeter.)
8. ALTITUDE HOLD (ALT) MODE
SELECT BUTTON - When pushed,
will select the Altitude Hold mode.
This mode provides tracking of the
reference altitude. The reference altitude is the altitude at the moment
the ALT button is pressed. If the ALT
11. BARO SET (BARO) BUTTON button is pressed with an established
When pushed and released, will
VS rate present, there will be altitude
change the display from the altitude
overshoot (approximately 10% of the
alerter selected altitude to the baro
VS rate), with the airplane returned
setting display (either IN HG or HPA)
positively to the reference altitude.
for 3 seconds. If pushed and held for
2 seconds, will change the baro setin units with software prior to softting display from IN HG to HPA or
ware version 03/01.
Rev. 1
84
Apr/02
vice versa. Once the baro setting
display is visible the rotary knobs
may be used to manually adjust the
baro setting if automatic baro correction is not available.
12. ALTITUDE ARM (ARM) BUTTON - When pushed will toggle altitude arming on or off. When ALT
ARM is annunciated, the autopilot
will capture the altitude alerter displayed altitude (provided the aircraft
is climbing or descending in VS to
the displayed altitude). When the
autopilot is engaged, ALT arming is
automatic upon altitude alerter altitude selection via the rotary knobs.
Note that the alerter functions are
independent of the arming process
thus providing full time alerting, even
when the autopilot is disengaged.
13. ALTITUDE ALERTER/VERTICAL SPEED/BARO SETTING DISPLAY - Normally displays the altitude alerter selected altitude. If the
UP or DN button is pushed while in
VS hold, the display changes to the
command reference for the VS
mode in FPM for 3 seconds. If the
BARO button is pushed, the display
changes to the autopilot baro setting
in either IN HG or HPA for 3 seconds.
NOTE: This display may be dashed
for up to 3 minutes on start up if a
blind encoder is installed which
requires a warm up period.
reached. Once the selected altitude
is reached a flashing ALERT illumination signifies that the 200 ft. “safe
band” has been exceeded and will
remain illuminated until 1000 ft. from
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.
15. PITCH TRIM (PT) ANNUNCIATION - A flashing PT with arrows
indicates the direction of required
pitch trim. A solid PT without an
arrow head is an indication of a pitch
trim fault. During manual electric trim
operation (autopilot disengaged),
detection of a stuck MET switch will
be indicated by a solid PT. When the
fault is corrected, the annunciation
will extinguish.
16. PITCH MODE DISPLAY Displays the active and armed pitch
modes (VS, ALT, ARM, ALT and
GS).
17. ROLL MODE DISPLAY Displays the active and armed roll
REV, GS ARM). Also displayed will
be flashing AP annunciation (5 seconds) at each autopilot disconnect
accompanied by an aural tone (for 2
seconds).
14. ALTITUDE ALERT (ALERT)
ANNUNCIATION - The ALERT
ANNUNCIATION - Illuminates whenannunciate is illuminated 1000 ft.
ever the autopilot is engaged.
prior to the selected altitude, extinFlashes during pilot initiated or autoguishes 200 ft. prior to the selected
matic disengagement. Only applicaaltitude and illuminates momentarily
ble for software versions 03/01 or
when the selected altitude is
later.
Rev. 1
85
Apr/02
The lateral modes (HDG, NAV, APR and REV) operate identically as depicted
in the KAP 140 Single Axis Operating Modes section. Please refer to that section for text descriptions of lateral mode operation.
G
ARM
KAP 140
BARO
UP
AP
HDG
NAV
APR
Vertical Speed (VS) Mode
The Vertical Speed (VS) mode
allows variable speed climbs and
descents. The ALT button toggles
speed modes.
Note: The KAP 140 engages into VS
mode as a default.
To operate in the VS mode
(with autopilot currently disengaged):
1. AP button - Press. Note ROL,
VS and current vertical speed is
displayed. If no other modes are
selected the autopilot will operate
in the ROL and vertical speed
hold modes. For software version
03/01 and later, the AP button
held continuously.
To initiate a climb or descent from
Altitude Hold (ALT) mode:
REV
ALT
DN
changes to VS and current vertical
speed is displayed.
held continuously.
Note: VS command value will be displayed during Control Wheel
Steering (CWS) and for three seconds following VS engagement or
pressing the UP or DN button. Both
altitude and vertical speed utilize the
same display area. Altitude is always
displayed except during vertical
speed selection. If the VS command
value is not displayed, pressing (and
releasing) the UP or DN button will
not change the indicated altitude reference but will display the VS command value.
Note: When operating at or near the
best rate of climb airspeed, at climb
power settings, and using vertical
speed hold, it is easy to decelerate
to an airspeed where continued
decreases in airspeed will result in a
reduced rate of climb. Continued
operation in vertical speed mode can
result in a stall.
86
Rev. 2
May/02
G
ARM
KAP 140
BARO
UP
AP
HDG
NAV
APR
REV
ALT
DN
Altitude Hold (ALT) Mode
The Altitude Hold (ALT) mode
maintains the pressure altitude
acquired upon selection of altitude
hold. The ALT button toggles
speed modes.
To operate in the ALT mode
(with autopilot currently in the
Vertical Speed mode):
is annunciated and autopilot
maneuvers to maintain pressure
altitude acquired at button selection.
2. UP or DN button - Select to
change altitude. Incremented button strokes will move the reference altitude by 20 feet per press,
or if held continuously will command a 500 ft/min altitude change,
acquiring a new reference altitude
Note: Incremented altitude changes
should be limited to 500 ft. of
change.
Rev. 1
Apr/02
87
Altitude Alerting and Preselect
The Altitude Preselect function allows capturing of a desired altitude and
transferring into altitude hold. Manual input of desired altitude is accomplished
through the rotary knobs on the faceplate of the KAP 140.
The Altitude Alerting function will visually and aurally announce approaching,
acquiring and deviation from a selected altitude.
Altimeter Setting
Baro unit conversion
Installations with remote baro
input
The barometric pressure display can
toggled between IN HG and HPA as
needed by the pilot.
1. BARO setting - CHECK.
depressing the BARO button will
display the baro setting for three
seconds.
1. BARO button - Press and hold
for two seconds.
G
ARM
KFC 140
BARO
G
ARM
KFC 140
BARO
UP
UP
AP
AP
HDG
NAV
APR
REV
ALT
HDG
NAV
APR
REV
ALT
DN
DN
Altitude Alerter
Installations without remote baro
input
The function of the Altitude Alerter is
independent of the autopilot.
