'SOUIDE

FOR THE KINC KAP/KFC 200

FLICH'li CONTROL SYSTEMS
 Introduction . . . . . .. " 3
KCS 55A Compass System . . . . . . . . • . . . . . . . . . . . . . . . . . . . . . . . . . ... . . . . 4
Kl 525A Indicator .. . . 5,6
The Slaving Meter . . . ... ' 7
Operating Instructions . . . .. . .. 8,9
Operating Procedures
Vectors to intercept a radial . . . . . lO
Turn to intercept a Victor Airway . . . . . .. 11 •
Negotiating a dogleg in a Victor Airway . . . 12
Airway Interception. . .. 13
Holding Pattern ... .. . . 14
ILSApproach-FrontCourse ... . 15
LOCApproach-BackCourse .. . 16
System Components . . . 17
KAP 200 Autopilot System . . . 18
KAP 200 System Panel checklist .. . . 19
KFC200FlightControl System ........ . . .. ...... . 20
KFC 200 System Panel Checklist . . . . . . ... 21
KFC 200 System Components . . . . . . . .. .. . .. .. . .22
KFC 200 System Integration . . . . . . 23
Modes of Operation Flight Director System . . .. 23,24

Operating the KFC 200 System . . . . . . . . . . . . . . . . . . . . . . . . . . . . .... 25

SystemSafety-lntegrityMonitors ........... . ......... . ...... .. 26
Preflight Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ............ . 27
Flight Director Mode (FD) . . . . . . . . . . . . . . . . . . . . . . . . .......... 28
Autopilot Engagement (AP) . .... ........ . . 28
Heading Select/Preselect Mode(HDG) . . . . . . . . . . . . . . . . . . . . 29
Navigation (NAV/ARM and NAVCPLD) Mode . . . . . . . ....... . 30
Approach(APPR/ARMandAPPR/CPLD)Mode . . . . . . . 31
BackCourse(BC}Mode .. ... .. . ... . . . . . . . . . . . . . . . . . . . 32
Go-Around Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32
Optional Altitude Select . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 32
Altitude Hold (ALT) Mode . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33
Manual Electric Trim . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 33
Control Wheel Steering . . . . . . . . . . . . ..............•.............. 33
KFC 200 Operating Procedures
Takeoff and Climb to Selected Altitude ... . . . . . . . . . . . . . . . . . . . . . . . . . . 34,35
Outbound on Front Course for Procedure
Turn to ILSApproach . . . . . . .. . ........ . . . .. 36,37
Front Course ILS Approach with Missed
Approach and Go-Around . . . . . .... .. .. .. . 38,39
RNAV Capture . . ..... . 40,41

General Emergency Procedures . . . ..... . .•... .. .. 42

Disengage AP/YAW DAMP
Automatic AP Disengagement
Manual Electric Pitch Trim Disengagement
Engine Failure in M/E Aircraft (Coupled)
System weight and power requirements . . . . . . . . . . . 43
King Warranty Service . . . . . ...... . .... . . Backcover

2
The pressures of single-pilot instrument flying in to-
day's busy air traffic environment can place some
very critical demands on your skill and concentra-
tion.
To help you stay on top of the situation, King
has designed the KAP/KFC 200 systems to provide
affordable flight control sophistication for your
high-performance single or piston twin.
In this Pilot's Guide you'll find answers to most
of your questions regarding the performance ca-
pabilities and basic operational requirements of
these advanced-design King systems.
IMPORTANT: This Pilot Guide provides a general description
of the various operational characteristics of the KAP /KFC 200
Flight Control Systems. However, operation of these systems
should not be attempted without first reviewing the specific
information in the FAA approved Aircraft Flight Manual Sup-
plement for your particular aircraft type.

