BendixKing KAP 140 User Manual

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

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

Revision History and Instructions

Manual KAP 140 Pilot’s Guide

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

Revision History and Instructions

Manual KAP 140 Pilot’s Guide

Revision 1, April 2002

Part Number 006-18034-0000

This revision incorporates changes for software version 03/01.

R-3

Revision History and Instructions

Manual KAP 140 Pilot’s Guide

Revision 0, June 1998

Part Number 006-18034-0000

This is the original version of this publication.

R-4

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 pack-

age 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 manu-

factures.

Your new KAP 140 roll axis features

include wing leveler, heading select,

and VOR/LOC intercept and track-

ing. The KAP 140 can also be cou-

pled 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 oper-

ates independent of the aircraft’s

artificial horizon. Therefore, the

autopilot retains roll stabilization and

all vertical modes in the event of vac-

uum system failure.

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.

Rev. 1

Apr/02

KAP 140 AUTOPILOT SYSTEM

1

Introduction

General Description

KAP 140 Single Axis 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.

D.C. ELEC.

TURN COORDINATOR

LR

2 MIN.

NO PITCH

INFORMATION

E

6

12

GS GS

3

15

N

S

33

21

0

3

24

W

ı

G

KAP 140

HDG NAV APR REV

AP

KAP 140 Two Axis Autopilot System

The KAP 140 Two Axis system provides both lateral and vertical modes.

KAP 140 Two Axis/Altitude Preselect Autopilot System

The KAP 140 Two Axis system provides both lateral and vertical modes with altitude preselect.

D.C. ELEC.

TURN COORDINATOR

LR

2 MIN.

NO PITCH

INFORMATION

E

6

12

GS GS

3

15

N

S

33

21

0

3

24

W

ı

G

KFC 140

AP

HDG NAV APR REV

ARM BARO

UP

DN

ALT

D.C. ELEC.

TURN COORDINATOR

LR

2 MIN.

NO PITCH

INFORMATION

3

N

GS GS

G

KAP 140

HDG NAV APR REV

AP

2

6

33

E

30

12

W

15

24

S

21

ı

UP

DN

ALT

KAP 140 AUTOPILOT SYSTEM

Rev. 1

Apr/02

Introduction

KAP 140

Two Axis Alt.

Preselect

KAP 140

Two Axis

KAP 140

Single Axis

HSI Optional Optional Optional

DG Standard Standard Standard

Turn Coordinator Standard Standard Standard

Automatic Electric Elevator Trim Optional Optional

Manual Electric Trim Optional Optional

FUNCTIONS/MODES

ALT Hold (ALT) Yes Yes

ALT Preselect/ALERT Yes

Heading Select (HDG) Yes Yes Yes

NAV (VOR/RNAV/GPS) Yes Yes Yes

Approach (APR) Yes Yes Yes

Glideslope (GS) Yes Yes

Back Course (REV) Yes Yes Yes

Control Wheel Steering (CWS) Optional Optional Optional

Vertical Speed Hld Yes Yes

Auto Capture Yes Yes Yes

Auto Track Yes Yes Yes

All Angle Intercept

Standard (with

DG or optional

HSI)

Standard (with

DG or optional

HSI)

Standard (with

DG or optional

HSI)

Auto 45-degree Intercept

Standard

(with DG only)

Standard

(with DG only)

Standard

(with DG only)

TEST

Manual and Auto Trim Monitor Both Both Both

Acceleration Monitor Yes Yes

KAP 140 System Capabilities

Rev. 1

Apr/02

KAP 140 AUTOPILOT SYSTEM

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

KAP 140 AUTOPILOT SYSTEM

Rev. 1

Apr/02

D.C. ELEC.

TURN COORDINATOR

LR

2 MIN.

NO PITCH

INFORMATION

Turn Coordinator

Middle Marker

G

KAP 140

AP

VOR/LOC/RNAV/

GPS Deviation

HDG NAV APR REV

TRIM

FAIL

Introduction

KC 140 Single Axis Computer/Controller/ Annunciator contains computer functions, mode control buttons, and annunciations in a single unit.

AIR

N

3

33

6

30

E

W

12

24

15

21

S

PUSH

P

H

U

S

Directional Gyro KI 204 or other Course

N

3

33

N

6

TO

30

A V

GS

E

W

12

FR

24

15

21

S

OBS

ı

Deviation Indicator

OR

KG102A

ı

+

-

MANCWAUTO

CCW

KA 51B

Slaved DG

5

0

3

S

C

K

NAV HDG

N

3

GS GS

6

0

3

E

W

1

2

4

2

1

5

1

2

S

ı

KI 525A Pictorial

Navigation Indicator

KCS 55A Slaved

Compass System

(Optional)

Slaving Accessory

KMT 112

Flux Detector

Control

WheelSteering

(Optional)

KS 271C Roll Servo

KS 272C Pitch Trim

Servo (Optional)

Autopilot

Disconnect/

Trim Interrupt

(Optional)

Manual

Electrical Trim

(Optional)

Rev. 1

Apr/02

KAP 140 Single Axis System Diagram

KAP 140 AUTOPILOT SYSTEM

5

Introduction

VOR/LOC/RNAV/

GPS Deviation

Glideslope

Deviation

D.C. ELEC.

TURN COORDINATOR

LR

2 MIN.

NO PITCH

INFORMATION

G

KAP 140

AP

HDG NAV APR REV

Turn Coordinator

AIR

N

3

33

6

30

E

W

12

24

15

21

S

PUSH

P

H

U

S

Directional Gyro KI 204 or other Course

N

3

33

N

6

TO

30

A V

GS

E

W

12

FR

24

15

21

S

OBS

ı

Deviation Indicator

(not included)

OR

KG102A

ı

Slaved DG

5

0

3 S C

K

NAV HDG

N

3

GS GS

6

0

3

E

W

1 2

4 2

1

5

1

2

S

ı

KI 525A Pictorial

Navigation Indicator

Pressure

Middle

Marker

DN

UP

ALT

KMT 112

Flux Detector

Static

KC 140 Two Axis Computer/ Controller/ Annunciator contains computer functions, mode

TRIM FAIL

control buttons, and annunciations in a single unit. Also contains static pressure sensor and accelerometer.

KS 271C Roll Servo

KS 270C Pitch Servo

KS 272C Pitch Trim Servo

Autopilot

Disconnect/

Trim Interrupt

KCS 55A Slaved

Compass System

(Optional)

6

+

-

MANCWAUTO

CCW

KA 51B

Slaving Accessory

Control

WheelSteering

(optional)

KAP 140 Two Axis System Diagram

KAP 140 AUTOPILOT SYSTEM

Manual

Electrical Trim

Rev. 1

Apr/02

D.C. ELEC.

TURN COORDINATOR

LR

2 MIN.

NO PITCH

INFORMATION

Turn Coordinator

Baro

Setting

Glideslope

Deviation

G

KFC 140

AP

VOR/LOC/

RNAV/

GPS

Deviation

Middle Marker

HDG NAV APR REV

Encoding

Altimeter

ARM BARO

UP

DN

ALT

Static

Pressure

TRIM FAIL

Introduction

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.

AIR

N

3

33

6

30

E

W

12

24

15

21

S

PUSH

P

H

U

S

Directional Gyro KI 204 or other Course

N

3

33

N

6

TO

30

A V

GS

E

W

12

FR

24

15

21

S

OBS

ı

Deviation Indicator

(not included)

OR

KG102A

ı

-

CCW

Slaved DG

5 0

3

S

C

K

+

MANCWAUTO

NAV HDG

N

3

GS GS

6

0

3

E

W

1

2

4

2

1

5

1

2

S

ı

KI 525A Pictorial

Navigation Indicator

KCS 55A Slaved

Compass System

(Optional)

KA 51B

Slaving Accessory

KMT 112

Flux Detector

KS 271C Roll Servo

KS 270C Pitch Servo

KS 272C Pitch Trim Servo

Control

WheelSteering

(optional)

Autopilot

Disconnect/

Trim Interrupt

Manual

Electrical Trim

Rev. 1 Apr/02

KAP 140 Two Axis/Altitude Preselect System Diagram

KAP 140 AUTOPILOT SYSTEM

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.

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.

8

KAP 140 AUTOPILOT SYSTEM

Rev. 1

Apr/02

Single Axis Operation

KAP 140 Single Axis Operation

The KAP 140 is a high-performance digital, panel-mounted autopilot sys-

tem for light aircraft.

8

7

G

KAP 140

P R

AP

Single-axis Flight Control Computer

G

KAP 140

P R

AP

1 3 4 5 62

Full Single-axis KAP 140 Display

1. AUTOPILOT ENGAGE/DISEN-

GAGE (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 lev-

eler. When pressed again, will disen-

gage the autopilot. For software ver-

sion 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 SELEC-

TOR BUTTON - When pushed, will

select the Heading mode, which

commands the airplane to turn to

HDG NAV APR REV

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.

Rev. 2

May/02

KAP 140 AUTOPILOT SYSTEM

9

Single Axis Operation

5. APPROACH (APR) MODE SELECTOR BUTTON - When pushed, will arm the Approach mode. This mode provides automatic beam capture and tracking of VOR, GPS and LOC, as selected for presentation on the HSI or CDI. 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

KAP 140 AUTOPILOT SYSTEM

Rev. 1

Apr/02

Single Axis Operation

This page intentionally left blank

Rev. 1

Apr/02

KAP 140 AUTOPILOT SYSTEM

11

Single Axis Operation

System Operating Modes

G

KAP 140

AP

HDG NAV APR REV

Wing Leveler (ROL) Mode

D.C. ELEC.

In the roll mode, the autopilot

maintains wings level flight.

TURN COORDINATOR

1. Engage autopilot - Press AP.

For software version 03/01 and later, the AP button must be pressed and

LR

2 MIN.

NO PITCH

INFORMATION

held for 0.25 seconds to engage the autopilot.

NOTE: The KAP 140 engages into ROL mode as a default.

12

KAP 140 AUTOPILOT SYSTEM

Rev. 2

May/02

G

KAP 140

Single Axis Operation

AP

HDG NAV APR REV

Heading Select (HDG) Mode

D.C. ELEC.

autopilot will fly a selected heading.

TURN COORDINATOR

LR

2 MIN.

NO PITCH

INFORMATION

The following steps should be taken to operate in the heading mode:

the desired heading on the DG or HSI using the Heading Select knob.

For software version 03/01 and later, the AP button must be pressed and held for 0.25 seconds to engage the autopilot.

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.

“bug” again while the heading select

PUSH

N

33

30

W

24

3

6

E

12

21

15

S

P

H

U

S

mode is engaged, the autopilot will immediately turn the aircraft in the direction of the newly selected heading.

N

33

GS GS

30

W

24

3

6

E

12

21

15

S

the autopilot will return to the ROL mode.

In the heading mode, the

1. Move the heading “bug” to

2. Engage autopilot - Press AP.

3. Depress the HDG button on

4. If you move the heading

5. Press HDG button again and

Rev. 2

May/02

ı

KAP 140 AUTOPILOT SYSTEM

13

Single Axis Operation

G

KAP 140

AP

HDG NAV APR REV

Navigation (NAV) Mode Using a

D.C. ELEC.

TURN COORDINATOR

DG from HDG Mode (45° Intercept)

the autopilot intercepts and tracks VOR/RNAV and GPS courses.

LR

2 MIN.

NO PITCH

INFORMATION

KAP 140 currently in the HDG mode):

1. Select the desired frequency for VOR or RNAV. For GPS, verify the desired waypoint or destination.

2. OBS Knob - SELECT desired course.

3. NAV Mode Selector Button PRESS. Note NAV ARM annunci-

PUSH

6

3

N

33

30

W

E

12

15

S

21

24

P

H

U

S

In the navigation (NAV) mode,

To arm NAV mode (with the

14

OBS

E

30

ı

12

15

N

TO

A V

W

S

21

FR

24

6

3

GS

N

33

KAP 140 AUTOPILOT SYSTEM

ated.

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.

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 annunci- ator will illuminate and the capture/ track sequence will automatically begin.

Single Axis Operation

Rev. 1

Apr/02

KAP 140 AUTOPILOT SYSTEM

15

Single Axis Operation

G

KAP 140

AP

HDG NAV APR REV

Navigation (NAV) Mode Using a

D.C. ELEC.

TURN COORDINATOR

DG from ROL Mode (All Angle Intercept)

the autopilot intercepts and tracks VOR/RNAV and GPS courses.

LR

2 MIN.

NO PITCH

INFORMATION

KAP 140 currently in the ROL mode):

1. Maneuver the aircraft to the desired intercept angle prior to selecting ROL mode.

PUSH

6

3

N

33

30

E

12

15

S

21

24

W

P

H

U

S

2. Select the desired frequency for VOR or RNAV. For GPS, verify the desired waypoint or destination.

3. OBS Knob - SELECT desired course.

4. NAV Mode Selector Button PRESS. Note NAV ARM annunci- ated.

In the navigation (NAV) mode,

To arm NAV mode (with the

16

OBS

E

30

ı

12

15

N

TO

A V

W

S

21

FR

24

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

6

3

GS

N

33

reset if necessary.

KAP 140 AUTOPILOT SYSTEM

Rev. 1

Apr/02

5. Heading Selector Knob ROTATE BUG to agree with OBS course.

Note Instruments: CDI needle to left.