Upon successful completion of preflight test, the baro display will flash.
1. ALTITUDE SELECT knob ROTATE until the desired altitude
is displayed.
1. BARO setting - Enter barometric setting using the rotary knobs
OR if correct as displayed, press
BARO.
G
ARM
KFC 140
BARO
UP
AP
G
ARM
KFC 140
HDG
NAV
APR
REV
ALT
DN
BARO
Note: The ALERT annunciation is
illuminated 1000 ft. prior to the
selected altitude, extinguishes 200 ft.
Note: It is recommended that the
prior to the selected altitude and illubaro value be updated whenever the
minates momentarily when the
aircraft altimeter setting is changed.
selected altitude is reached. Once
the selected altitude is reached, a
flashing ALERT illumination signifies
that the 200 ft. “safe band” has been
exceeded and will remain illuminated
until 1000 ft. from the selected altitude. Associated with the visual
Rev. 1
88
Apr/02
UP
AP
HDG
NAV
APR
REV
ALT
DN
alerting is an aural alert (five short
tones) which occurs 1000 ft. from the
selected altitude upon approaching
the altitude and 200 ft. from the
selected altitude on leaving the altitude.
G
ARM
KFC 140
BARO
UP
AP
HDG
NAV
APR
REV
ALT
1. ALTITUDE SELECT knob ROTATE until desired altitude is
displayed. ARM annunciation
occurs automatically upon altitude
selection when the autopilot is
engaged.
G
ARM
KFC 140
BARO
UP
HDG
NAV
APR
REV
ALT
DN
2. Airplane - ESTABLISH desired
vertical speed to intercept the
selected altitude.
G
ARM
KFC 140
BARO
UP
AP
HDG
NAV
APR
REV
ALT
The following standard voice messages will be annunciated as conditions warrant:
1. “TRIM IN MOTION, TRIM IN
MOTION…” - Pitch trim running
for more than 5 seconds.
DN
Altitude Preselect
AP
Voice Messaging
DN
2. “CHECK PITCH TRIM” - An
out of trim condition has existed
for 15 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:
3. Upon altitude capture, ALT
ARM will extinguish and ALT will
be annunciated.
1. “ALTITUDE” - 1000 feet
before approaching selected altitude.
Note: Altitude preselect captures are
not recommended on non-precision
approaches to capture the MDA.
Glideslope coupling will preclude an
altitude capture on an ILS.
2. “LEAVING ALTITUDE” - 200
feet away, departing selected altitude.
3. “AUTOPILOT” - Autopilot has
disengaged, either through pilot
action or automatically.
G
ARM
KFC 140
BARO
UP
AP
Rev. 1
Apr/02
HDG
NAV
APR
REV
ALT
DN
89
N
2
3
4
01
0°
1
D.C. ELEC.
D.C. ELEC.
D.C. ELEC.
D.C. ELEC.
TURN COORDINATOR
TURN COORDINATOR
TURN COORDINATOR
TURN COORDINATOR
R
L
L
R
R
2 MIN.
2 MIN.
2 MIN.
NO PITCH
INFORMATION
NO PITCH
INFORMATION
NO PITCH
INFORMATION
30
33
ALT
W
24
33
3
30
N
24
30
W
3
N
33
30
H
H
W
3
3
24
33
30
W
24
N
N
21
24
33
33
S
W
21
24
W
24
30
H
S
REV
G
BARO
ARM
KAP 140
UP
DN
AP
begins to respond with an immediate left turn. A
cruise altitude of 7,000 feet is entered using the
rotary knobs. Altitude ARM annunciation occurs
automatically upon selection.
21
APR
S
NAV
Rev. 1
Apr/02
12
HDG
E
AP
HDG
NAV
APR
REV
ALT
BARO
UP
DN
AP
mode with a left bank. The climb rate has been
decreased, using the DN button, in preparation
for level out. The vertical speed value will be
displayed upon selection of the DN button and
will remain for three seconds.
Rev. 1
Apr/02
6
DN
W
30
1. The aircraft is well off the ground and established at a safe climb rate.
the autopilot engages into the heading and vertical speed modes and maintains the selected
heading of 080° and current rate of climb.
ARM
KAP 140
GS
ı
ı
UP
3
US
P
ALT
OR
12
REV
E
APR
BARO
6
NAV
15
HDG
PUSH
P
P
ARM
KAP 140
N
33
GS
12
21
21
21
P
AP
15
S
S
S
21
BARO
UP
3
33
GS
G
G
ARM
OR
ı
G
N
6
US
US
ı
KAP 140
3
N
GS
12
15
OR
6
N
GS
PUSH
PUSH
US
12
E
GS
3
E
6
12
15
S
PUSH
GS
15
15
OR
E
6
12
E
GS
15
E
6
12
21
E
6
30
L
W
R
2 MIN.
NO PITCH
INFORMATION
24
L
90
080°
4
H
3
S
2
15
1
HDG
NAV
APR
REV
ALT
DN
4. Desired altitude has been reached and automatic altitude capture occurs. The autopilot has
completed the turn and is now established on a
010° heading.
91
N
4
3
010°
40
°
2
D.C. ELEC.
D.C. ELEC.
D.C. ELEC.
D.C. ELEC.
TURN COORDINATOR
TURN COORDINATOR
TURN COORDINATOR
TURN COORDINATOR
R
L
R
2 MIN.
2 MIN.
NO PITCH
INFORMATION
NO PITCH
INFORMATION
30
W
33
30
33
30
33
33
33
30
30
W
30
3
N
30
15
S
21
24
H
Rev. 1
Apr/02
US
H
24
21
W
W
24
S
S
33
15
24
21
W
W
24
21
30
W
H
S
S
DN
ı
BARO
ARM
KAP 140
UP
AP
HDG
NAV
APR
REV
ALT
BARO
UP
DN
AP
Rev. 1
Apr/02
15
ALT
12
REV
E
APR
OBS
PUSH
P
NAV
15
HDG
12
21
AP
FR
G
ARM
KAP 140
UP
DN
15
ALT
12
REV
BARO
GS
ı
G
ARM
KAP 140
6
N
E
E
APR
OBS
US
P
NAV
15
BARO
UP
HDG
FR
PUSH
6
TO
GS
12
15
P
G
ARM
KAP 140
3
N
TO
ı
G
3
6
N
E
12
21
P
US
ı
AP
12
E
S
12
GS
FR
OBS
PUSH
US
3
6
E
15
E
OBS
PUSH
3
N
TO
GS
FR
6
N
6
6
24
3
24
N
33
TO
21
3
12
6
3
S
E
N
33
W
L
H
R
2 MIN.
NO PITCH
INFORMATION
24
L
21
R
2 MIN.
NO PITCH
INFORMATION
S
L
92
1
HDG
NAV
APR
REV
ALT
DN
93
N
4
3
010°
40
°
2
D.C. ELEC.