3
 KINGKCS55A
COMPASS SYSTEM
The KCS 55A Compass System, which includes Directional Gyro and the Course Deviation lndi·
the KA 51 B Slaving Control and Compensator cator's ·VOR/LOC/Glideslope information to
Unit, the KMT 112 Magnetic Slaving Trans- provide the pilot with a single visual presentation.
mitter and the KG 102A Directional Gyro as of the complete navigation situation. Thus , it
well as the Kl 525A Pictorial Navigation In· greatly simplifies course orientation, in-
dicator is an integral part of both the KAP 200 terception and tracking, while eliminating the
and KFC 200 systems. need for scan coordination between two
The panel-mounted Kl 525A PNI combines separate indicators.
the display functions of both the standard

4
 (actual size)

NAVWarning Compass
Flag Warning Flag

Heading Course
Select Select
Bug Pointer

Dual To-From
Glideslope Indicator
Pointers

Glideslope
Deviation
Symbolic Scale
Aircraft

Heading
Select Knob
VOA and LOC
Deviation Bar

Course VOR/ LOC Compass Card

S elect Knob Deviation Scale

The Kl 525A Pictorial Navigation Indicator is formation into one compact display. By pro-
the panel display for the KCS 55A Compass viding a simple, comprehensive visual pre-
System. It replaces the standard directional sentation of the aircraft's heading and posi-
gyro and course deviation indicator (COi) in lion in relation to a desired course, the pilot's
the aircraft's panel, combining slaved head- navigation workload is considerabiy re-
ing and VOR/LOC/ Glldeslope deviation in- duced.

5
 DESCRIPTION OF INDICATOR
AND DISPLAY FUNTIONS
Compass Card-Responding to the input Heading Select Bug-A movable orange
from the slaved directional gyro, this card ro- marker on the outer perimeter of the display,
tates within the display so that the aircraft used primarily to select the desired heading
heading is always at the top, under the lub- you wish to fly. This desired heading is
ber line. coupled lo the KAP 200 Autopilot or KFC 200
Flight Director to provide the "Heading
Lubber Line-A fixed while marker at the top Select' function.
or the display that indicates aircraft magnetic
heading on the compass card . Heading Select Knob- Used to rotate the
heading select bug to a desired point on the
Symbolic Aircratt-A fixed representation of compass card.
the actual aircraft. This miniature aircraft al-
ways points toward the top of the display and To-From Indicator- A white triangle near the
the lubber line. center of the display that indicates. w ith ref-
erence to the OBS setting. whether the
Selected Course Pointer-On this two-part course selected is "to" or "from· the selected
arrow. the "head" indicates the desired VOR VOA station and/ or RNAVwaypoint.
or Localizer course and the "tail" indicates
the reciprocal. This pointer is set by rotating Duaf Glideslope Pointers- Chartreuse trian-
the course select knob. gular poin ters on either side of the display
drop into view when a usable Glideslope sig -
Course Select Knob- Used to rotate the nal is received and retract out of view when
course pointer to the desired cou rse on the the Glideslope signal becomes marg inal.
compass card. This knob corresponds to the During an ILS approach, these pointers rep-
Omni Bearing Selector (OBS) on standard resent the vertical orientation of the aircraft
NAV indicators. with respect to the center of the Glideslope
beam. When on Glideslope, the pointers w ill
VOR/ RNAV and LOC Deviation Bar- This align with the center markers on the Glide-
bar corresponds to the ' left/ right' needle on slope scale.
standard course deviation indicators. When
the aircralt is precisely on the VOR radial or Glideslope Deviation Scale- White dots on
Localizer course , ii forms the center section each side of the display which, in conjunction
of the selected course pointer and will be with the Glideslope pointers. indicate either
positioned under the symbolic aircraft. When "above", "below", or "on Glideslope" during
off course or approaching a new course, it an ILS approach.
will move to one side or the other. Since the
entire VOR and Localizer display rotates w ith Compass Warning Flag- A red flag labeled
the compass c ard, the angular relationship 'HOG" becomes visible in the upper right
between the deviation bar and the symbolic quadrant of the display whenever the electri-
aircraft provides a pictorial symbolic display cal power is inadequate or the directional
o f the aircraft's position with respect to the gyro is not up to speed. Compass failures
selected course. can occur which will not be annunciated by
the ' HOG' flag. Thererore, periodic compari-
Deviation Scale-When tuned to a VOR fre- son with the standby compass is advised.
quency, each white dot represents 2° of de-
viation left or right or course. When tuned to a NAV Warning Fla11- A red flag labeled "NAV"
Localizer, the deviation is ½0 per dot. In becomes visible ,n the upper left quadrant of
RNAV •APPR" mode the scale is ¼ nm per the display whenever a usable VOR or Lo-
dot. In RNAV ' EN ROUTE' mode the scale is 1 calizer signal is not being received. If RNAV
nm per dot.' is installed and the system is in RNAV mode.
' This is true of all King and most other both VOR and DME must be usable before
RNAV systems. the NAV flag w ill disappear