Intercept heading 30° to the left of

selected (heading bug) course.

6. 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 ROL mode will disengage upon selecting NAV mode; the NAV annunciator will illuminate and the capture/ track sequence will automatically begin.

Single Axis Operation

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

KAP 140 AUTOPILOT SYSTEM

17

Single Axis Operation

G

KAP 140

AP

HDG NAV APR REV

Navigation (NAV) Mode Using an

D.C. ELEC.

HSI

In the navigation (NAV) mode,

TURN COORDINATOR

the autopilot intercepts and tracks VOR/RNAV and GPS courses.

LR

2 MIN.

NO PITCH

INFORMATION

To arm NAV mode (with the

KAP 140 currently in the HDG mode):

1. Select the desired frequency for VOR or RNAV. For GPS, verify the desired waypoint or destination.

6

E

3

GS GS

N

33

30

12

15

S

21

24

W

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.

ı

Note NAV ARM annunciated.

18

KAP 140 AUTOPILOT SYSTEM

Rev. 1

Apr/02

5. If the Course Deviation Bar is 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 disen- gage upon selecting NAV mode; the NAV annunciator will illuminate and the capture/ track sequence will automatically begin.

Single Axis Operation

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

KAP 140 AUTOPILOT SYSTEM

19

Single Axis Operation

G

KAP 140

AP

HDG NAV APR REV

Approach (APR) Mode Using a

D.C. ELEC.

TURN COORDINATOR

DG from HDG Mode (45° Intercept)

allows the autopilot to intercept and track LOC, VOR/RNAV and GPS courses.

LR

2 MIN.

NO PITCH

INFORMATION

KAP 140 currently in the HDG mode):

1. Select the desired frequency for LOC, VOR or RNAV. For GPS,

6

3

N

33

30

W

E

12

15

S

21

24

verify the desired approach.

2. OBS Knob - SELECT desired approach course. (For a localizer, set it to serve as a memory aid.)

3. APR Mode Selector Button PRESS. Note APR ARM annun- ciated.

PUSH

P

H

U

S

The Approach (APR) mode

To arm APR mode (with the

20

OBS

E

30

ı

12

15

N

TO

A V

W

S

21

FR

24

KAP 140 AUTOPILOT SYSTEM

NOTE: When APR is selected, the autopilot will flash HDG for 5 seconds to remind the pilot to reset 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

6

3

GS

N

33

4. Heading Selector Knob ROTATE BUG to agree with desired approach 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 APR 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 APR mode; the APR annunciator will illuminate and the capture/ track sequence will automatically begin.

Single Axis Operation

Rev. 1

Apr/02

KAP 140 AUTOPILOT SYSTEM

21

Single Axis Operation

G

KAP 140

AP

HDG NAV APR REV

Approach (APR) Mode Using a

D.C. ELEC.

TURN COORDINATOR

DG from ROL Mode (All Angle Intercept)

allows the autopilot to intercept and track LOC, VOR/RNAV and GPS courses.

LR

2 MIN.

NO PITCH

INFORMATION

KAP 140 currently in the ROL mode):

1. Maneuver the aircraft to the desired intercept angle prior to

6

E

3

N

33

30

12

15

S

21

24

W

selecting ROL mode.

2. Select the desired frequency for LOC, VOR or RNAV. For GPS, verify the desired approach.

3. OBS Knob - SELECT desired approach course. (For a localizer, set it to serve as a memory aid.)

PUSH

P

H

U

S

4. APR Mode Selector Button PRESS. Note APR ARM annun- ciated.

E

6

3

GS

12

15

N

TO

A V

S

The Approach (APR) mode

To arm APR mode (with the

22

OBS

N

33

30

ı

21

FR

24

W

NOTE: When APR is selected, the autopilot will flash HDG for 5 seconds to remind the pilot to reset the HDG bug to the desired approach course. Check the heading displayed on the DG against the magnetic compass and reset if necessary.

KAP 140 AUTOPILOT SYSTEM

Rev. 1

Apr/02

5. Heading Selector Knob ROTATE BUG to agree with desired approach course.

Note Instruments: CDI needle to left.

Intercept heading 30° to the left of

selected (heading bug) course.

6. If the Course Deviation Bar is greater than 2 to 3 dots: the autopilot will annunciate APR 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 ROL mode will disengage upon selecting APR mode; the APR annunciator will illuminate and the capture/ track sequence will automatically begin.

Single Axis Operation

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

KAP 140 AUTOPILOT SYSTEM

23

Single Axis Operation

G

KAP 140

AP

HDG NAV APR REV

Approach (APR) Mode Using an

D.C. ELEC.

HSI

The Approach (APR) mode

TURN COORDINATOR

allows the autopilot to intercept and track LOC, VOR/RNAV and GPS courses.

LR

2 MIN.

NO PITCH

INFORMATION

To arm APR mode (with the

KAP 140 currently in the HDG mode):

1. Select the desired frequency for LOC, VOR or RNAV. For GPS, verify the desired approach.

6

E

3

GS GS

N

33

30

12

15

S

21

24

W

2. Course Bearing Pointer - SET to desired course.

3. Heading Selector Knob - SET BUG to provide desired intercept angle.

4. APR Mode Selector Button PRESS. Note APR ARM annun-

ı

ciated.

24

KAP 140 AUTOPILOT SYSTEM

Rev. 1

Apr/02

5. If the Course Deviation Bar is greater than 2 to 3 dots: the aircraft will continue in HDG mode (or ROL if HDG is not selected) with the APR ARM annunciated; when the computed capture point is reached HDG mode will disengage, the ARM annunciator will go out and the selected course will be automatically captured and tracked. If the D-Bar is less than 2 to 3 dots: the HDG mode (or ROL if HDG is not selected) will disen- gage upon selecting APR mode; the APR annunciator will illuminate and the capture/track sequence will automatically begin.

Single Axis Operation

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

KAP 140 AUTOPILOT SYSTEM

25

Single Axis Operation

G

KAP 140

AP

HDG NAV APR REV

Back Course (REV) Mode Using

D.C. ELEC.

TURN COORDINATOR

a DG from HDG Mode (45° Intercept)

allows the autopilot to intercept and track a localizer back course.

LR

2 MIN.

NO PITCH

INFORMATION

KAP 140 currently in the HDG mode):

1. Select the desired frequency for LOC.

2. OBS Knob - SELECT front

PUSH

24

21

S

15

12

E

W

30

33

N

3

6

P

H

U

S

course inbound heading.

3. REV Mode Selector Button PRESS. Note REV ARM annun- ciated.

The Back Course (REV) mode

To arm REV mode (with the

26

OBS

E

ı

12

15

N

TO

A V

S

21

FR

24

W

6

3

GS

N

33

30

KAP 140 AUTOPILOT SYSTEM

NOTE: When REV is selected, the autopilot will flash HDG for 5 seconds to remind the pilot to reset 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

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.

5. If the Course Deviation Bar is greater than 2 to 3 dots: the autopilot will annunciate REV 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 REV mode; the REV annunciator will illuminate and the capture/ track sequence will automatically begin.

Single Axis Operation

Rev. 1

Apr/02

KAP 140 AUTOPILOT SYSTEM

27

Single Axis Operation

G

KAP 140

AP

HDG NAV APR REV

Back Course (REV) Mode Using a

D.C. ELEC.

TURN COORDINATOR

DG from ROL Mode (All Angle Intercept)

allows the autopilot to intercept and track a localizer back course.

LR

2 MIN.

NO PITCH

INFORMATION

KAP 140 currently in the ROL mode):

1. Maneuver the aircraft to the desired intercept angle prior to selecting ROL mode.

PUSH

24

21

S

15

12

E

W

30

33

N

3

6

P

H

U

S

2. Select the desired frequency for LOC.

3. OBS Knob - SELECT front course inbound heading.

4. REV Mode Selector Button PRESS. Note REV ARM annunci- ated.

The Back Course (REV) mode

To arm REV mode (with the

28

OBS

E

6

3

GS

N

33

30

12

15

N

TO

A V

S

21

FR

24

W

ı

KAP 140 AUTOPILOT SYSTEM

NOTE: When REV is selected, the autopilot will flash HDG for 5 seconds to remind the pilot to reset 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.

6. If the Course Deviation Bar is greater than 2 to 3 dots: the autopilot will annunciate REV 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 REV mode; the REV annunciator will illuminate and the capture/ track sequence will automatically begin.

Single Axis Operation

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

KAP 140 AUTOPILOT SYSTEM

29

Single Axis Operation

G

KAP 140

AP

HDG NAV APR REV

Back Course (REV) Mode Using

D.C. ELEC.

an HSI

The Back Course (REV) mode

TURN COORDINATOR

allows the autopilot to intercept and track a localizer back course.

To arm REV mode (with the

LR

2 MIN.

NO PITCH

INFORMATION

KAP 140 currently in the HDG mode):

1. Select the desired frequency for LOC.

2. Course Bearing Pointer - SET to the FRONT COURSE inbound

24

21

GS GS

S

15

12

W

30

33

N

E

3

6

heading.

3. Heading Selector Knob - SET BUG to provide desired intercept angle.

4. REV Mode Selector Button PRESS. Note REV ARM annunci- ated.

ı

30

KAP 140 AUTOPILOT SYSTEM

Rev. 1

Apr/02

5. If the Course Deviation Bar is greater than 2 to 3 dots: the aircraft will continue in HDG mode (or ROL if HDG is not selected) with the REV ARM annunciated; when the computed capture point is reached HDG mode will disengage, the ARM annunciator will go out and the selected course will be automatically captured and tracked. If the D-Bar is less than 2 to 3 dots: the HDG mode (or ROL if HDG is not selected) will disen- gage upon selecting REV mode; the REV annunciator will illuminate and the capture/track sequence will automatically begin.

Single Axis Operation

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

KAP 140 AUTOPILOT SYSTEM

31

KAP 140 AUTOPILOT SYSTEM

Single Axis Operation Single Axis Operation

32 33

KAP 140 AUTOPILOT SYSTEM

Rev. 1 Apr/02

Rev. 1

Apr/02

OPERATIONS WITH THE KAP 140

Takeoff And Climb To Assigned Altitude

3. The autopilot is responding to the heading select mode with a left bank.

4. The autopilot has completed the turn and is now established on a 010° heading.

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 APbutton for 0.25 seconds to engage the autopilot (applicable only to software version 03/01 and later).

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.

Note: The autopilot controls only the roll axis. The PILOT must maintain control of the pitch and yaw axis.

N

1234

123 4

080°

°

010

D.C. ELEC.

TURN COORDINATOR

LR

2 MIN.

NO PITCH

INFORMATION

E

6

12

3

33

30

G

W

KAP 140

AP

15

S

21

24

P

H

U

S

HDG NAV APR REV

OR

N

PUSH

E

6

GS GS

12

3

N

33

15

21

30

24

W

ı

S

D.C. ELEC.

TURN COORDINATOR

LR

2 MIN.

NO PITCH

INFORMATION

E

6

12

3

33

30

G

KAP 140

AP

15

S

21

24

W

P

HDG NAV APR REV

OR

H

U

S

N

PUSH

E

6

GS GS

12

3

N

15

33

21

30

24

W

ı

S

D.C. ELEC.

TURN COORDINATOR

LR

2 MIN.

NO PITCH

INFORMATION

3

6

E

N

W

G

KAP 140

24

AP

12

15

S

21

P

H

U

S

HDG NAV APR REV

OR

33

30

PUSH

3

6

E

N

GS GS

3 3

30

S

W

4

21

2

ı

12

1 5

D.C. ELEC.

TURN COORDINATOR

LR

2 MIN.

NO PITCH

INFORMATION

N

3

6

33

24

G

KAP 140

21

AP

E

12

15

S

P

H

U

S

HDG NAV APR REV

OR

30

W

PUSH

3

N

6

3

GS GS

3

0 3

W

1

4

5

2

1

S

2

ı

E

1 2

KAP 140 AUTOPILOT SYSTEM

Single Axis Operation Single Axis Operation

34 35

KAP 140 AUTOPILOT SYSTEM

Rev. 1 Apr/02

Rev. 1

Apr/02

3. When the computed capture point is reached, the

ROL

annunciation changes to

NAV

and a

right turn is initiated by the autopilot.

4. The turn is complete and the autopilot is tracking the GPS course.

1. Continuing on heading 010°, a GPS waypoint is established. A 30° intercept is desired.

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.

GPS Capture Using DG

* Description of GPS operation based on Bendix/King GPS receiver. Others may require different operation.

N

4

3

D.C. ELEC.

TURN COORDINATOR

LR

2 MIN.

NO PITCH

INFORMATION

E

12

N

3

33

6

24

G

KAP 140

21

AP

E

12

15

S

P

H

U

S

HDG NAV APR REV

30

W

PUSH

6

3

GS

N

33

OBS

15

TO

S

21

FR

24

30

W

ı

D.C. ELEC.

TURN COORDINATOR

LR

2 MIN.

NO PITCH

INFORMATION

3

N

3

6

33

30

W

PUSH

E

12

15

24

S

G

KAP 140

21

AP

P

H

U

S

HDG NAV APR REV

OBS

6

N

33

GS

30

W

E

TO

12

15

FR

S

24

21

ı

°

0

4

D.C. ELEC.