D.C. ELEC.
D.C. ELEC.
D.C. ELEC.
TURN COORDINATOR
TURN COORDINATOR
TURN COORDINATOR
TURN COORDINATOR
L
R
L
R
L
R
2 MIN.
2 MIN.
NO PITCH
INFORMATION
NO PITCH
INFORMATION
33
33
30
30
W
15
21
S
ARM
KAP 140
21
94
BARO
ı
G
G
ARM
KAP 140
UP
DN
W
W
24
S
24
15
24
ALT
21
REV
S
APR
24
NAV
AP
HDG
NAV
APR
REV
ALT
BARO
ARM
KAP 140
UP
DN
AP
15
BARO
UP
GS
12
15
12
ı
G
ARM
KAP 140
6
N
GS
12
30
GS
E
12
ı
G
3
6
E
E
W
3
N
GS
E
GS
6
6
30
3
33
GS
21
N
GS
S
3
ı
HDG
R
2 MIN.
NO PITCH
INFORMATION
N
AP
L
2 MIN.
NO PITCH
INFORMATION
33
GS
1
Rev. 1
Apr/02
HDG
NAV
APR
REV
ALT
DN
AP
Rev. 1
Apr/02
BARO
UP
HDG
NAV
APR
REV
ALT
DN
95
Outbound On Front Course For Procedure Turn To ILS Approach Using DG
8°
05
283°
N
270°
1
2
3
283°
103°
4
8°
23
D.C. ELEC.
D.C. ELEC.
D.C. ELEC.
D.C. ELEC.
TURN COORDINATOR
TURN COORDINATOR
TURN COORDINATOR
TURN COORDINATOR
R
L
R
L
L
R
2 MIN.
2 MIN.
2 MIN.
NO PITCH
INFORMATION
NO PITCH
INFORMATION
NO PITCH
INFORMATION
3
33
24
N
33
N
21
S
TO
GS
15
33
E
N
A
V
12
GS
6
3
12
S
GS
E
6
TO
15
N
A
V
15
S
E
33
3
15
6
3
30
N
33
W
12
TO
15
S
E
N
A
V
12
15
N
N
33
GS
6
3
W
21
24
21
30
TO
N
E
N
A
V
12
33
21
6
3
30
N
W
24
NAV
APR
REV
ALT
DN
auto intercept mode is cancelled and reverse
the autopilot.
Rev. 1
Apr/02
30
H
H
24
W
33
30
30
12
21
H
6
E
H
24
W
30
3
6
21
HDG
24
15
12
G
ARM
KAP 140
ı
G
BARO
ARM
KAP 140
UP
AP
HDG
NAV
APR
REV
ALT
BARO
UP
DN
AP
heading of 283°.
Rev. 1
Apr/02
24
E
W
12
E
on the OBS and depress the reverse course
(REV) button. The HDG annunciation will flash
for five seconds then extinguish. While the
HDG annunciation is flashing, move the heading bug to the front course 058°. Since HDG
was active upon selection of REV the autopilot
will initiate a 45° intercept to the localizer signal. In this case, the aircraft will turn to 283°.
AP
US
ı
UP
DN
21
ALT
30
REV
W
APR
24
NAV
W
HDG
FR
S
AP
BARO
OBS
PUSH
P
ARM
KAP 140
BARO
UP
S
G
ARM
US
ı
G
KAP 140
OBS
PUSH
P
US
ı
FR
6
OBS
PUSH
P
P
US
FR
S
S
FR
21
15
3
OBS
PUSH
96
R
2 MIN.
NO PITCH
INFORMATION
N
L
HDG
NAV
APR
REV
ALT
DN
* The HDG annunciation will flash for five seconds then extinguish. While the HDG annunciator is flashing, move the heading bug to the
front course 058°. Since the 45° intercept is
103°, the aircraft will not turn until the front
course is captured.
97
Outbound On Front Course For Procedure Turn To ILS Approach Using HSI
8°
05
N
270°
1
2
3
283°
103°
4
8°
23
D.C. ELEC.
D.C. ELEC.
D.C. ELEC.
D.C. ELEC.
TURN COORDINATOR
TURN COORDINATOR
TURN COORDINATOR
TURN COORDINATOR
L
R
R
12
15
6
GS
GS
S
3
N
N
21
E
GS
15
21
S
N
33
S
30
24
GS
33
33
21
W
GS
3
W
21
GS
30
GS
N
24
30
S
W
15
12
3
6
12
6
E
ALT
ı
G
ARM
KAP 140
BARO
G
ARM
KAP 140
UP
DN
12
E
on the HSI and depress the back course (REV)
button. The back course ( REV ) mode is
selected to go outbound on the front course.
The capture point is now being computed
based on closure rate.
E
REV
6
APR
33
BARO
AP
HDG
NAV
APR
REV
ALT
BARO
ARM
KAP 140
UP
DN
AP
autopilot.
30
G
ARM
W
ı
24
15
3
ı
UP
98
R
2 MIN.
KAP 140
NAV
L
NO PITCH
INFORMATION
G
HDG
R
2 MIN.
NO PITCH
INFORMATION
ı
AP
L
2 MIN.
NO PITCH
INFORMATION
24
GS
L
2 MIN.
NO PITCH
INFORMATION
Rev. 1
Apr/02
HDG
NAV
APR
REV
ALT
DN
AP
3. At the desired point, HDG mode is used to initiate the procedure turn. During the procedure
aircraft is flying away from the localizer centerline at a 45° angle on a selected heading of
283°.
Rev. 1
Apr/02
BARO
UP
HDG
NAV
APR
REV
ALT
DN
99
Front Course ILS Approach Using DG
8°
05
N
090°
4
3
2
1
D.C. ELEC.
D.C. ELEC.
D.C. ELEC.
D.C. ELEC.