6
 Internally Lighted
Slaving
Meter

(actual size)

Clockwise Slave and Free Counterclockwise

Adjustment Gyro Switch Adjustment

Slaving Clockwise/
Meter counterclockwise
Adjustments

Slaving Meter- This meter indicates Clockwise Adjustmen t (KA 51A) -

any difference between the displayed heading When the system is in the free gyro mode,
and the magnetic heading. Right or up dellec• depressing the clockwise manual heading
lion indicates a clockwise error of the com• drive button will rotate the compass card to
pass card. Left or down deflection indicates a the right to eliminate left compass card error
counterclockwise error of the compass card. (KA 51 B) - Operation is identical except
Whenever the aircraft is in a turn and the card switch is held to clockwise position.
rotates, it is normal for this meter to show a full
deflection to one side or the other. Counterclockwise Adjustment (KA 51A)
When the system is in the free gyro mode,
NOTE: During level flight it is normal for depressing the counterclockwise manual
the meter needle to continuously move from heading drive button will rotate the compass
side to side and to be fully deflected during a card to the left to eliminate right compass
turn. If the needle stays fully deflected, left or card error. (KA 518)-0peration is identical
right, during level flight, the free gyro mode except switch is held to counterclockwise
can be used to center it, as described below. position.

Slave and Free Gyro Sw itch (KA 51A)- The KA 51 B Control and Compensator
When depressed, the system is in the slaved Unit is a smaller slaving accessory which has
gyro mode. When the button is in the outer replaced the KA 51A. The KA 51B can be
position (not engaged) the system is in the mounted either vertically or horizontally, and
free gyro mode. (KA 51 B)-Operation is iden• provides all the slaving modes and capa·
tical except switch is pulled and moved to the bilities of the larger KA 51A.
appropriate position.

7
 OPERATING

1. Until power 1s applied to the KCS 55A Sys- 5. Until a usable navigation signal 1s being
tem, and the directional gyro Is up to speed, received by the KCS 55A system, a red flag
a red flag labeled "HOG" WIii be visible In the labeled "NAV" will be visible in the upper left
upper right quadrant of the Kl 525A Indicator quadrant of the Kl 525A Indicator In opera-
In operation, this warning flag will be visible tion, this warning flag should be visible
whenever the power being supplied is in- whenever an inadequate navigalton signal is
adequate or the gyro is nol up to speed. being received.

2. With the application of power to the KCS 6. For normal navIgallon to or from a VOA or
55A System, and 9yro up to operating VOATAC, set the NAV receiver to the desired
speed, the red "HOG flag should disappear VOR or VOATAC frequency and the red navi-
from view gation flag (NAV) should disappear from view
ii a usable signal 1s being received.
3. II the KCS 55A System is in the slaved gyro
7. Rotate the course select knob to position
mode, the compass cardw1II automatically fast
the course pointer to the desired VOR
slave at the rate of 180 degrees per minute
course
toward the aircraft's magnetic heading.
(Immediately after applying power, this com•
pass card movement should be quite visible.) It 8. The VOA deviation bar represents the
will continue to fast slave until the proper selected course and the relat1onsh1p of this
magnetic heading is indicated. after which it bar to the symbolic aircraft In the center of the
will slave at a constant rate of 3 degrees per instrument visually presents the actual rela-
minute to keep the system aligned with the ltonship of the selected course to your air-
earth 's magnetic field. craft heading. (In other words, if the symbolic
Under some conditions it is possible for aircraft on the display indicates approaching
the system to stop slaving exactly 180 • from the devialton bar at 45°, that is the angle at
the correct heading. If this should occur, move which your aircraft is actually approaching
lhe Man/Auto switch to the Man position. the selected course.)
Rotate the compass card :!: 10 • from the incor•
reel heading by holding the CW /CCW switch to 9. To prepare for an I LS approach, tune the
one side, and then return the system to slaved NAV receiver to the desired Localizer fre-
operation by moving the Man/Auto switch back quency. If a usable Localizer signal is being
to the Auto position. The system will then slave received. the NAV warning flag will disap-
to lhe correct heading. pear.