TURN COORDINATOR

LR

2 MIN.

NO PITCH

INFORMATION

3

6

N

W

G

KAP 140

24

AP

E

12

15

S

21

P

H

U

S

HDG NAV APR REV

30

OBS

33

30

PUSH

6

N

33

GS

W

E

TO

12

15

FR

S

24

21

ı

2

°

010

1

D.C. ELEC.

TURN COORDINATOR

LR

2 MIN.

NO PITCH

INFORMATION

3

6

E

N

W

G

24

KAP 140

AP

12

15

S

21

P

H

U

S

HDG NAV APR REV

33

30

PUSH

N

33

GS

30

W

OBS

3

6

E

TO

12

15

FR

S

24

21

ı

KAP 140 AUTOPILOT SYSTEM

Single Axis Operation Single Axis Operation

36 37

KAP 140 AUTOPILOT SYSTEM

Rev. 1 Apr/02

Rev. 1

Apr/02

3. When the computed capture point is reached, the

HDG

annunciation changes to

NAV

and a

right turn is initiated by the autopilot.

4. The turn is complete and the autopilot is tracking the GPS course.

1. Continuing on heading 010°, a GPS waypoint is established. A 30° intercept is desired.

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.

GPS Capture Using HSI

* Description of GPS operation based on Bendix/King GPS receiver. Others may require different operation.

N

4

3

D.C. ELEC.

TURN COORDINATOR

LR

2 MIN.

NO PITCH

INFORMATION

3

N

6

33

30

W

E

12

15

24

S

21

ı

G

KAP 140

AP

GS GS

HDG NAV APR REV

G

KAP 140

AP

D.C. ELEC.

TURN COORDINATOR

LR

2 MIN.

NO PITCH

INFORMATION

N

GS GS

HDG NAV APR REV

3

6

33

30

W

E

12

15

24

S

21

ı

°

0

4

D.C. ELEC.

TURN COORDINATOR

LR

2 MIN.

NO PITCH

INFORMATION

3

6

N

G

KAP 140

AP

GS GS

33

30

HDG NAV APR REV

E

12

24

ı

15

S

21

W

2

°

010

1

D.C. ELEC.

TURN COORDINATOR

LR

2 MIN.

NO PITCH

INFORMATION

3

6

N

G

KAP 140

AP

GS GS

33

30

HDG NAV APR REV

E

12

15

S

W

21

24

ı

KAP 140 AUTOPILOT SYSTEM

Single Axis Operation Single Axis Operation

38 39

KAP 140 AUTOPILOT SYSTEM

Rev. 1 Apr/02

Rev. 1

Apr/02

3. At the desired point,

HDG

mode is used to initi-

ate 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.

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.

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

) but-

ton. 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°.

2. When the computed capture point is reached, 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 fly- ing outbound on a front course.

Outbound On Front Course For Procedure Turn To LOC Approach Using DG

058°

283

°

D.C. ELEC.

TURN COORDINATOR

LR

2 MIN.

NO PITCH

INFORMATION

W

30

24

33

21

S

15

PUSH

12

G

KAP 140

N

3

6

E

P

H

U

S

N

270°

1

2

°

INFORMATION

24

15

G

103

D.C. ELEC.

2 MIN.

NO PITCH

W

KAP 140

3

°

D.C. ELEC.

TURN COORDINATOR

LR

2 MIN.

NO PITCH

INFORMATION

6

E

30

33

N

3

6

E

12

P

H

U

S

3

N

GS

33

30

OBS

12

N

TO

A V

15

FR

S

21

W

ı

24

PUSH

12

E

15

6

3

N

33

G

KAP 140

S

21

24

W

30

P

H

U

S

6

E

3

N

GS

33

30

OBS

12

N

TO

A V

15

FR

S

21

W

24

ı

2

8

3

4

238°

D.C. ELEC.

TURN COORDINATOR

LR

2 MIN.

NO PITCH

INFORMATION

6

E

3

N

GS

33

30

W

OBS

ı

12

N

TO

A V

15

FR

S

21

24

PUSH

W

24

30

21

12

G

KAP 140

33

N

3

E

6

P

H

U

S

15

6

E

3

N

GS

33

30

W

OBS

ı

12

N

TO

A V

15

FR

S

21

24

TURN COORDINATOR

LR

21

S

PUSH

HDG NAV APR REV

AP

HDG NAV APR REV

AP

HDG NAV APR REV

AP

KAP 140 AUTOPILOT SYSTEM

Single Axis Operation Single Axis Operation

40 41

KAP 140 AUTOPILOT SYSTEM

Rev. 1 Apr/02

Rev. 1

Apr/02

3. At the desired point,

HDG

mode is used to initi-

ate the procedure turn. Select

HDG

and set the heading bug to 283°. During the procedure turn 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°.

4. Now you have reset the heading bug to 103° and made a 180° turn to this heading. The 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.

Automatic capture of the localizer will occur.

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

) but-

ton. 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.

2. When the computed capture point is reached,

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

.

Outbound On Front Course For Procedure Turn To LOC Approach Using HSI

058°

G

KAP 140

D.C. ELEC.

TURN COORDINATOR

LR

2 MIN.

NO PITCH

INFORMATION

W

30

4

2

GS GS

21

S

3

N

12

ı

3

6

E

5

1

D.C. ELEC.

TURN COORDINATOR

LR

2 MIN.

NO PITCH

INFORMATION

24

21

GS GS

S

15

12

E

ı

G

KAP 140

N

270°

1

2

°

G

3

103

°

D.C. ELEC.

TURN COORDINATOR

LR

2 MIN.

NO PITCH

INFORMATION

3

W

GS GS

24

1 2

S

15

2

1

ı

KAP 140

D.C. ELEC.

TURN COORDINATOR

LR

2 MIN.

NO PITCH

INFORMATION

0

33

N

3

6

E

G

KAP 140

12

E

GS GS

15

6

3

N

S

24

33

W

30

ı

21

2

8

3

4

238°

W

30

33

N

3

6

HDG NAV APR REV

AP

HDG NAV APR REV

AP

HDG NAV APR REV

AP

HDG NAV APR REV

KAP 140 AUTOPILOT SYSTEM

Single Axis Operation Single Axis Operation

42 43

KAP 140 AUTOPILOT SYSTEM

Rev. 1 Apr/02

Rev. 1

Apr/02

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 APannunciations are displayed and a disconnect tone will sound.

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°.

Note: Press and hold the APbutton for 0.25 seconds to engage the autopilot (applicable only to software version 03/01 and later).

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.

2. The autopilot is following the localizer. The autopilot will make the bank changes as necessary to maintain localizer .

Front Course LOC Approach Using DG

D.C. ELEC.

TURN COORDINATOR

LR

2 MIN.

NO PITCH

INFORMATION

D.C. ELEC.

TURN COORDINATOR

LR

2 MIN.

NO PITCH

INFORMATION

N

1

°

238

D.C. ELEC.

TURN COORDINATOR

LR

2 MIN.

NO PITCH

INFORMATION

°

058

0

9

0

°

3

4

2

D.C. ELEC.

TURN COORDINATOR

LR

2 MIN.

NO PITCH

INFORMATION

6

E

6

12

3

30

G

KAP 140

W

AP

15

S

21

24

P

H

U

S

HDG NAV APR REV

N

33

PUSH

3

N

GS

33

30

OBS

12

TO

15

FR

S

21

W

24

ı

6

E

6

E

3

12

N

33

30

PUSH

G

KAP 140

W

AP

15

S

21

24

P

H

U

S

HDG NAV APR REV

3

N

GS

33

30

W

OBS

ı

12

TO

15

FR

S

21

24

6

E

6

E

3

30

G

KAP 140

W

AP

12

15

S

21

24

P

H

U

S

HDG NAV APR REV

N

33

PUSH

3

N

GS

33

30

W

OBS

ı

12

TO

15

FR

S

21

24

E

6

12

3

30

G

W

KAP 140

AP

15

S

21

24

P

H

U

S

HDG NAV APR REV

N

33

PUSH

3

N

GS

33

30

W

OBS

ı

6

E

12

TO

15

FR

S

21

24

KAP 140 AUTOPILOT SYSTEM

Single Axis Operation Single Axis Operation

44 45

KAP 140 AUTOPILOT SYSTEM

Rev. 1 Apr/02

Rev. 1

Apr/02

3. At the missed approach point, the pilot disengages the autopilot with the button on the control wheel. This cancels all operating modes.

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°.

Note: Press and hold the APbutton for 0.25 seconds to engage the autopilot (applicable only to software version 03/01 and later).

1. Continuing the maneuver on page 40, APR coupling occurs (

HDG

annunciation changes to

APR

). The autopilot will capture the localizer

and the CDI course index will center.

2. The autopilot is following the localizer. The autopilot will make bank changes as necessary to maintain localizer.

Front Course LOC Approach Using HSI

058°

G

KAP 140

D.C. ELEC.

TURN COORDINATOR

LR

2 MIN.

NO PITCH

INFORMATION

E

6

GS GS

12

3

N

33

15

S

21

30

24

W

ı

G

KAP 140

D.C. ELEC.

TURN COORDINATOR

LR

2 MIN.

NO PITCH

INFORMATION

6

E

3

GS GS

N

33

1

2

15

W

ı

S

2

1

24

0

3

238°

G

KAP 140

N

1

D.C. ELEC.

TURN COORDINATOR

LR

2 MIN.

NO PITCH

INFORMATION

6

E

3

GS GS

N

33

1

2

15

0

S

3

2

1

W

24

ı

090°

3

4

2

D.C. ELEC.

TURN COORDINATOR

LR

2 MIN.

NO PITCH

INFORMATION

E

6

12

3

G

KAP 140

GS GS

N

3

15

S

21

30

24

W

ı

HDG NAV APR REV

AP

HDG NAV APR REV

AP

HDG NAV APR REV

AP

HDG NAV APR REV

KAP 140 AUTOPILOT SYSTEM

Single Axis Operation Single Axis Operation

46 47

KAP 140 AUTOPILOT SYSTEM

Rev. 1 Apr/02

Rev. 1

Apr/02

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°.

* Check the heading displayed on the DG against

the magnetic compass and reset if necessary.

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 sec-

onds 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.

1. The aircraft is in

APR

mode approaching the IAF. Approach arm is indicated on the GPS annunciator.*

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.

Outbound on GPS Approach Using DG

* Description of GPS operation based on Bendix/King GPS receiver. Others may require different operation.

D.C. ELEC.

TURN COORDINATOR

LR

2 MIN.

NO PITCH

INFORMATION

D.C. ELEC.

TURN COORDINATOR

LR

2 MIN.

NO PITCH

INFORMATION

N

283

°

103

°

D.C. ELEC.

TURN COORDINATOR

2 MIN.

NO PITCH

INFORMATION

°

4

238

LR

°

058

2

1

270°

3

D.C. ELEC.

TURN COORDINATOR

LR

2 MIN.

NO PITCH

INFORMATION

W

30

24

33

21

S

15

PUSH

G

KAP 140

12

AP

N

3

6

E

P

HDG NAV APR REV

H

U

S

W

24

21

GS

S

15

12

E

OBS

ı

ALT

30

33

TO

N

FR

3

6

PUSH

21

S

15

12

G

24

E

KAP 140

AP

W

30

33

N

3

6

P

H

U

S

HDG NAV APR REV

24

W

21

S

GS

15

12

E

OBS

ALT

ı

30

TO

33

FR

N

3

6

PUSH

24

21

S

15

G

W

12

KAP 140

AP

30

33

N

3

6

E

P

H

U

S

HDG NAV APR REV

24

W

21

S

GS

15

12

E

OBS

ALT

ı

30

TO

33

FR

N

3

6

PUSH

6

3

N

33

G

KAP 140

E

30

AP

12

15

S

21

24

W

P

H

U

S

HDG NAV APR REV

6

3

E

24

ı

12

TO

15

FR

S

21

N

GS

33

30

W

OBS

ALT

KAP 140 AUTOPILOT SYSTEM

Single Axis Operation Single Axis Operation

48 49

KAP 140 AUTOPILOT SYSTEM

Rev. 1 Apr/02

Rev. 1

Apr/02

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°.

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 course pointer is set to 058°. Select approach mode by depressing the

APR

button.

1. The aircraft is in

APR

mode approaching the IAF. Approach arm is indicated on the GPS annunciator.*

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.

Outbound on GPS Approach Using HSI

* Description of GPS operation based on Bendix/King GPS receiver. Others may require different operation.

D.C. ELEC.

TURN COORDINATOR

LR

2 MIN.

NO PITCH

INFORMATION

D.C. ELEC.

TURN COORDINATOR

LR

2 MIN.

NO PITCH

INFORMATION

°

058

2

N

°

D.C. ELEC.

TURN COORDINATOR

2 MIN.

NO PITCH

INFORMATION

3

D.C. ELEC.