TURN COORDINATOR
TURN COORDINATOR
TURN COORDINATOR
TURN COORDINATOR
L
R
L
R
2 MIN.
2 MIN.
NO PITCH
INFORMATION
NO PITCH
INFORMATION
N
33
30
30
H
Rev. 1
Apr/02
OBS
PUSH
US
H
24
21
24
W
N
33
33
30
33
21
W
33
N
N
N
N
N
N
30
24
30
33
24
W
33
33
30
21
30
21
W
DN
24
24
H
21
W
ALT
FR
ı
ı
G
G
ARM
KAP 140
BARO
ARM
KAP 140
UP
AP
HDG
NAV
APR
REV
ALT
BARO
UP
DN
AP
Rev. 1
Apr/02
S
REV
15
APR
12
NAV
TO
GS
P
HDG
S
AP
15
W
US
UP
DN
E
12
ALT
FR
S
REV
15
APR
BARO
6
3
E
12
NAV
OBS
PUSH
P
HDG
S
P
ARM
KAP 140
6
S
S
S
P
G
BARO
UP
AP
TO
ı
G
ARM
15
15
15
S
US
E
3
12
15
15
OBS
PUSH
6
3
E
GS
FR
ı
KAP 140
6
12
12
12
12
TO
GS
FR
US
E
3
GS
OBS
PUSH
6
3
E
W
6
3
21
E
TO
24
6
3
E
21
6
3
30
R
2 MIN.
NO PITCH
INFORMATION
H
L
24
R
2 MIN.
NO PITCH
INFORMATION
W
L
100
8°
23
4
21
3
2
1
HDG
NAV
APR
REV
ALT
DN
101
Front Course ILS Approach Using HSI
8°
05
N
090°
4
3
2
1
3
2
4
D.C. ELEC.
D.C. ELEC.
D.C. ELEC.
D.C. ELEC.
TURN COORDINATOR
TURN COORDINATOR
TURN COORDINATOR
TURN COORDINATOR
L
R
L
R
6
E
GS
33
33
33
30
30
21
W
24
21
W
24
30
30
21
BARO
G
ARM
KAP 140
24
UP
DN
W
W
ALT
ı
G
ARM
KAP 140
AP
HDG
NAV
APR
REV
ALT
BARO
ARM
KAP 140
UP
DN
AP
annunciation extinguishes and GS is displayed.
24
REV
S
BARO
S
S
ı
G
ARM
GS
15
S
ı
UP
APR
E
3
GS
N
N
GS
15
N
6
E
12
15
15
33
6
3
GS
12
3
GS
12
12
GS
N
E
KAP 140
NAV
R
2 MIN.
NO PITCH
INFORMATION
G
102
L
2 MIN.
NO PITCH
INFORMATION
ı
HDG
R
2 MIN.
NO PITCH
INFORMATION
6
AP
L
2 MIN.
NO PITCH
INFORMATION
3
GS
8°
23
21
1
Rev. 1
Apr/02
HDG
NAV
APR
REV
ALT
DN
AP
Rev. 1
Apr/02
BARO
UP
HDG
NAV
APR
REV
ALT
DN
103
8°
05
2
1
N
270°
3
283°
103°
4
8°
23
D.C. ELEC.
D.C. ELEC.
D.C. ELEC.
D.C. ELEC.
TURN COORDINATOR
TURN COORDINATOR
TURN COORDINATOR
TURN COORDINATOR
L
R
L
R
L
R
L
2 MIN.
2 MIN.
2 MIN.
NO PITCH
INFORMATION
NO PITCH
INFORMATION
NO PITCH
INFORMATION
W
N
3
S
15
21
E
TO
GS
15
21
33
33
S
GS
12
S
6
3
12
15
TO
30
3
N
N
15
E
6
N
S
W
33
33
15
24
21
30
24
30
TO
GS
N
S
W
30
GS
S
24
21
W
N
24
33
TO
S
30
21
33
21
W
24
30
21
W
24
APR
REV
ALT
DN
Rev. 1
Apr/02
H
ı
G
BARO
ARM
KAP 140
UP
AP
HDG
NAV
APR
REV
ALT
DN
AP
Rev. 1
Apr/02
BARO
UP
12
E
E
12
30
12
6
E
6
H
H
6
NAV
33
15
12
E
15
12
6
3
HDG
6
3
12
H
E
AP
24
6
ARM
KAP 140
UP
DN
annunciator.*
E
ALT
3
REV
30
APR
W
NAV
24
HDG
BARO
W
AP
ı
G
ARM
KAP 140
S
BARO
FR
US
P
P
P
P
G
ARM
UP
OBS
PUSH
US
ı
G
KAP 140
OBS
PUSH
US
ı
FR
N
OBS
PUSH
US
FR
N
3
FR
21
15
3
OBS
PUSH
104
R
2 MIN.
NO PITCH
INFORMATION
33
HDG
NAV
APR
REV
ALT
DN
*The HDG annunciation will flash for five seconds then extinguish. While the HDG annunciation is flashing, move the heading bug to 058°.
Since the 45° intercept is 103°, the aircraft will
not turn until the course is captured.
105
8°
05
2
1
N
270°
3
283°
103°
4
D.C. ELEC.
D.C. ELEC.
D.C. ELEC.
D.C. ELEC.
TURN COORDINATOR
TURN COORDINATOR
TURN COORDINATOR
TURN COORDINATOR
L
R
L
R
R
2 MIN.
NO PITCH
INFORMATION
12
GS
15
6
GS
S
3
N
N
21
E
GS
21
15
S
N
33
S
30
24
GS
33
33
21
W
GS
3
W
21
GS
30
GS
N
24
30
S
W
6
6
E
ALT
ı
G
ARM
KAP 140
BARO
G
ARM
KAP 140
UP
DN
12
E
annunciator.*
33
15
12
3
12
REV
E
APR
6
BARO
30
G
ARM
AP
HDG
NAV
APR
REV
ALT
BARO
ARM
KAP 140
UP
DN
AP
W
ı
UP
24
15
3
ı
KAP 140
NAV
L
2 MIN.
NO PITCH
INFORMATION
G
HDG
R
2 MIN.
NO PITCH
INFORMATION
ı
106
L
2 MIN.
NO PITCH
INFORMATION
24
GS
AP
8°
23
Rev. 1
Apr/02
HDG
NAV
APR
REV
ALT
DN
AP
Rev. 1
Apr/02
BARO
UP
HDG
NAV
APR
REV
ALT
DN
APR button.
107
05
N
1
8°
090°
4
FAF
2
3
2
1
D.C. ELEC.
D.C. ELEC.
D.C. ELEC.
TURN COORDINATOR
TURN COORDINATOR
TURN COORDINATOR
TURN COORDINATOR
R
L
R
2 MIN.
2 MIN.
NO PITCH
INFORMATION
NO PITCH
INFORMATION
Rev. 1
Apr/02
30
H
W
24
24
21
the throttle.
33
N
33
30
33
H
21
H
DN
24
W
3
N
N
N
N
N
30
33
W
3
N
33
24
33
33
30
21
33
30
W
24
30
21
H
W
ALT
ı
G
ARM
KAP 140
BARO
ARM
KAP 140
UP
AP
HDG
NAV
APR
REV
ALT
BARO
UP
DN
AP
Rev. 2
May/02
S
REV
15
APR
12
NAV
FR
US
P
HDG
21
AP
S
30
W
annunciator.
BARO
E
TO
ı
UP
DN
15
ALT
S
REV
15
APR
12
NAV
OBS
PUSH
US
P
HDG
S
S
ARM
KAP 140
6
3
12
GS
G
G
BARO
E
6
FR
ı
UP
AP
OBS
PUSH
US
P
P
ARM
KAP 140
15
15
FR
ı
E
TO
GS
S
S
OBS
PUSH
US
6
3
E
12
15
21
FR
G
6
3
GS
15
S
OBS
E
TO
12
12
12
15
GS
PUSH
6
3
E
24
6
3
21
E
TO
30
6
3
12
W
E
6
N
L
R
2 MIN.
NO PITCH
INFORMATION
24
L
W
R
2 MIN.
NO PITCH
INFORMATION
24
8°
D.C. ELEC.
L
108
23
21
3
4
HDG
NAV
APR
REV
ALT
DN
109
05
N
1
8°
090°
4
FAF
2
3
2
3
4
D.C. ELEC.
D.C. ELEC.
D.C. ELEC.
TURN COORDINATOR
TURN COORDINATOR
TURN COORDINATOR
TURN COORDINATOR
L
R
R
L
R
2 MIN.
2 MIN.
NO PITCH
INFORMATION
NO PITCH
INFORMATION
NO PITCH
INFORMATION
NO PITCH
INFORMATION
3
N
24
W
24
HDG
NAV
APR
REV
ALT
BARO
ARM
KAP 140
33
30
UP
DN
AP
the throttle.
N
N
33
N
33
30
21
W
24
AP
21
W
30
annunciator.
G
ARM
KAP 140
UP
DN
S
ALT
GS
15
REV
S
S
21
APR
BARO
12
ı
G
ARM
KAP 140
UP
E
6
GS
ı
G
BARO
GS
15
15
S
ARM
KAP 140
E
12
15
ı
G
6
3
GS
33
GS
12
3
E
21
6
3
GS
30
GS
W
12
24
E
ı
110
R
2 MIN.
6
NAV
L
2 MIN.
GS
HDG
1
8°
D.C. ELEC.
L
AP
23
Rev. 1
Apr/02
HDG
NAV
APR
REV
ALT
DN
AP
wheel. The flashing AP annunciations are displayed and a distinctive tone will sound.
Rev. 1
Apr/02
BARO
UP
HDG
NAV
APR
REV
ALT
DN
111
112
Rev. 1
Apr/02
KCS 55A Compass System
KCS 55A Compass
System
The KCS 55A Compass
System, which includes the KA 51B
Slaving Control and Compensator
Unit, the KMT 112 Magnetic Slaving
Transmitter and the KG 102
Directional Gyro as well as the KI
525A Pictorial Navigation Indicator is
an optional part of the KAP 140
Autopilot System.
NAV
+
30
CW
GS
12
24
CCW
3
E
MAN
HDG
6
AUTO
N
33
GS
W
-
The panel-mounted KI 525A
HSI combines the display functions
of both the standard Directional Gyro
and the Course Deviation Indicator’s
VOR/LOC/Glideslope information to
provide the pilot with a single presentation of the complete horizontal
navigation situation. This greatly
simplifies course orientation, interception and tracking, while eliminating the need for scan coordination
between two separate indicators.
15
21
S
KA 51B
ı
KI 525A
305
KCS
ı
KG 102A
KMT 112
Rev. 0
Jun/98
113
KI 525A Indicator
heading and VOR/LOC/Glideslope
information into one compact display. By providing a simple, comprehensive visual presentation of the
aircraft’s heading and position in
relation to a desired course, the
pilot’s navigation workload is considerably reduced.
The KI 525A Pictorial
Navigation Indicator is the panel display for the KCS 55A Compass
System. It replaces the standard
Directional Gyro and Course
Deviation Indicator (CDI) in the aircraft’s panel, combining slaved
Lubber Line
NAV warning
Flag
Heading
Select
Bug
NAV
33
GS
3
GS
To-From
Indicator
30
W
E
24
12
Glideslope
Deviation
Scale
15
Symbolic
Aircraft
Course
Select
Pointer
HDG
6
Dual
Glideslope
Pointers
N
Compass
Warning Flag
Heading
Select
Knob
21
S
VOR and LOC
Deviation Bar
ı
Course
Select Knob
VOR/LOC
Deviation Scale
Compass Card
KI 525A Pictorial Navigation Indicator
Description of Indicator and
Display Functions
Compass Card - Responding to the
input from the slaved directional
gyro, this card rotates within the display so that the aircraft heading is
always at the top, under the lubber
line.
114
Lubber Line - A fixed white marker
at the top of the display that indicates aircraft magnetic heading on
the compass card.
Symbolic Aircraft - A fixed representation of the actual aircraft. This
miniature aircraft always points
toward the top of the display and the
lubber line.
Rev. 0
Jun/98
Selected Course Pointer - On this
two-part arrow, the “head” indicates
the desired VOR or Localizer course
and the “tail” indicates the reciprocal.
This pointer is set by rotating the
course select knob.
Course Select Knob - Used to
rotate the course pointer to the
desired course on the compass
card. This knob corresponds to the
Omni Bearing Selector (OBS) on
standard NAV indicators.