TURN COORDINATOR

LR

2 MIN.

NO PITCH

INFORMATION

283

103

4

238

°

LR

270°

1

W

30

24

GS GS

G

KAP 140

HDG NAV APR REV

AP

21

S

33

N

3

15

6

12

E

ı

ALT

G

KAP 140

HDG NAV APR REV

AP

W

24

GS GS

30

21

S

15

33

N

3

12

6

E

ı

G

KAP 140

HDG NAV APR REV

ALT

AP

30

W

3

GS GS

3

4

2

21

S

N

3

6

5

1

E

12

ı

ALT

G

KAP 140

HDG NAV APR REV

AP

12

E

GS GS

15

6

3

N

S

24

33

W

30

ı

21

ALT

KAP 140 AUTOPILOT SYSTEM

Single Axis Operation Single Axis Operation

50 51

KAP 140 AUTOPILOT SYSTEM

Rev. 1 Apr/02

Rev. 1

Apr/02

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 APannunciations are displayed and a disconnect tone will sound.

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°.

Note: Press and hold the APbutton for 0.25 seconds to engage the autopilot (applicable only to software version 03/01 and later).

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.*

2. The autopilot is following the GPS course. The autopilot will make the bank changes as necessary to maintain the GPS course.

Inbound on GPS Approach Using DG

* Description of GPS operation based on Bendix/King GPS receiver. Others may require different operation.

°

8

5

0

D.C. ELEC.

TURN COORDINATOR

LR

2 MIN.

NO PITCH

INFORMATION

E

6

12

3

N

33

PUSH

30

G

KAP 140

15

S

21

24

W

P

H

U

S

6

3

E

ı

12

TO

15

FR

S

21

24

N

GS

33

30

W

OBS

D.C. ELEC.

TURN COORDINATOR

LR

2 MIN.

NO PITCH

INFORMATION

6

E

3

N

33

PUSH

12

15

S

30

21

W

24

P

H

U

S

G

KAP 140

6

3

E

ı

12

TO

15

FR

S

21

24

N

GS

33

30

W

OBS

N

INFORMATION

3

30

G

KAP 140

D.C. ELEC.

2 MIN.

NO PITCH

W

1

6

E

12

15

S

21

24

P

H

U

S

°

8

3

2

TURN COORDINATOR

LR

N

33

PUSH

FAF

N

33

OBS

090°

4

3

2

D.C. ELEC.

TURN COORDINATOR

LR

2 MIN.

NO PITCH

INFORMATION

6

3

E

12

TO

GS

30

W

ı

15

FR

S

21

24

E

12

6

15

3

N

33

PUSH

G

KAP 140

S

21

24

30

W

P

H

U

S

6

3

E

N

GS

33

30

OBS

12

TO

15

FR

S

21

W

24

ı

HDG NAV APR REV

AP

ALT

AP

HDG NAV APR REV

ALT

AP

ALT

AP

HDG NAV APR REV

ALT

KAP 140 AUTOPILOT SYSTEM

Single Axis Operation Single Axis Operation

52 53

KAP 140 AUTOPILOT SYSTEM

Rev. 1 Apr/02

Rev. 1

Apr/02

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 APannunciations are displayed and a disconnect tone will sound.

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°.

Note: Press and hold the APbutton for 0.25 seconds to engage the autopilot (applicable only to software version 03/01 and later).

1. Continuing the maneuver on page 48,

APR

mode capture occurs. The autopilot initiates a left turn to track the 058° GPS course.* Approach active is indicated on the GPS annunciator.*

2. The autopilot is following the GPS course. The autopilot will make the bank changes as necessary to maintain the GPS course.

Inbound on GPS Approach Using HSI

* Description of GPS operation based on Bendix/King GPS receiver. Others may require different operation.

°

8

5

0

D.C. ELEC.

TURN COORDINATOR

LR

2 MIN.

NO PITCH

INFORMATION

6

GS GS

3

N

33

30

W

ı

G

KAP 140

E

12

15

S

21

24

G

KAP 140

D.C. ELEC.

TURN COORDINATOR

LR

2 MIN.

NO PITCH

INFORMATION

6

E

3

GS GS

N

33

12

15

W

ı

S

21

24

30

N

FAF

3

090°

4

2

°

8

3

2

1

D.C. ELEC.

TURN COORDINATOR

LR

2 MIN.

NO PITCH

INFORMATION

6

3

GS GS

N

33

30

W

ı

G

KAP 140

D.C. ELEC.

TURN COORDINATOR

LR

2 MIN.

NO PITCH

INFORMATION

E

12

15

S

21

24

G

KAP 140

GS GS

12

6

3

N

15

S

30

ı

21

24

W

33

HDG NAV APR REV

AP

ALT

AP

HDG NAV APR REV

ALT

AP

ALT

AP

HDG NAV APR REV

ALT

Single Axis Operation

This page intentionally left blank

54

KAP 140 AUTOPILOT SYSTEM

Rev. 1

Apr/02

Two Axis Operation

KAP 140 Two Axis Operation

The KAP 140 is a digital, panel-mounted autopilot system for light air-

craft.

13 12 11

14

G

KAP 140

P R

AP

HDG NAV APR REV

Two-axis Flight Control Computer

G

KAP 140

P R

1

AP

2 4 5 6 7 8 93

HDG NAV APR REV

Full Two-Axis KAP 140 Display

1. PITCH AXIS, (P) ANNUNCIATOR

- When illuminated, indicates failure of the pitch axis and will disengage the autopilot when the failure occurs and not allow engagement of the pitch axis.

2. 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 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

KAP 140 AUTOPILOT SYSTEM

and later, the AP button must be pressed and held for 0.25 seconds to engage the autopilot.

3. ROLL AXIS (R) ANNUNCIATOR

- When illuminated, indicates failure of the roll axis and will disengage the autopilot and not allow engagement.

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 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.

10

UP

DN

ALT

UP

DN

ALT

55

Two Axis Operation

5. 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. NAV mode may also be used for front course LOC tracking when GS tracking is not desired.

6. APPROACH (APR) MODE SELECTOR BUTTON - When pushed, will arm the Approach mode. This mode provides automatic beam capture and tracking of VOR, GPS, LOC, and Glideslope (GS) on an ILS, as selected for presentation on the HSI or CDI. APR mode is recommended for instrument approaches.

7. 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, 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

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.

56

KAP 140 AUTOPILOT SYSTEM

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 modes (ROL, HDG, NAV ARM, NAV, APR ARM, APR, REV ARM, 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. 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.

System Operating Modes

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.

Rev. 1 Apr/02

KAP 140 AUTOPILOT SYSTEM

57

Two Axis Operation

G

KAP 140

AP

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 must be pressed and held for 0.25 seconds to engage the autopilot.

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.

HDG NAV APR REV

UP

DN

ALT

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.

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.

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.

58

KAP 140 AUTOPILOT SYSTEM

Rev. 2

May/02

G

KAP 140

AP

HDG NAV APR REV

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):

1. ALT button - Press. Note ALT 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 upon button release.

Note: Incremented altitude changes should be limited to 500 ft. of change.

Two Axis Operation

UP

DN

ALT

Rev. 1 Apr/02

KAP 140 AUTOPILOT SYSTEM

59

KAP 140 AUTOPILOT SYSTEM

Two Axis Operation

61

Rev. 1 Apr/02

3. The autopilot is responding to the heading select mode with a left bank. The climb rate has been decreased, using the DNbutton, in preparation for level off.

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.

Two Axis Operation

60

KAP 140 AUTOPILOT SYSTEM

Rev. 1

Apr/02

1. The aircraft is well off the ground and established at a safe 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 and vertical speed modes and maintains the selected heading of 080° and current rate of climb.

Note: Press and hold the APbutton for 0.25 seconds to engage the autopilot (applicable only to software version 03/01 and later).

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.

OPERATIONS WITH THE KAP 140

Takeoff And Climb To Assigned Altitude

1234

N

123 4

080°

°

010

D.C. ELEC.

TURN COORDINATOR

LR

2 MIN.

NO PITCH

INFORMATION

E

6

12

3

33

30

G

W

KAP 140

AP

15

S

21

24

P

H

U

S

HDG NAV APR REV

OR

ALT

N

PUSH

E

6

GS GS

12

3

N

33

UP

DN

15

21

30

24

W

ı

S

D.C. ELEC.

TURN COORDINATOR

LR

2 MIN.

NO PITCH

INFORMATION

E

6

12

3

33

30

G

KAP 140

W

AP

15

S

21

24

P

H

U

S

HDG NAV APR REV

OR

ALT

N

PUSH

E

6

GS GS

UP

DN

12

3

N

15

33

21

30

24

W

ı

S

D.C. ELEC.

TURN COORDINATOR

LR

2 MIN.

NO PITCH

INFORMATION

3

6

E

N

W

G

KAP 140

24

AP

12

15

S

21

P

H

U

S

HDG NAV APR REV

OR

33

30

PUSH

3

N

GS GS

3

30

W

4

2

ı

UP

DN

ALT

6

E

12

1 5

S

21

D.C. ELEC.

TURN COORDINATOR

LR

2 MIN.

NO PITCH

INFORMATION

N

3

6

33

24

G

KAP 140

21

AP

E

12

15

S

P

H

U

S

HDG NAV APR REV

OR

ALT

30

W

PUSH

3

N

6

3

GS GS

3

0 3

W

1

4

5

2

1

S

2

ı

UP

DN

E

1

2

KAP 140 AUTOPILOT SYSTEM

Two Axis Operation Two Axis Operation

62 63

KAP 140 AUTOPILOT SYSTEM

Rev. 1 Apr/02

Rev. 1

Apr/02

3. When the computed capture point is reached, the

ROL

annunciation changes to

NAV

and a

right turn is initiated by the autopilot.

4. The turn is complete and the autopilot is tracking the GPS course.

1. Continuing on heading 010°, a GPS waypoint is established. A 30° intercept is desired.

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.

GPS Capture Using DG

* Description of GPS operation based on Bendix/King GPS receiver. Others may require different operation.

N

4

3

D.C. ELEC.

TURN COORDINATOR

LR

2 MIN.

NO PITCH

INFORMATION

E

12

3

N

6

33

24

G

21

KAP 140

AP

E

12

15

S

P

H

U

S

HDG NAV APR REV

30

W

PUSH

6

3

GS

N

33

OBS

UP

DN

ALT

15

TO

S

21

FR

24

30

W

ı

D.C. ELEC.

TURN COORDINATOR

LR

2 MIN.

NO PITCH

INFORMATION

3

N

6

33

30

W

PUSH

E

12

15

24

S

G

KAP 140

21

AP

P

H

U

S

HDG NAV APR REV

OBS

ALT

6

N

33

GS

30

W

UP

DN

E

TO

12

15

FR

S

24

21

ı

°

0

4

D.C. ELEC.

TURN COORDINATOR

LR

2 MIN.

NO PITCH

INFORMATION

3

6

N

W

G

KAP 140

24

AP

E

12

15

S

21

P

U

HDG NAV APR REV

30

H

S

OBS

ALT

33

30

PUSH

6

N

33

GS

W

UP

DN

E

TO

12

15

FR

S

24

21

ı

2

°

010

1

D.C. ELEC.

TURN COORDINATOR

LR

2 MIN.

NO PITCH

INFORMATION

3

6

E

N

W

G

24

KAP 140

AP

12

15

S

21

P

H

U

S

HDG NAV APR REV

33

30

PUSH

N

33

GS

30

W

OBS

UP

DN

ALT

3

6

E

TO

12

15

FR

S

24

21

ı

KAP 140 AUTOPILOT SYSTEM

Two Axis Operation Two Axis Operation

64 65

KAP 140 AUTOPILOT SYSTEM

Rev. 1 Apr/02

Rev. 1

Apr/02

3. When the computed capture point is reached, the

HDG

annunciation changes to

NAV

and a

right turn is initiated by the autopilot.

4. The turn is complete and the autopilot is tracking the GPS course.

1. Continuing on heading 010°, a GPS waypoint is established. A 30° intercept is desired.

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.

GPS Capture Using HSI

* Description of GPS operation based on Bendix/King GPS receiver. Others may require different operation.

N

4

3

D.C. ELEC.

TURN COORDINATOR

LR

2 MIN.

NO PITCH

INFORMATION

3

N

6

33

30

W

E

12

15

24

S

21

ı

UP

DN

ALT

G

KAP 140

AP

GS GS

HDG NAV APR REV

G

KAP 140

AP

D.C. ELEC.

TURN COORDINATOR

LR

2 MIN.

NO PITCH

INFORMATION

3

N

GS GS

HDG NAV APR REV

6

33

30

W

E

12

15

24

S

21

ı

UP

DN

ALT

°

0

4

D.C. ELEC.

TURN COORDINATOR

LR

2 MIN.

NO PITCH

INFORMATION

3

6

N

G

KAP 140

AP

GS GS

33

0 3

HDG NAV APR REV

E

1 2

24

ı

15

S

2

1

UP

DN

ALT

W

2

°

010

1

D.C. ELEC.

TURN COORDINATOR

LR

2 MIN.

NO PITCH

INFORMATION

3

6

N

G

KAP 140

AP

GS GS

33

30

HDG NAV APR REV

E

12

15

S

W

21

24

ı

UP

DN

ALT

KAP 140 AUTOPILOT SYSTEM

Two Axis Operation Two Axis Operation

66 67

KAP 140 AUTOPILOT SYSTEM

Rev. 1 Apr/02

Rev. 1

Apr/02

3. At the desired point,

HDG

mode is used to initi-

ate 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.

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.

* The

HDG

annunciation will flash for five sec-

onds 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.

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 head-

ing 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°.