VOR/RNAV and LOC Deviation This bar corresponds to the
“left/right” needle on standard course
deviation indicators. When the aircraft is precisely on the VOR radial
or Localizer course, it forms the center section of the selected course
pointer and will be positioned under
the symbolic aircraft. When off
course or approaching a new
course, it will move to one side or
the other. Since the entire VOR and
Localizer display rotates with the
compass card, the angular relationship between the deviation bar and
the symbolic aircraft provides a pictorial symbolic display of the aircraft’s position with respect to the
selected course.
Deviation Scale - When tuned to a
VOR frequency, each white dot represents two degrees of deviation left
or right of course. When tuned to a
Localizer, the deviation is 1/2 degree
per dot. (When GPS data is selected
for presentation, refer to the Pilot’s
Guide for the GPS receiver.)
Rev. 0
Jun/98
Heading Select Bug - A movable
orange marker on the outer perimeter of the display, used primarily to
select the desired heading you wish
to fly. This desired heading is coupled to the KAP 140 Autopilot to provide the “Heading Select” function.
Heading Select Knob - Used to
rotate the heading select bug to a
desired point on the compass card.
To-From Indicator - A white triangle
near the center of the display that
indicates, with reference to the OBS
setting, whether the course selected
is “to” or “from” the selected VOR
station and/or RNAV waypoint.
Dual Glideslope Pointers Chartreuse triangular pointers on
either side of the display drop into
view when a usable glideslope signal is received and retract out of
view when the glideslope signal
becomes marginal. During an ILS
approach, these pointers represent
the vertical orientation of the aircraft
with respect to the center of the
glideslope beam. When on glideslope, the pointers will align with the
center markers on the glideslope
scale.
Glideslope Deviation Scale - White
dots on each side of the display
which, in conjunction with the glideslope pointers, indicate either
“above”, “below”, or “on glideslope”
during an ILS approach.
115
Compass Warning Flag - A red flag
labeled “HDG” becomes visible in
the upper right quadrant of the display whenever the electrical power is
inadequate or the directional gyro is
not up to speed. Compass failures
can occur which will not be annunciated by the “HDG” flag. Therefore,
periodic comparison with the
standby compass is advised.
NAV Warning Flag - A red flag
labeled “NAV” becomes visible in the
upper left quadrant of the display
whenever a usable signal is not
being received.
Slaving Meter ( KA 51B)
This meter indicates any difference between the displayed heading
and the magnetic heading. Right or
up deflection indicates a clockwise
error of the compass card. Left or
down deflection indicates a counterclockwise error of the compass card.
Whenever the aircraft is in a turn and
the card rotates, it is normal for this
meter to show a full deflection to one
side or another.
NOTE: During level flight it is normal
for the meter needle to continuously
move from side to side and to be
fully deflected during a turn. If the
needle stays fully deflected, left or
right, during level flight, the free gyro
mode can be used to center it, as
follows:
116
-
+
AUTO
MAN
CCW
CW
KA 51B Slaving Meter
Slave and Free Gyro Switch - When
the switch is in the AUTO position,
the system is in the slaved gyro
mode. When the switch is in the
MAN position, the system is in the
free gyro mode.
Clockwise Adjustment - When the
system is in the free gyro mode,
holding the manual heading switch
to the CW position will rotate the
compass card to the right to eliminate left compass card error.
Counterclockwise Adjustment When the system is in the free gyro
mode, holding the manual heading
switch to the CCW position will
rotate the compass card to the left to
eliminate right compass card error.
The KA 51B Slaving Control
and Compensator Unit is a small
slaving accessory which can be
used in installations where panel
space is limited. The KA 51B can be
mounted either vertically or horizontally.
Rev. 3
Nov/05
KMT 112 Magnetic Slaving
Transmitter
This unit senses the direction of
the earth’s magnetic field and continuously transmits this information
through the slaving circuitry to the
directional gyro which is automatically corrected for precession or
“drift”. This sensor is mounted
remotely – usually in a wingtip – to
eliminate the possibility of magnetic
interference.
KMT 112 Magnetic Slaving
Transmitter
KG 102A Directional Gyro
The directional gyro provides
gyro stabilization for the system and
contains the slaving circuitry necessary for operation of the system.
Power may be for either 14 or 28
volts DC. This sensor is also remote
mounted.
ı
KG 102A Directional Gyro
Operating Instructions
1. Until power is applied to the
KCS 55A System, and the directional gyro is up to speed, a red
flag labeled “HDG” will be visible
in the upper right quadrant of the
KI 525A Indicator. In operation,
this warning flag will be visible
whenever the power being supplied is inadequate or the gyro is
not up to speed.
2. With the application of power to
the KCS 55A System, and gyro up
to operating speed, the red “HDG”
flag should disappear from view.
Rev. 0
Jun/98
305
KCS
3. If the KCS 55A System is in the
slaved gyro mode, the compass
card will automatically fast slave at
the rate of 180 degrees per minute
toward the aircraft’s magnetic
heading. (Immediately after applying power, this compass card
movement should be quite visible.) It will continue to fast slave
until the proper magnetic heading
is indicated, after which it will
slave at a constant rate of three
degrees per minute to keep the
system aligned with the earth’s
magnetic field.
117
Under some conditions it is possible for the system to stop slaving
exactly 180 degrees from the correct heading. If this should occur,
move the “Slave” switch on the
KA 51B to the unslaved (free)
position. Rotate the compass card
±10 degrees from the incorrect
heading by using the manual rotation switch and then return the
system to slaved operation. The
system will then slave to the correct heading.
8. The VOR deviation bar represents
the selected course, and the relationship of this bar to the symbolic
aircraft in the center of the instrument visually presents the actual
relationship of the selected course
to your aircraft heading. (In other
words, if the symbolic aircraft on
the display indicates approaching
the deviation bar at 45 degrees,
that is the angle at which your aircraft is actually approaching the
selected course.
4. For the free gyro operation, check
the magnetic compass to determine the correct magnetic heading. Then use the manual slave
switch to align the system with the
earth’s magnetic field. Periodic
checks with the standby compass
are recommended to check and
correct for gyro precession.
9. To prepare for an ILS approach,
tune the NAV receiver to the
desired Localizer frequency. If a
usable Localizer signal is being
received, the NAV warning flag
will disappear.
5. Until a usable navigation signal is
being received by the NAV system, a red flag labeled “NAV” will
be visible in the upper left quadrant of the KI 525A Indicator. In
operation, this warning flag should
be visible whenever an inadequate navigation signal is being
received.
6. For normal navigation to or from a
VOR or VORTAC, set the NAV
receiver to the desired VOR or
VORTAC frequency and the red
navigation flag (NAV) should disappear from view if a usable signal is being received.
7. Rotate the course select knob to
position the course pointer to the
desired VOR course.
118
10. For a front or back course
approach, rotate the course select
knob to set the course pointer on
the inbound Localizer course. As
with normal navigation (#6 above),
the LOC deviation bar represents
the desired course. The relationship between this bar and the
symbolic aircraft gives a true picture of your aircraft’s position with
respect to the Localizer course.
Always setting the course pointer
to the inbound Localizer course
provides the correct deviation bar
sensing whether flying a front or
back course approach.
11. The glideslope deviation pointers
should become visible on both
sides of the display when a usable
glideslope signal is received. If
they do not come into view, a
usable glideslope signal is not
being received.
Rev. 0
Jun/98
12. The glideslope pointers indicate
the relative position of the glideslope path with respect to the aircraft. (In other words, if the pointers are above the center marker,
the aircraft is below the glideslope.)
Abnormal Circumstances
If the Warning Flag (HDG)
appears during operation, the compass card indications will be in error.
Power may be removed from the KG
102A Directional Gyro by pulling the
appropriate circuit breaker. The
Selected Course, VOR/LOC
Deviation Bar, the NAV flag, and the
To/From Indicator will remain in
operation.
If the Navigation Warning Flag
(NAV) appears during operation,
there are several possibilities: (1) the
NAV receiver is not turned on, (2)
the NAV receiver is improperly
tuned, (3) the ground VOR or LOC
station is malfunctioning, (4) the aircraft is out of range of the selected
ground station, or (5) the aircraft
NAV receiver has malfunctioned.
(The compass card will continue to
display the aircraft heading even if a
usable NAV signal is not being
received.
If the glideslope pointers
remain out of view during a front
course ILS approach, wither the aircraft glideslope receiver or the
ground station glideslope transmitter
is malfunctioning. Glideslope is usually not available during a back
course approach. (The VOR and
LOC course display will continue to
Rev. 0
Jun/98
function normally even if a usable
glideslope signal is not being
received.)
A continuous large deflection of
the slaving meter or large discrepancies between the magnetic compass
and the KI 525A compass card may
indicate a failure in the slaving system. If a slaving failure should occur,
the Slave/Free Switch should be
moved to select the free gyro mode.
Then, by using manual clockwise or
counterclockwise corrections, the
compass can be rotated to the correct heading as indicated on the
standby compass. The KCS 55A
system should continue to function
normally except the heading information will be solely derived from the
KG 102A Directional Gyro. There will
be no automatic heading correction
and periodic adjustments must be
made manually to correct for precession by reference to the standby
magnetic compass, as with any
directional gyro.
Note: It is desirable to disconnect the
autopilot under the following conditions:
1. HDG flag comes into view.
2. System is in fast slave.
3. During manual slaving.
The system has the capability to
supply the autopilot with an automatic disconnect signal under these
conditions.
Note: For system limitations in your
particular aircraft type, refer to your
Flight Manual Supplement.
119
12
3
33
N
N
N
3
N
N
33
33
33
30
W
30
33
24
W
30
30
21
Rev. 0
Jun/98
ı
GS
S
The “TO” indicator starts to
swing to “FROM” as you fly over
the Napoleon VORTAC station. At
this time, set the selected course
pointer on the V-12 course of
088°.
As you begin your left turn to
track V-12, notice that the
KI525A HSI continuously displays an accurate picture of the
relationship between your aircraft
and the ANX 088 radial.
Once again, you can make a precise, coordinated course interception by adjusting your heading to keep the top of the
deviation bar touching the lubber line.
12
15
21
Rev. 0
Jun/98
3. Turn to Intercept a Victor
Airway
E
GS
S
24
21
21
24
W
ı
The VOR deviation bar begins
to center as we approach the
110° course to Napoleon. The
KI 525A HSI makes it possible to intercept the course
smoothly, without overshooting or bracketing. One
method of doing this is to
adjust your heading so that
the top of the deviation bar
always touches the lubber
line. As your aircraft heading
approaches the new course,
the deviation bar will swing
towards the center and the
angle of intercept will
decrease.
GS
15
21
S
After takeoff from Kansas
City, we select a heading of
060° with the heading bug to
intercept the 110° course to
Napoleon (ANX) VOR.
Selected course pointer is set
on 110° with the course knob.
The KI 525A HSI conveniently
and accurately displays the
intercept angle.
ı
2.
6
12
GS
3
GS
S
15
ı
1. Vectors to Intercept a
Radial
E
6
15
S
120
GS
15
The next few
pages depict a normal
flight departure from
MKC enroute to STL
via Victor Airway V-12.
(The charts shown here
are for illustration purposes only, not to be
used for navigation.)
Careful study of these
illustration of the
KI525A HSI should
give you a better idea
of how simple and
comprehensive the display is.
GS
12
Flight Procedures
with the KCS 55A
E
12
6
3
E
W
GS
24
GS
30
6
E
W
6
24
3
GS
ı
4.
5.
When the deviation bar is
centered and aligned with the
course arrow, you are on
course. Notice that correction
for wind drift - in this case, a
080° heading on a 088°
course - is completely automatic as long as you keep the
deviation bar centered.
About midway between
Napoleon and Columbia
(CBI), you switch to the CBI
VOR and the TO/FROM indicator immediately swings to
“TO”. Also note the course
arrow should be moved from
088° to 090° which is the
V-12 inbound course to CBI.
121
E
E
12
6
GS
E
GS
N
3
33
3
N
E
30
N
N
33
W
33
24
24
30
W
24
30
ı
S
W
30
24
ı
15
33
6
12
N
3
GS
21
21
33
GS
S
S
21
21
W
30
122
12
6
GS
S
S
ı
GS
15
GS
15
3
12
15
GS
15
3
6
GS
W
12
ı
24
E
21
6
GS
ı
6.
7.
8. Airway Interception
9.
10.
As you fly over the Columbia
station, the TO/FROM indicator changes to “FROM”. Since
the outbound course for V-12
from Columbia to Foristell
(FTZ) is 098°, you now set
the selected course pointer on
098° and fly to keep the deviation bar centered.
Near the Herman intersection
you switch to Foristell VORTAC and move the course
arrow to 100°, which is the V12 inbound course to FTZ.