2. When the computed capture point is reached, auto-intercept 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 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 fly- ing outbound on a front course.

Outbound On Front Course For Procedure Turn To ILS Approach Using DG

058°

283

°

D.C. ELEC.

TURN COORDINATOR

LR

2 MIN.

NO PITCH

INFORMATION

6

E

W

30

24

33

21

S

15

PUSH

12

G

KAP 140

AP

E

N

3

6

P

H

U

S

HDG NAV APR REV

3

N

GS

33

30

W

OBS

UP

DN

ALT

ı

12

N

TO

A V

15

FR

S

21

24

D.C. ELEC.

TURN COORDINATOR

LR

2 MIN.

NO PITCH

INFORMATION

6

E

W

24

30

21

12

G

KAP 140

AP

E

33

N

3

6

P

H

U

S

HDG NAV APR REV

S

15

PUSH

3

N

GS

33

30

W

OBS

UP

DN

ALT

ı

12

N

TO

A V

15

FR

S

21

24

N

2

8

3

4

3

°

103

°

270°

238°

D.C. ELEC.

TURN COORDINATOR

LR

2 MIN.

NO PITCH

INFORMATION

6

E

30

W

33

24

21

S

PUSH

15

G

KAP 140

12

AP

N

3

6

E

P

H

U

S

HDG NAV APR REV

3

N

GS

33

30

OBS

UP

DN

ALT

12

N

TO

A V

15

FR

S

21

W

24

ı

2

1

D.C. ELEC.

TURN COORDINATOR

LR

2 MIN.

NO PITCH

INFORMATION

6

E

12

E

15

6

3

N

PUSH

33

G

KAP 140

30

AP

S

21

24

W

P

H

U

S

HDG NAV APR REV

3

N

GS

33

30

OBS

UP

DN

ALT

12

N

TO

A V

15

FR

S

21

W

24

ı

KAP 140 AUTOPILOT SYSTEM

Two Axis Operation Two Axis Operation

68 69

KAP 140 AUTOPILOT SYSTEM

Rev. 1 Apr/02

Rev. 1

Apr/02

3. At the desired point,

HDG

mode is used to initi-

ate the procedure turn. Select

HDG

and set the heading bug to 283°. During the procedure turn 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°.

4. Now you have reset the heading bug to 103° and made a 180° turn to this heading. The 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.

Automatic capture of the localizer will occur.

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 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.

2. When the computed capture point is reached,

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

.

Outbound On Front Course For Procedure Turn To ILS Approach Using HSI

058°

D.C. ELEC.

TURN COORDINATOR

LR

2 MIN.

NO PITCH

INFORMATION

W

30

4

2

G

KAP 140

AP

GS GS

21

S

HDG NAV APR REV

3

N

12

ı

3

6

E

UP

DN

ALT

5

1

D.C. ELEC.

TURN COORDINATOR

LR

2 MIN.

NO PITCH

INFORMATION

W

24

30

21

G

KAP 140

AP

GS GS

S

15

HDG NAV APR REV

33

N

3

12

E

6

ı

UP

DN

ALT

N

2

8

3

4

3

°

103

°

270°

238°

D.C. ELEC.

TURN COORDINATOR

LR

2 MIN.

NO PITCH

INFORMATION

3

0

W

GS GS

G

KAP 140

HDG NAV APR REV

AP

33

24

1 2

S

15

E

2

1

ı

N

3

6

UP

DN

ALT

1

2

D.C. ELEC.

TURN COORDINATOR

LR

2 MIN.

NO PITCH

INFORMATION

12

E

GS GS

G

KAP 140

HDG NAV APR REV

AP

15

6

3

N

S

21

24

33

W

30

ı

ALT

UP

DN

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 discon-

nect tone will sound.

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 and vertical speed modes, commencing a right turn to a heading of 090° and maintaining the rate of climb existing at engagement.

Note: Press and hold the APbutton for 0.25 seconds to engage the autopilot (applicable only to software version 03/01 and later).

1. Continuing the maneuver on page 66, APR coupling occurs (

HDG

annunciation changes to

APR

), and the glideslope mode is automatically armed. The autopilot will capture the localizer and the CDI course index will center.

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 GSis displayed. The autopilot will make pitch and bank changes as necessary to maintain localizer and glideslope.

KAP 140 AUTOPILOT SYSTEM

Two Axis Operation Two Axis Operation

70 71

KAP 140 AUTOPILOT SYSTEM

Rev. 1 Apr/02

Rev. 1

Apr/02

1

2

3

4

Front Course ILS Approach Using DG

D.C. ELEC.

TURN COORDINATOR

LR

2 MIN.

NO PITCH

INFORMATION

D.C. ELEC.

TURN COORDINATOR

LR

2 MIN.

NO PITCH

INFORMATION

N

1

°

238

D.C. ELEC.

TURN COORDINATOR

LR

2 MIN.

NO PITCH

INFORMATION

°

058

0

9

0

°

3

4

2

D.C. ELEC.

TURN COORDINATOR

LR

2 MIN.

NO PITCH

INFORMATION

6

E

6

E

3

12

N

33

30

PUSH

G

KAP 140

W

AP

15

S

21

24

P

H

U

S

HDG NAV APR REV

3

N

GS

33

30

OBS

UP

DN

ALT

12

TO

15

FR

S

21

W

24

ı

6

E

3

12

N

33

30

PUSH

G

KAP 140

W

AP

15

S

21

24

P

H

U

S

HDG NAV APR REV

6

E

3

N

GS

33

30

W

OBS

UP

DN

ALT

ı

12

TO

15

FR

S

21

24

6

E

3

30

G

KAP 140

W

AP

12

15

S

21

24

P

H

U

S

HDG NAV APR REV

N

33

PUSH

6

E

3

N

GS

33

30

W

OBS

UP

DN

ALT

ı

12

TO

15

FR

S

21

24

PUSH

3

N

33

30

G

E

6

24

W

KAP 140

AP

12

15

S

21

P

H

U

S

HDG NAV APR REV

3

N

GS

33

30

W

OBS

UP

DN

ALT

ı

6

E

12

TO

15

FR

S

21

24

KAP 140 AUTOPILOT SYSTEM

Two Axis Operation Two Axis Operation

72 73

KAP 140 AUTOPILOT SYSTEM

Rev. 1 Apr/02

Rev. 1

Apr/02

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

annunciations are displayed and a discon-

nect tone will sound.

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 and vertical speed modes, commencing a right turn to a heading of 090° and maintaining the rate of climb existing at engagement.

Note: Press and hold the APbutton for 0.25 seconds to engage the autopilot (applicable only to software version 03/01 and later).

1. Continuing the maneuver on page 68, APR coupling occurs (

HDG

annunciation changes to

APR

), and the glideslope mode is automatically armed. The autopilot will capture the localizer and the CDI course index will center.

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 GSis displayed. The autopilot will make pitch and bank changes as necessary to maintain localizer and glideslope.

Front Course ILS Approach Using HSI

058°

1

G

KAP 140

AP

2

D.C. ELEC.

TURN COORDINATOR

LR

2 MIN.

NO PITCH

INFORMATION

6

E

12

3

GS GS

N

33

HDG NAV APR REV

15

S

21

30

24

W

ı

UP

DN

ALT

G

KAP 140

AP

3

D.C. ELEC.

TURN COORDINATOR

LR

2 MIN.

NO PITCH

INFORMATION

6

E

3

GS GS

N

33

0

3

2

1

W

24

ı

HDG NAV APR REV

4

1

2

15

S

UP

DN

ALT

N

1

238°

D.C. ELEC.

TURN COORDINATOR

LR

2 MIN.

NO PITCH

INFORMATION

6

E

3

GS GS

N

33

G

KAP 140

HDG NAV APR REV

AP

1

2

15

0

S

3

2

1

W

24

ı

ALT

2

UP

DN

090°

3

4

D.C. ELEC.

TURN COORDINATOR

LR

2 MIN.

NO PITCH

INFORMATION

6

3

GS GS

N

3

30

W

ı

G

KAP 140

HDG NAV APR REV

AP

E

12

15

S

21

24

UP

DN

ALT

KAP 140 AUTOPILOT SYSTEM

Two Axis Operation Two Axis Operation

74 75

KAP 140 AUTOPILOT SYSTEM

Rev. 1 Apr/02

Rev. 1

Apr/02

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°.

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. 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.

1. The aircraft is in

APR

mode approaching the IAF. Approach arm is indicated on the GPS annunciator.*

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.

Outbound on GPS Approach Using DG

* Description of GPS operation based on Bendix/King GPS receiver. Others may require different operation.

D.C. ELEC.

TURN COORDINATOR

LR

2 MIN.

NO PITCH

INFORMATION

D.C. ELEC.

TURN COORDINATOR

LR

2 MIN.

NO PITCH

INFORMATION

N

283

°

103

°

D.C. ELEC.

TURN COORDINATOR

2 MIN.

NO PITCH

INFORMATION

°

4

238

LR

°

058

2

1

270°

3

D.C. ELEC.

TURN COORDINATOR

LR

2 MIN.

NO PITCH

INFORMATION

W

30

24

33

21

S

15

PUSH

G

KAP 140

12

AP

N

3

6

E

P

HDG NAV APR REV

H

U

S

W

24

21

GS

S

15

12

E

OBS

ı

UP

DN

ALT

30

33

TO

N

FR

3

6

PUSH

21

S

15

12

G

W

24

6

E

KAP 140

AP

30

33

N

3

P

H

U

S

HDG NAV APR REV

24

W

21

S

GS

15

12

E

OBS

UP

DN

ALT

ı

30

TO

33

FR

N

3

6

PUSH

24

21

S

15

G

W

12

KAP 140

AP

30

33

N

3

6

E

P

H

U

S

HDG NAV APR REV

24

W

21

S

GS

15

12

E

OBS

UP

DN

ALT

ı

30

TO

33

FR

N

3

6

PUSH

6

3

N

33

G

E

30

KAP 140

AP

12

15

S

21

24

W

P

H

U

S

HDG NAV APR REV

6

3

E

ı

24

12

TO

15

FR

S

21

N

GS

33

30

W

OBS

UP

DN

ALT

KAP 140 AUTOPILOT SYSTEM

Two Axis Operation Two Axis Operation

76 77

KAP 140 AUTOPILOT SYSTEM

Rev. 1 Apr/02

Rev. 1

Apr/02

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°.

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 course pointer is set to 058°. Select approach mode by depressing the

APR

button.

1. The aircraft is in

APR

mode approaching the IAF. Approach arm is indicated on the GPS annunciator.*

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.

Outbound on GPS Approach Using HSI

* Description of GPS operation based on Bendix/King GPS receiver. Others may require different operation.

D.C. ELEC.

TURN COORDINATOR

LR

2 MIN.

NO PITCH

INFORMATION

D.C. ELEC.

TURN COORDINATOR

LR

2 MIN.

NO PITCH

INFORMATION

°

058

2

N

°

D.C. ELEC.

TURN COORDINATOR

2 MIN.

NO PITCH

INFORMATION

3

D.C. ELEC.

TURN COORDINATOR

LR

2 MIN.

NO PITCH

INFORMATION

283

103

4

238

°

LR

1

270°

W

30

24

GS GS

G

KAP 140

HDG NAV APR REV

AP

21

S

33

N

3

15

6

12

E

ı

UP

DN

ALT

G

KAP 140

HDG NAV APR REV

AP

W

24

GS GS

30

21

S

15

33

N

3

12

6

E

ı

G

UP

DN

ALT

KAP 140

AP

HDG NAV APR REV

30

W

3

GS GS

3

4

2

21

S

N

3

6

5

1

E

12

ı

ALT

G

UP

DN

KAP 140

AP

HDG NAV APR REV

12

E

GS GS

15

6

3

N

24

33

W

30

ı

S

21

UP

DN

ALT

KAP 140 AUTOPILOT SYSTEM

Two Axis Operation Two Axis Operation

78 79

KAP 140 AUTOPILOT SYSTEM

Rev. 1 Apr/02

Rev. 1

Apr/02

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 APannunciation is displayed and a distinctive tone will sound.

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°.

Note: Press and hold the APbutton for 0.25 seconds to engage the autopilot (applicable only to software version 03/01 and later).

1. Continuing the maneuver on page 74,

APR

mode capture occurs. The autopilot initiates a left turn to track the 058° GPS course. * Approach active is indicated on the GPS annunciator.

2. At the FAF,

ALT

is depressed to activate vertical speed mode. The desired descent rate is obtained using the DNbutton.

Remember, speed needs to be controlled with the throttle.

Inbound on GPS Approach Using DG

* Description of GPS operation based on Bendix/King GPS receiver. Others may require different operation.

1

2

3

4

°

8

5

0

D.C. ELEC.

TURN COORDINATOR

LR

2 MIN.

NO PITCH

INFORMATION

E

6

12

3

30

G

KAP 140

W

AP

15

S

21

24

P

H

U

S

HDG NAV APR REV

N

33

PUSH

6

3

E

ı

12

TO

15

FR

S

21

24

N

GS

33

30

W

OBS

UP

DN

ALT

D.C. ELEC.