The TO/FROM indicator
changes to “TO”.
Your clearance is V-12 to
Foristell, then V-14 to the St.
Louis (STL) VORTAC, direct
Lambert Field. Approaching
the FTZ station, the heading
bug is on 100° as a reference
for the V-12 course or as
heading command for the
autopilot, if used. Select the
St. Louis VORTAC on the NAV
receiver and set the course
pointer on the STL 062°
course.
As you cross the Foristell
VORTAC, the deviation bar
will align with the course
arrow. Now set the heading
bug to 062° and turn left to
follow V-14 to the STL VORTAC.
You are now established on
V-14, flying to the STL VORTAC. Once again, if you fly to
keep the deviation bar centered, correction for wind drift
will automatically be accomplished.
Rev. 0
Jun/98
Rev. 0
Jun/98
Note: For system limitations
refer to your Flight Manual
Supplement.
123
0
HOLDING
PATTERN
1
9
27
2
064
244
3
4
6
E
3
GS
15
12
GS
S
GS
N
E
21
12
GS
18
6
33
24
15
W
3
30
S
30
21
N
33
W
24
ı
ı
1. Approaching the STL VORTAC, the controller asks you to hold southwest of the
VORTAC on the 244° radial, right turns.
You are now over the station with a 064°
course selected (the TO/FROM indicator
has swung to “FROM”). Set your heading
bug to the reciprocal or outbound heading
of 244° for easy reference and begin your
right turn holding pattern.
2. Halfway through the outbound turn, the KI
525A display shows the deviation bar
behind the symbolic aircraft. You know,
therefore, that you must eventually fly back
to the radial in order to be on course during
the inbound leg of the holding pattern.
24
21
W
GS
33
30
GS
N
GS
S
W
3
30
GS
24
15
6
33
21
12
E
N
12
15
3
S
6
E
ı
ı
3. Outbound, you are using the heading bug as
reference for 244°. The 244° radial is off
the right wing and parallel to your outbound
course.
4. Halfway through your turn to the inbound
064° course, the KI 525A shows the symbolic aircraft approaching the deviation bar
at a right angle. By keeping the top of the
deviation bar on the lubber line, you can
complete your turn and roll out precisely on
course.
Note: For system limitations refer to your
124
Rev. 0
Jun/98
2000
E Arc
13 DM
ILS APPROACHFRONT COURSE
1
2
3
13
0
2000
13 DME Arc
4
LOM
MM
E
30
N
6
W
15
GS
24
33
12
21
12
GS
30
S
GS
S
15
W
33
3
N
24
21
GS
3
E
6
ı
ı
1. You are vectored from the holding pattern
to the 13 DME arc. The aircraft is turning,
with the heading bug set on 170° to intercept the localizer. You have already set the
selected course pointer on the inbound ILS
course 130° and the KI 525A shows the
localizer course is directly ahead. The
glideslope pointers came into view when
the ILS frequency was tuned, since a usable
glideslope signal is being received.
2. Capturing the ILS course can be accomplished without overshooting or bracketing
with the same technique you used in intercepting an enroute course. Simply keep the
top of the deviation bar on the lubber line
and coordinate your turn until the bar is
centered with the course arrow. Each dot
on the LOC deviation scale represents 1/2
degree of deviation when tuned to an ILS
frequency.
15
12
GS
E
GS
6
6
S
GS
21
21
3
24
24
3
15
E
S
W
W
30
12
N
30
33
GS
N
33
ı
ı
3. The KI 525A shows you that you have intercepted the localizer course. The glideslope
pointers have started to center, although
the display indicates your aircraft is still
below the glidepath at this point.
4. You are now centered on the localizer and
the glideslope. Once again, the KI 525A
shows your aircraft is crabbed about 5° to
the right to maintain the localizer course.
Rev. 0
Jun/98
125
BACK COURSE
APPROACH - (REV)
24
21
1
058
2
193
3
21
S
W
GS
GS
W
12
30
S
15
GS
24
GS
4
236
013
If a back course approach is
required, it can be accomplished
as easily as a front course
approach. The course arrow
should always be set on the front
course inbound localizer course.
This will result is conventional pictorial deviation sensing even on
back course. The KI 525A display
gives you an accurate picture of
where you are at all times during
the approach and procedure turn.
6
N
12
30
E
15
33
33
3
3
N
E
6
ı
ı
1. You are outbound on the back localizer
course, having already set the course
pointer to the inbound front course at 238°.
The heading bug is preset at 193° for the
procedure turn. (Since there is usually no
glideslope signal on a back course, the
glideslope pointers are out of sight.)
2. During the procedure turn outbound, the
deviation bar shows pictorially that the aircraft (as represented by the symbolic aircraft in the center of the KI 525A) is flying
away from the localizer centerline at a 45°
angle when the heading bug is under the
lubber line. Note that left-right deviations of
the course bar give “fly-to” indicators, just
as on the front course.
N
3
33
GS
3
GS
6
E
GS
6
12
E
30
N
GS
30
24
24
S
21
W
33
15
12
15
W
S
21
ı
ı
3. Now you’ve reset the heading bug to 013°
013° heading will intercept the back course.
The KI 525A clearly pictures the course you
are to intercept and the angle of interception.
4. You have smoothly intercepted the back
course. Since the course arrow is set on the
front course (238°), the KI 525A shows a
true picture of the situation - flying inbound
on the back course. You may reset the
heading bug to 058° for easy reference.
126
Rev. 0
Jun/98
Abnormal Procedures
Abnormal Procedures
Autopilot Malfunction
An autopilot, autopilot trim or manual electric 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. The primary concern in reacting to an autopilot or trim malfunction, or to an automatic disconnect of the
autopilot, is in maintaining control of the airplane. Immediately grasp the control wheel 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.
CAUTION: Refer to the Airplane Flight Manual or the Airplane Flight Manual
Supplement for your particular aircraft for pertinent emergency procedures.
Rev. 0
Jun/98
127
Abnormal Procedures
128
Rev. 0
Jun/98
Honeywell Aerospace
Business and General Aviation
Honeywell International Inc.
23500 West 105th Street
Olathe, KS 66061
Tel: 913-712-0400
Fax: 913-712-1302
www.honeywell.com
006-18034-0000
Rev. 3 November 2005
©1998, 2002, 2005 Honeywell International Inc.

KAP 140 PG R3

Transcription

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