TURN COORDINATOR

LR

2 MIN.

NO PITCH

INFORMATION

6

E

3

30

G

KAP 140

W

AP

12

15

S

21

24

P

H

U

S

HDG NAV APR REV

N

33

PUSH

3

N

GS

33

30

OBS

UP

DN

ALT

N

FAF

3

090°

4

2

INFORMATION

3

30

W

G

KAP 140

D.C. ELEC.

2 MIN.

NO PITCH

AP

1

6

E

12

15

S

21

24

HDG NAV APR REV

3

N

GS

33

30

W

P

U

H

S

OBS

UP

DN

ALT

ı

D.C. ELEC.

TURN COORDINATOR

LR

2 MIN.

NO PITCH

INFORMATION

6

E

12

TO

15

FR

S

21

24

E

12

6

33

30

G

KAP 140

AP

15

S

21

24

W

P

H

U

S

HDG NAV APR REV

3

N

PUSH

6

3

E

ı

12

TO

15

FR

S

21

24

N

GS

33

30

W

OBS

UP

DN

ALT

°

8

3

2

TURN COORDINATOR

LR

6

E

12

TO

15

FR

S

21

W

24

ı

N

33

PUSH

KAP 140 AUTOPILOT SYSTEM

Two Axis Operation Two Axis Operation

80 81

KAP 140 AUTOPILOT SYSTEM

Rev. 1 Apr/02

Rev. 1

Apr/02

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 APannunciation is displayed and a distinctive tone will sound.

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 and vertical speed modes, commencing a right turn to a heading of 090° and maintaining the rate of climb existing at engagement.

Note: Press and hold the APbutton for 0.25 seconds to engage the autopilot (applicable only to software version 03/01 and later).

1. Continuing the maneuver on page 76,

APR

mode capture occurs. The autopilot initiates a left turn to track the 058° GPS course. * Approach active is indicated on the GPS annunciator.

2. At the FAF,

ALT

is depressed to activate vertical speed mode. The desired descent rate is obtained using the DNbutton.

Remember, speed needs to be controlled with the throttle.

Inbound on GPS Approach Using HSI

* Description of GPS operation based on Bendix/King GPS receiver. Others may require different operation.

1

2

3

4

°

8

5

0

D.C. ELEC.

TURN COORDINATOR

LR

2 MIN.

NO PITCH

INFORMATION

E

6

GS GS

3

N

33

30

24

W

ı

G

KAP 140

HDG NAV APR REV

AP

12

15

S

21

G

UP

DN

ALT

KAP 140

AP

D.C. ELEC.

TURN COORDINATOR

LR

2 MIN.

NO PITCH

INFORMATION

6

E

3

GS GS

N

33

HDG NAV APR REV

12

15

W

ı

S

21

24

UP

DN

ALT

30

N

FAF

2

°

8

3

2

1

D.C. ELEC.

TURN COORDINATOR

LR

2 MIN.

NO PITCH

INFORMATION

6

3

GS GS

N

33

30

W

ı

G

KAP 140

HDG NAV APR REV

AP

E

12

15

S

21

24

UP

DN

ALT

090°

4

3

D.C. ELEC.

TURN COORDINATOR

LR

2 MIN.

NO PITCH

INFORMATION

E

12

6

GS GS

3

N

G

KAP 140

HDG NAV APR REV

AP

15

S

30

ı

21

24

W

UP

DN

ALT

33

Two Axis Operation

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82

KAP 140 AUTOPILOT SYSTEM

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 air-

craft.

18

17 16 15 14

G

KAP 140

P R

AP

Two-axis w/Altitude PreSelect Flight Control Computer

G

KAP 140

P R

1

AP

HDG NAV APR REV

ALT

ARM BARO

UP

DN

13

ARM BARO

UP

DN

12 11

2 4 5 6 7 8 93

Full KAP 140 Two-Axis with Altitude Preselect Display

1. PITCH AXIS, (P) ANNUNCIATOR

- When illuminated, indicates failure of the pitch axis and will disengage the autopilot when the failure occurs and not allow engagement of the pitch axis.

2. 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 and in the vertical speed (VS) hold mode. The commanded vertical speed is be displayed in the upper right corner of autopilot display area for three seconds after engagement or if either the UP or DN button is pressed. 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

KAP 140 AUTOPILOT SYSTEM

10

and later, the AP button must be pressed and held for 0.25 seconds to engage the autopilot.

3. ROLL AXIS (R) ANNUNCIATOR

- When illuminated, indicates failure of the roll axis and will disengage the autopilot and not allow engagement.

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 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.

83

Two Axis/Altitude Preselect Operations

5. 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. NAV mode may also be used for front course LOC tracking when GS tracking is not desired.

6. APPROACH (APR) MODE SELECTOR BUTTON - When pushed, will arm the Approach mode. This mode provides automatic beam capture and tracking of VOR, GPS, LOC, and Glideslope (GS) on an ILS, as selected for presentation on the HSI or CDI. APR mode is recommended for instrument approaches.

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 upon button release.

7. 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, 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 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.

84

KAP 140 AUTOPILOT SYSTEM

(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.)

11. BARO SET (BARO) BUTTON When pushed and released, will change the display from the altitude alerter selected altitude to the baro setting display (either IN HG or HPA) for 3 seconds. If pushed and held for 2 seconds, will change the baro setting display from IN HG to HPA or

Rev. 1

Apr/02

Two Axis/Altitude Preselect Operations

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.

14. ALTITUDE ALERT (ALERT) ANNUNCIATION - The ALERT annunciate is illuminated 1000 ft. prior to the selected altitude, extinguishes 200 ft. prior to the selected altitude and illuminates momentarily when the selected altitude is

Rev. 1 Apr/02

KAP 140 AUTOPILOT SYSTEM

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 modes (ROL, HDG, NAV ARM, NAV, APR ARM, APR, REV ARM, REV, GS ARM). Also displayed will be flashing AP annunciation (5 seconds) at each autopilot disconnect accompanied by an aural tone (for 2 seconds).

18. 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.

85

Two Axis/Altitude Preselect Operations

System Operating Modes

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

KAP 140

AP

HDG NAV APR REV

Vertical Speed (VS) Mode

The Vertical Speed (VS) mode

allows variable 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 must be pressed and held for 0.25 seconds to engage the autopilot.

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.

To initiate a climb or descent from Altitude Hold (ALT) mode:

1. ALT button - Press. Note ALT

86

KAP 140 AUTOPILOT SYSTEM

changes to VS and current vertical speed is displayed.

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.

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.

ARM BARO

UP

DN

ALT

Rev. 2

May/02

Two Axis/Altitude Preselect Operations

G

KAP 140

AP

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):

HDG NAV APR REV

ARM BARO

UP

DN

ALT

1. ALT button - Press. Note ALT 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 upon button release.

Note: Incremented altitude changes should be limited to 500 ft. of change.

Rev. 1 Apr/02

KAP 140 AUTOPILOT SYSTEM

87

Two Axis/Altitude Preselect Operations

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

Installations with remote baro input

1. BARO setting - CHECK. depressing the BARO button will display the baro setting for three seconds.

G

KFC 140

AP

HDG NAV APR REV

ARM BARO

UP

DN

ALT

Installations without remote baro input

Upon successful completion of preflight test, the baro display will flash.

1. BARO setting - Enter barometric setting using the rotary knobs OR if correct as displayed, press BARO.

G

KFC 140

AP

HDG NAV APR REV

ARM BARO

UP

DN

ALT

Note: It is recommended that the baro value be updated whenever the aircraft altimeter setting is changed.

88

KAP 140 AUTOPILOT SYSTEM

Baro unit conversion

The barometric pressure display can toggled between IN HG and HPA as needed by the pilot.

1. BARO button - Press and hold for two seconds.

G

KFC 140

AP

HDG NAV APR REV

ARM BARO

UP

DN

ALT

Altitude Alerter

The function of the Altitude Alerter is independent of the autopilot.

1. ALTITUDE SELECT knob ROTATE until the desired altitude is displayed.

G

KFC 140

AP

HDG NAV APR REV

ARM BARO

UP

DN

ALT

Note: The ALERT annunciation is illuminated 1000 ft. prior to the selected altitude, extinguishes 200 ft. prior to the selected altitude and illuminates momentarily when the 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

Apr/02

Two Axis/Altitude Preselect Operations

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

KFC 140

AP

HDG NAV APR REV

ARM BARO

UP

DN

ALT

Altitude Preselect

1. ALTITUDE SELECT knob ROTATE until desired altitude is displayed. ARM annunciation occurs automatically upon altitude selection when the autopilot is engaged.

G

KFC 140

AP

HDG NAV APR REV

ARM BARO

UP

DN

ALT

2. Airplane - ESTABLISH desired vertical speed to intercept the selected altitude.

G

KFC 140

AP

HDG NAV APR REV

ARM BARO

UP

DN

ALT

Voice Messaging

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.

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.

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.

G

KFC 140

AP

Rev. 1 Apr/02

HDG NAV APR REV

ARM BARO

UP

DN

ALT

KAP 140 AUTOPILOT SYSTEM

1. “ALTITUDE” - 1000 feet before approaching selected altitude.

2. “LEAVING ALTITUDE” - 200 feet away, departing selected altitude.

3. “AUTOPILOT” - Autopilot has disengaged, either through pilot action or automatically.

89

KAP 140 AUTOPILOT SYSTEM

Two Axis/Altitude Preselect Operations Two Axis/Altitude Preselect Operations

90 91

KAP 140 AUTOPILOT SYSTEM

Rev. 1 Apr/02

Rev. 1

Apr/02

OPERATIONS WITH THE KAP 140

Takeoff And Climb To Assigned Altitude

3. The autopilot is responding to the heading select mode with a left bank. The climb rate has been decreased, using the DNbutton, in preparation for level out. The vertical speed value will be displayed upon selection of the DNbutton and will remain for three seconds.

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.

1. The aircraft is well off the ground and established at a safe 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 and vertical speed modes and maintains the selected heading of 080° and current rate of climb.

Note: Press and hold the APbutton for 0.25 seconds to engage the autopilot (applicable only to software version 03/01 and later).

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. A cruise altitude of 7,000 feet is entered using the rotary knobs. Altitude

ARM

annunciation occurs

automatically upon selection.

N

1234

123 4

080°

°

010

D.C. ELEC.

TURN COORDINATOR

LR

2 MIN.

NO PITCH

INFORMATION

E

6

12

3

33

30

G

W

KAP 140

AP

15

S

21

24

P

H

U

S

HDG NAV APR REV

OR

ALT

N

PUSH

E

6

UP

DN

3

N

33

ARM BARO

12

15

21

30

24

W

ı

GS GS

S

D.C. ELEC.

TURN COORDINATOR

LR

2 MIN.

NO PITCH

INFORMATION

E

6

12

3

33

30

G

KAP 140

W

AP

15

S

21

24

P

H

U

S

HDG NAV APR REV

OR

ALT

N

PUSH

E

6

3

N

33

ARM BARO

12

15

21

30

24

W

ı

GS GS

UP

DN

S

D.C. ELEC.

TURN COORDINATOR

LR

2 MIN.

NO PITCH

INFORMATION

3

6

E

N

W

G

KAP 140

24

AP

12

15

S

21

P

H

U

S

HDG NAV APR REV

OR

33

30

PUSH

3

N

GS GS

3 3

30

W

4

2

ı

ARM BARO

UP

DN

ALT

6

E

12

1

5

S

21

D.C. ELEC.

TURN COORDINATOR

LR

2 MIN.

NO PITCH

INFORMATION

N

3

6

33

24

G

KAP 140

21

AP

E

12

15

S

P

H

U

S

HDG NAV APR REV

OR

ALT

30

W

PUSH

3

N

6

3

GS GS

3

0 3

W

1

4

5

2

1

S

2

ı

ARM BARO

UP

DN

E

1

2

KAP 140 AUTOPILOT SYSTEM

Two Axis/Altitude Preselect Operations Two Axis/Altitude Preselect Operations

92 93

KAP 140 AUTOPILOT SYSTEM

Rev. 1 Apr/02

Rev. 1

Apr/02

3. When the computed capture point is reached, the

ROL

annunciation changes to

NAV

and a

right turn is initiated by the autopilot.

4. The turn is complete and the autopilot is tracking the GPS course.

1. Continuing on heading 010°, a GPS waypoint is established. A 30° intercept is desired.

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.

GPS Capture Using DG

* Description of GPS operation based on Bendix/King GPS receiver. Others may require different operation.

N

4

3

D.C. ELEC.

TURN COORDINATOR

LR

2 MIN.

NO PITCH

INFORMATION

E

12

3

N

6

33

24

G

21

KAP 140

AP

E

12

15

S

P

H

U

S

HDG NAV APR REV

30

W

PUSH

6

3

GS

N

33

OBS

UP

DN

ALT

30

ARM BARO

ı

15

TO

S

21

FR

24

W

D.C. ELEC.

TURN COORDINATOR

LR

2 MIN.

NO PITCH

INFORMATION

3

N

6

33

30

W

PUSH

E

12

15

24

S

G

KAP 140

21

AP

P

H

U

S

HDG NAV APR REV

OBS

ALT

6

N

33

GS

30

W

UP

DN

24

ı

ARM BARO

E

TO

12

15

FR

S

21

°

0

4

D.C. ELEC.

TURN COORDINATOR

LR

2 MIN.

NO PITCH

INFORMATION

3

6

N

W

G

KAP 140

24

AP

E

12

15

S

21

P

U

HDG NAV APR REV

30

H

S

OBS

ALT

33

30

PUSH

6

N

33

GS

W

UP

DN

24

ı

ARM BARO

E

TO

12

15

FR

S

21

2

°

010

1

D.C. ELEC.

TURN COORDINATOR

LR

2 MIN.

NO PITCH

INFORMATION

3

6

E

N

W

G

24

KAP 140

AP

12

15

S

21

P

H

U

S

HDG NAV APR REV

33

30

PUSH

N

33

GS

30

W

OBS

UP

DN

ALT

3

24

ı

ARM BARO

6

E

TO

12

15

FR

S

21

KAP 140 AUTOPILOT SYSTEM

Two Axis/Altitude Preselect Operations Two Axis/Altitude Preselect Operations

94 95

KAP 140 AUTOPILOT SYSTEM

Rev. 1 Apr/02

Rev. 1

Apr/02

3. When the computed capture point is reached, the

HDG

annunciation changes to

NAV

and a

right turn is initiated by the autopilot.

4. The turn is complete and the autopilot is tracking the GPS course.

1. Continuing on heading 010°, a GPS waypoint is established. A 30° intercept is desired.

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.

GPS Capture Using HSI

* Description of GPS operation based on Bendix/King GPS receiver. Others may require different operation.

N

4

3

D.C. ELEC.

TURN COORDINATOR

LR

2 MIN.

NO PITCH

INFORMATION

3

N

6

33

30

W

E

12

15

24

S

21

ı

ARM BARO

UP

DN

ALT

G

KAP 140

AP

GS GS

HDG NAV APR REV

G

KAP 140

AP

D.C. ELEC.

TURN COORDINATOR

LR

2 MIN.

NO PITCH

INFORMATION

3

N

GS GS

HDG NAV APR REV

6

33

30

W

E

12

15

24

S

21

ı

ARM BARO

UP

DN

ALT

°

0

4

D.C. ELEC.

TURN COORDINATOR

LR

2 MIN.

NO PITCH

INFORMATION

3

6

N

G

KAP 140

AP

GS GS

33

0 3

HDG NAV APR REV

E

1 2

24

ı

15

S

2

1

ARM BARO

UP

DN

ALT

W

2

°

010

1

D.C. ELEC.

TURN COORDINATOR

LR

2 MIN.

NO PITCH

INFORMATION

3

6

N

G

KAP 140

AP

GS GS

33

30

HDG NAV APR REV

E

12

15

S

W

21

24

ı

UP

DN

ALT

ARM BARO

KAP 140 AUTOPILOT SYSTEM

Two Axis/Altitude Preselect Operations Two Axis/Altitude Preselect Operations

96 97

KAP 140 AUTOPILOT SYSTEM

Rev. 1 Apr/02

Rev. 1

Apr/02

3. At the desired point,

HDG

mode is used to initi-

ate 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.

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.

* The

HDG

annunciation will flash for five sec-

onds 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.

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 head-

ing 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°.

2. When the computed capture point is reached, auto intercept 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 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 fly- ing outbound on a front course.

Outbound On Front Course For Procedure Turn To ILS Approach Using DG

058°

283

°

N

270°

1

2

°

103

°

D.C. ELEC.

TURN COORDINATOR

2 MIN.

NO PITCH

INFORMATION

30

W

24

15

E

12

G

KAP 140

AP

3

33

N

3

6

P

H

U

S

HDG NAV APR REV

6

E

3

N

GS

33

30

OBS

UP

DN

ALT

W

ARM BARO

ı

12

N

TO

A V

15

FR

S

21

24

D.C. ELEC.

TURN COORDINATOR

LR

2 MIN.

NO PITCH

INFORMATION

6

E

12

E

15

6

3

N

PUSH

33

G

KAP 140

30

AP

S

21

24

W

P

H

U

S

HDG NAV APR REV

3

N

GS

33

30

OBS

UP

DN

ALT

W

ı

ARM BARO

12

N

TO

A V

15

FR

S

21

24

2

8

3

4

238°

D.C. ELEC.

TURN COORDINATOR

LR

2 MIN.

NO PITCH

INFORMATION

6

E

W

30

24

33

21

S

15

PUSH

12

G

KAP 140

AP

E

N

3

6

P

H

U

S

HDG NAV APR REV

3

N

GS

33

30

W

OBS

UP

DN

ALT

ı

ARM BARO

12

N

TO

A V

15

FR

S

21

24

D.C. ELEC.

TURN COORDINATOR

LR

2 MIN.

NO PITCH

INFORMATION

6

E

W

24

30

21

12

G

KAP 140

AP

E

33

N

3

6

P

H

U

S

HDG NAV APR REV

S

15

PUSH

3

N

GS

33

30

W

OBS

UP

DN

ALT

24

ı

ARM BARO

12

N

TO

A V

15

FR

S

21

LR

21

S

PUSH

KAP 140 AUTOPILOT SYSTEM

Two Axis/Altitude Preselect Operations Two Axis/Altitude Preselect Operations

98 99

KAP 140 AUTOPILOT SYSTEM

Rev. 1 Apr/02

Rev. 1

Apr/02

3. At the desired point, HDGmode is used to initiate the procedure turn. During the procedure turn 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°.

4. Now you have reset the heading bug to 103° and made a 180° turn to this heading. The 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.

Automatic capture of the localizer will occur.

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 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.

2. When the computed capture point is reached,

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

.

Outbound On Front Course For Procedure Turn To ILS Approach Using HSI

058°

D.C. ELEC.

TURN COORDINATOR

LR

2 MIN.

NO PITCH

INFORMATION

W

30

4

2

G

KAP 140

AP

GS GS

21

S

HDG NAV APR REV

3

N

12

ı

3

6

E

ARM BARO

UP

DN

ALT

5

1

D.C. ELEC.

TURN COORDINATOR

LR

2 MIN.

NO PITCH

INFORMATION

W

24

30

21

G

KAP 140

AP

GS GS

S

15

HDG NAV APR REV

33

N

3

12

E

6

ı

ARM BARO

UP

DN

ALT

N

2

8

3

4

3

°

103

°

270°

238°

D.C. ELEC.

TURN COORDINATOR

LR

2 MIN.

NO PITCH

INFORMATION

3

0

W

33

24

1 2

S

N

3

6

15

E

2

1

ı

ARM BARO

UP

DN

ALT

G

KAP 140

AP

GS GS

HDG NAV APR REV

1

2

D.C. ELEC.

TURN COORDINATOR

LR

2 MIN.

NO PITCH

INFORMATION

12

E

GS GS

G

KAP 140

HDG NAV APR REV

AP

15

6

3

N

S

21

24

33

W

30

ı

ALT

ARM BARO

UP

DN

KAP 140 AUTOPILOT SYSTEM

Two Axis/Altitude Preselect Operations Two Axis/Altitude Preselect Operations

100 101

KAP 140 AUTOPILOT SYSTEM

Rev. 1 Apr/02

Rev. 1

Apr/02

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

annunciations are displayed and a discon-

nect tone will sound.

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 and vertical speed modes, commencing a right turn to a heading of 090° and maintaining the rate of climb existing at engagement.

Note: Press and hold the APbutton for 0.25 seconds to engage the autopilot (applicable only to software version 03/01 and later).

1. Continuing the maneuver on page 96, APR coupling occurs (

HDG

annunciation changes to

APR

), and the glideslope mode is automatically armed. The autopilot will capture the localizer and the CDI course index will center.

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 GSis displayed. The autopilot will make pitch and bank changes as necessary to maintain localizer and glideslope.

Front Course ILS Approach Using DG

1

D.C. ELEC.

TURN COORDINATOR

LR

NO PITCH

INFORMATION

2

2 MIN.

3

D.C. ELEC.

TURN COORDINATOR

LR

2 MIN.

NO PITCH

INFORMATION

°

058

0

9

0

N

D.C. ELEC.

2 MIN.

NO PITCH

INFORMATION

4

3

1

4

°

238

D.C. ELEC.

TURN COORDINATOR

LR

2 MIN.

NO PITCH

INFORMATION

2

TURN COORDINATOR

LR

°

6

E

6

E

3

12

N

33

30

PUSH

G

KAP 140

W

AP

15

S

21

24

P

H

U

S

HDG NAV APR REV

3

N

GS

33

30

OBS

UP

DN

ALT

W

ARM BARO

ı

12

TO

15

FR

S

21

24

6

E

6

E

3

12

N

33

30

PUSH

G

KAP 140

W

AP

15

S

21

24

P

H

U

S

HDG NAV APR REV

3

N

GS

33

30

W

OBS

UP

DN

ALT

ı

ARM BARO

12

TO

15

FR

S

21

24

6

E

6

E

3

30

G

KAP 140

W

AP

12

15

S

21

24

P

H

U

S

HDG NAV APR REV

N

33

PUSH

3

N

GS

33

30

W

OBS

UP

DN

ALT

24

ı

ARM BARO

12

TO

15

FR

S

21

E

6

12

3

30

G

W

KAP 140

AP

15

S

21

24

P

H

U

S

HDG NAV APR REV

N

33

PUSH

3

N

GS

33

30

OBS

UP

DN

ALT

W

ARM BARO

ı

6

E

12

TO

15

FR

S

21

24

KAP 140 AUTOPILOT SYSTEM

Two Axis/Altitude Preselect Operations Two Axis/Altitude Preselect Operations

102 103

KAP 140 AUTOPILOT SYSTEM

Rev. 1 Apr/02

Rev. 1

Apr/02

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

annunciations are displayed and a discon-

nect tone will sound.

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 and vertical speed modes, commencing a right turn to a heading of 090° and maintaining the rate of climb existing at engagement.

Note: Press and hold the APbutton for 0.25 seconds to engage the autopilot (applicable only to software version 03/01 and later).

1. Continuing the maneuver on page 98, APR coupling occurs (

HDG

annunciation changes to

APR

), and the glideslope mode is automatically armed. The autopilot will capture the localizer and the CDI course index will center.

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

annunciation extinguishes and GSis displayed. The autopilot will make pitch and bank changes as necessary to maintain localizer and glideslope.

Front Course ILS Approach Using HSI

058°

1

G

KAP 140

AP

2

D.C. ELEC.

TURN COORDINATOR

LR

2 MIN.

NO PITCH

INFORMATION

6

E

12

3

GS GS

N

33

HDG NAV APR REV

15

S

21

30

24

W

ı

ARM BARO

UP

DN

ALT

G

KAP 140

AP

3

D.C. ELEC.

TURN COORDINATOR

LR

2 MIN.

NO PITCH

INFORMATION

6

E

3

GS GS

N

33

0

3

2

1

W

24

ı

HDG NAV APR REV

4

1

2

15

S

ARM BARO

UP

DN

ALT

N

1

238°

D.C. ELEC.

TURN COORDINATOR

LR

2 MIN.

NO PITCH

INFORMATION

6

E

3

GS GS

N

33

G

KAP 140

HDG NAV APR REV

AP

1

2

15

0

S

3

2

1

W

24

ı

ALT

2

ARM BARO

UP

DN

090°

3

4

D.C. ELEC.

TURN COORDINATOR

LR

2 MIN.

NO PITCH

INFORMATION

6

3

GS GS

N

3

30

W

ı

G

KAP 140

HDG NAV APR REV

AP

E

12

15

S

21

24

ARM BARO

UP

DN

ALT

KAP 140 AUTOPILOT SYSTEM

Two Axis/Altitude Preselect Operations Two Axis/Altitude Preselect Operations

104 105

KAP 140 AUTOPILOT SYSTEM

Rev. 1 Apr/02

Rev. 1

Apr/02

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°.

* Check the heading displayed on the DG against

the magnetic compass and reset if necessary.

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 sec-

onds 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.

1. The aircraft is in

APR

mode approaching the IAF. Approach arm is indicated on the GPS annunciator.*

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.

Outbound on GPS Approach Using DG

* Description of GPS operation based on Bendix/King GPS receiver. Others may require different operation.

D.C. ELEC.

TURN COORDINATOR

LR

2 MIN.

NO PITCH

INFORMATION

D.C. ELEC.

TURN COORDINATOR

LR

2 MIN.

NO PITCH

INFORMATION

N

283

°

103

°

D.C. ELEC.

TURN COORDINATOR

2 MIN.

NO PITCH

INFORMATION

°

4

238

LR

°

058

2

1

270°

3

D.C. ELEC.

TURN COORDINATOR

LR

2 MIN.

NO PITCH

INFORMATION

W

30

24

33

21

S

15

PUSH

G

KAP 140

12

AP

N

3

6

E

P

HDG NAV APR REV

H

U

S

W

24

21

GS

S

15

12

E

OBS

ı

ARM BARO

UP

DN

ALT

30

33

TO

N

FR

3

6

PUSH

21

S

15

12

G

W

24

6

E

KAP 140

AP

30

33

N

3

P

H

U

S

HDG NAV APR REV

24

W

21

S

GS

15

12

E

OBS

UP

DN

ALT

6

ı

ARM BARO

30

TO

33

FR

N

3

PUSH

24

21

S

15

G

W

12

KAP 140

AP

30

33

N

3

6

E

P

H

U

S

HDG NAV APR REV

24

W

21

S

GS

15

12

E

OBS

UP

DN

ALT

6

ı

ARM BARO

30

TO

33

FR

N

3

PUSH

6

3

N

33

G

E

30

KAP 140

AP

12

15

S

21

24

W

P

H

U

S

HDG NAV APR REV

6

3

E

24

ı

ARM BARO

12

TO

15

FR

S

21

N

GS

33

30

W

OBS

UP

DN

ALT

KAP 140 AUTOPILOT SYSTEM

Two Axis/Altitude Preselect Operations Two Axis/Altitude Preselect Operations

106 107

KAP 140 AUTOPILOT SYSTEM

Rev. 1 Apr/02

Rev. 1

Apr/02

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°.

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 course pointer is set to 058°. Select approach mode by depressing the

APR

button.

1. The aircraft is in

APR

mode approaching the IAF. Approach arm is indicated on the GPS annunciator.*

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.

Outbound on GPS Approach Using HSI

* Description of GPS operation based on Bendix/King GPS receiver. Others may require different operation.

D.C. ELEC.

TURN COORDINATOR

LR

2 MIN.

NO PITCH

INFORMATION

D.C. ELEC.

TURN COORDINATOR

LR

2 MIN.

NO PITCH

INFORMATION

°

058

2

N

°

D.C. ELEC.

TURN COORDINATOR

2 MIN.

NO PITCH

INFORMATION

3

D.C. ELEC.

TURN COORDINATOR

LR

2 MIN.

NO PITCH

INFORMATION

283

103

4

238

°

LR

1

270°

W

30

24

GS GS

G

KAP 140

HDG NAV APR REV

AP

21

S

33

N

3

15

6

12

E

ı

UP

DN

ALT

ARM BARO

G

KAP 140

HDG NAV APR REV

AP

W

24

GS GS

30

21

S

15

33

N

3

12

6

E

ı

G

ARM BARO

UP

DN

ALT

KAP 140

AP

HDG NAV APR REV

30

W

3

GS GS

3

4

2

21

S

N

3

6

5

1

E

12

ı

ALT

UP

DN

ARM BARO

G

KAP 140

HDG NAV APR REV

AP

12

E

GS GS

15

6

3

N

24

33

W

30

ı

S

21

ARM BARO

UP

DN

ALT

KAP 140 AUTOPILOT SYSTEM

Two Axis/Altitude Preselect Operations Two Axis/Altitude Preselect Operations

108 109

KAP 140 AUTOPILOT SYSTEM

Rev. 2 May/02

Rev. 1

Apr/02

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 APannunciation is displayed and a distinctive tone will sound.

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 and vertical speed modes, commencing a right turn to a heading of 090° and maintaining the rate of climb existing at engagement.

Note: Press and hold the APbutton for 0.25 seconds to engage the autopilot (applicable only to software version 03/01 and later).

1. Continuing the maneuver on page 104,

APR

mode capture occurs. The autopilot initiates a left turn to track the 058° GPS course. * Approach active is indicated on the GPS annunciator.

2. At the FAF,

ALT

is depressed to activate vertical speed mode. The desired descent rate is obtained using the DNbutton.

Remember, speed needs to be controlled with the throttle.

Inbound on GPS Approach Using DG

* Description of GPS operation based on Bendix/King GPS receiver. Others may require different operation.

1

2

3

4

°

8

5

0

D.C. ELEC.

TURN COORDINATOR

LR

2 MIN.

NO PITCH

INFORMATION

E

6

12

3

N

33

PUSH

30

G

KAP 140

W

AP

15

S

21

24

P

H

U

S

HDG NAV APR REV

6

3

E

24

ı

ARM BARO

12

TO

15

FR

S

21

N

GS

33

30

W

OBS

UP

DN

ALT

D.C. ELEC.

TURN COORDINATOR

LR

2 MIN.

NO PITCH

INFORMATION

6

E

3

12

N

33

30

PUSH

G

KAP 140

W

AP

15

S

21

24

P

H

U

S

HDG NAV APR REV

3

N

GS

33

30

OBS

UP

DN

ALT

W

6

24

ı

ARM BARO

N

FAF

3

090°

4

2

INFORMATION

3

30

G

KAP 140

D.C. ELEC.

2 MIN.

NO PITCH

W

AP

1

6

E

12

15

S

21

24

HDG NAV APR REV

3

N

GS

33

30

W

P

U

H

S

OBS

UP

DN

ALT

6

24

ı

ARM BARO

D.C. ELEC.

TURN COORDINATOR

LR

2 MIN.

NO PITCH

INFORMATION

6

3

GS

UP

DN

W

ARM BARO

ı

E

12

TO

15

FR

S

21

24

E

12

TO

15

FR

S

21

E

12

6

33

30

G

KAP 140

AP

15

S

21

24

W

P

H

U

S

HDG NAV APR REV

3

N

PUSH

N

33

30

OBS

ALT

°

8

3

2

TURN COORDINATOR

LR

E

12

TO

15

FR

S

21

N

33

PUSH

KAP 140 AUTOPILOT SYSTEM

Two Axis/Altitude Preselect Operations Two Axis/Altitude Preselect Operations

110 111

KAP 140 AUTOPILOT SYSTEM

Rev. 1 Apr/02

Rev. 1

Apr/02

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. The flashing APannunciations are displayed and a distinctive tone will sound.

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 and vertical speed modes, commencing a right turn to a heading of 090° and maintaining the rate of climb existing at engagement.

Note: Press and hold the APbutton for 0.25 seconds to engage the autopilot (applicable only to software version 03/01 and later).

1. Continuing the maneuver on page 106,

APR

mode capture occurs. The autopilot initiates a left turn to track the 058° GPS course. * Approach active is indicated on the GPS annunciator.

2. At the FAF,

ALT

is depressed to activate vertical speed mode. The desired descent rate is obtained using the DNbutton.

Remember, speed needs to be controlled with the throttle.

Inbound on GPS Approach Using HSI

* Description of GPS operation based on Bendix/King GPS receiver. Others may require different operation.

1

2

3

4

°

8

5

0

D.C. ELEC.

TURN COORDINATOR

LR

2 MIN.

NO PITCH

INFORMATION

E

6

GS GS

3

N

33

30

24

W

ı

G

KAP 140

HDG NAV APR REV

AP

12

15

S

21

ARM BARO

UP

DN

ALT

G

KAP 140

AP

D.C. ELEC.

TURN COORDINATOR

LR

2 MIN.

NO PITCH

INFORMATION

6

E

3

GS GS

33

HDG NAV APR REV

12

N

30

W

ı

15

S

21

24

UP

DN

ALT

ARM BARO

N

FAF

2

°

8

3

2

1

D.C. ELEC.

TURN COORDINATOR

LR

2 MIN.

NO PITCH

INFORMATION

6

3

GS GS

N

33

30

W

ı

G

KAP 140

HDG NAV APR REV

AP

E

12

15

S

21

24

ARM BARO

UP

DN

ALT

090°

4

3

D.C. ELEC.

TURN COORDINATOR

LR

2 MIN.

NO PITCH

INFORMATION

E

12

6

GS GS

3

N

G

KAP 140

HDG NAV APR REV

AP

15

S

30

ı

21

24

W

ARM BARO

UP

DN

ALT

33

Two Axis/Altitude Preselect Operations

This page intentionally left blank

112

KAP 140 AUTOPILOT SYSTEM

Rev. 1

Apr/02

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.

+

-

MAN

AUTO

CW

CCW

KA 51B

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.

NAV HDG

N

21

S

ı

KI 525A

3

6

E

12

15

33

GS GS

30

W

24

Rev. 0 Jun/98

ı

KG 102A

5

0

3

S

C

K

KMT 112

KCS 55A Compass System

KAP 140 AUTOPILOT SYSTEM

113

KCS 55A Compass System

KI 525A Indicator

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

NAV warning Flag

Heading  Select Bug 

Dual  Glideslope Pointers

Symbolic  Aircraft

VOR and LOC Deviation Bar

NAV HDG

GS GS

30

W

24

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.

Lubber Line Compass

N

33

21

3

S

ı

Warning Flag

6

E

12

15

Course Select Pointer

To-From Indicator

Glideslope Deviation  Scale

Heading  Select  Knob

Course  Select Knob

VOR/LOC Deviation Scale

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

KAP 140 AUTOPILOT SYSTEM

Compass Card

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

KCS 55A Compass System

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 air-

craft is precisely on the VOR radial

or Localizer course, it forms the cen-

ter 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 relation-

ship between the deviation bar and

the symbolic aircraft provides a pic-

torial symbolic display of the air-

craft’s position with respect to the

selected course.

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.

Deviation Scale - When tuned to a

VOR frequency, each white dot rep-

resents 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.)

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KAP 140 AUTOPILOT SYSTEM

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.

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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:

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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.

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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.

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.

KCS 55A Compass System

KMT 112 Magnetic Slaving

Transmitter

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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.

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KAP 140 AUTOPILOT SYSTEM

KG 102A Directional Gyro

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.

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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.

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.

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.

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.

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.

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.

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KCS 55A Compass System

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.

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.

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

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KAP 140 AUTOPILOT SYSTEM

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.

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1. Vectors to Intercept a Radial

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.

2.

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.

3. Turn to Intercept a Victor Airway

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 th

e lub-

ber line.

4.

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.

5.

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.

Flight Procedures with the KCS 55A

The next few pages depict a normal flight departure from MKC enroute to STL via Victor Airway V-12. (The charts shown 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.

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KCS 55A Compass System

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8. Airway Interception

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.

9.

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.

10.

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.

Note: For system limitations refer to your Flight Manual Supplement.

KCS 55A Compass System

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6.

As you fly over the Columbia station, the TO/FROM indicator changes to “FROM”. Since the outbound course for V-12 from Columbia to Foristell (FTZ) is 098°, you now set the selected course pointer on 098° and fly to keep the deviation bar centered.

7.

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”.

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HOLDING PATTERN

1. Approaching the STL VORTAC, the con-

troller asks you to hold southwest of the VORTAC on the 244° radial, right turns. You are now over the station with a 064° course selected (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.

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.

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KAP 140 AUTOPILOT SYSTEM

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.

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 Flight Manual Supplement.

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ILS APPROACH-

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KCS 55A Compass System

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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.

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.

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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.

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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.

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Note: For system limitations refer to your Flight Manual Supplement.

KAP 140 AUTOPILOT SYSTEM

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BACK COURSE APPROACH - (REV)

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.

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.)

3. Now you’ve reset the heading bug to 013°

and made a 180° turn to this heading. This 013° heading will intercept the back course. The KI 525A clearly pictures the course you are to intercept and the angle of interception.

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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.

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.

Note: For system limitations refer to your Flight Manual Supplement.

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Jun/98

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.

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KAP 140 AUTOPILOT SYSTEM

127

BendixKing KAP 140 User Manual

Specifications and Main Features

Frequently Asked Questions

User Manual

Table of Contents

Introduction

General Description

System Integration

Power Application and Preflight Tests

KAP 140 Single Axis Operation

System Operating Modes

Wing Leveler (ROL) Mode

Heading Select (HDG) Mode

OPERATIONS WITH THE KAP 140

Takeoff And Climb To Assigned Altitude

GPS Capture Using DG

GPS Capture Using HSI

Outbound On Front Course For Procedure Turn To LOC Approach Using DG

Front Course LOC Approach Using DG

Front Course LOC Approach Using HSI

Outbound on GPS Approach Using DG

Outbound on GPS Approach Using HSI

Inbound on GPS Approach Using DG

Inbound on GPS Approach Using HSI

KAP 140 Two Axis Operation

System Operating Modes

Vertical Speed (VS) Mode

Altitude Hold (ALT) Mode

OPERATIONS WITH THE KAP 140

Takeoff And Climb To Assigned Altitude

GPS Capture Using DG

GPS Capture Using HSI

Outbound On Front Course For Procedure Turn To ILS Approach Using DG

Outbound On Front Course For Procedure Turn To ILS Approach Using HSI

Front Course ILS Approach Using DG

Front Course ILS Approach Using HSI

Outbound on GPS Approach Using DG

Outbound on GPS Approach Using HSI

Inbound on GPS Approach Using DG

Inbound on GPS Approach Using HSI

KAP 140 Two Axis with Altitude Preselect Operation

System Operating Modes

Vertical Speed (VS) Mode

Altitude Hold (ALT) Mode

Altitude Alerting and Preselect

Altimeter Setting

Baro unit conversion

Voice Messaging

OPERATIONS WITH THE KAP 140

Takeoff And Climb To Assigned Altitude

GPS Capture Using DG

Outbound On Front Course For Procedure Turn To ILS Approach Using DG

Outbound On Front Course For Procedure Turn To ILS Approach Using HSI

Front Course ILS Approach Using DG

Front Course ILS Approach Using HSI

Outbound on GPS Approach Using DG

Outbound on GPS Approach Using HSI

Inbound on GPS Approach Using DG

Inbound on GPS Approach Using HSI

KCS 55A Compass System

KI 525A Indicator

Slaving Meter ( KA 51B)

KMT 112 Magnetic Slaving Transmitter

KG 102A Directional Gyro

Operating Instructions

Abnormal Circumstances

Flight Procedures with the KCS 55A

HOLDING PATTERN

BACK COURSE APPROACH - (REV)

Abnormal Procedures