4. For free gyro operation, check the slaving 10. For a front or back course approach, ro-
meter to determine whether there is right or left tate the course select knob to set the course
deflection. Then hold the CW/CCW switch to pointer on the inbound Localizer course. As
center the needle and properly align the system with normal navigahon (#6 above), the LOC
with the earth's magnetic field A check with deviation bar represents the desired course.
the standby compass is recommended to The relationship between this bar and the
assure lhere is approximate agreement. symbolic aircraft gives a true picture of your

8
INSTRUCTIONS
aircraft's position with respect to the Lo- • If the Glideslope pointers remain out of
calizer course. Always setting the course view durin!:1 a front course ILS approach,
pointer to the inbound Localizer course pro- either the aircraft Glideslope receiver or the
vides the correct deviation bar sensing ground station Glideslope lransmiller is mal-
whether flying a front or back course ap- function ing _ Glideslope is usually not avail-
proach able during a back course approach . (The
VOR and LOC course display will continue to
11 . The Gl1deslope Deviation pointers should !unction normally even 1f a usable Glideslope
become v1s1ble on both sides of the display signal is not being received .)
when a usable Ghdesfope signal is received.
If they do not come Inlo view, a usable Glide- • A co ntinuous large deflection of the slaving
slope signal Is not being received . meter or large discrepancies between the
magnetic compass and the Kl 525A compass
12. The Ghdeslope pointers indicate the rela- card may indicate a failure in the slaving
tive position of the Glldeslope path with re- system. If a slaving fai lure should occur, the
spect to the a1rcralt. (In other words, if the Man/Auto switch should be moved to the Man
pointers are above the center marker, lhe air- position to select the free gyro mode. Then,
craft is below the Gl1deslope.) by holding the CW/CCW switch to the ap-
propriate side the compass card can be
rotated to the co rrect heading as indicated on
Abnormal Circumstances the standby compass. The KCS 55A system
should continue to function normally except
• If the Warning Flag (HOG) appears during the heading information will be solely derived
operation, the compass card indications will from the KG 102A Directional Gyro ; the re will
be in error. Power may be removed lrom the be no automatic heading correction and
KG 102A Directional Gyro by pulling the ap- periodic adjustments must be made manually
propriate cIrcuil breaker. The Selected to correct for precession by reference to the
Course. VOR/LOC Deviation Bar. the NAV standby magnetic compass, as with any
flag, and the To/From Indicator will remain in directional gyro .
operation.

• II the Navigation Warning Flag (NAV) ap- NOTE: It is desirable to disconnect the au-
pears during operation. there are several toprlol under lhe lollowing conditions:
poss1b11it1es: (1) the NAV receiver is nol 1. HOG flag comes into view
turned on, (2) the NAV receiver Is improperly 2. System is in Fast Slave
tuned. (3) the ground VOR or LOC station is 3. During manual slaving
malfunclioning . (4) the aircraft is oul of The system has the capability lo supply the
range of lhe selected ground Statton, (5) the autopilot with an automatic disconnect signal
aircra ft NAV receiver has malfunctioned . under these conditions.
(The com pass card will continue to display
the aircraft heading even 1f a usable NAV NOTE: For system limitations ,n your particu-
signal is not being received ) (6) If in RNAV lar aircraft type , refer lo your Flight Manual
mode the DME has malfunctioned. Supplement.

9
 H¼l,oin,v1Jt. tndu,t,,of
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N OT IN l "f'I Ct
MO\.IOA Ya

n
Procedures with
the KCS 55A
The next few pages depict a
normal flight departure from
MKC enrou te to STL via Victor
Airway V-12. (The charts shown
here are for illustration purposes
only, not to be used for naviga-
tion.) Careful study of these
photographs of the Kl 525A PNI
should give you a better idea of
how simple and comprehensive
the display really is.
1. 2.
Vectors to The VOA deviation bar begins
Intercept a Radial to center as we approach the
After takeoff from Kansas City, 110° course to Napoleon. The
we select a heading of 60°with Kl 525A PNI makes it possible
the heading bug to intercept to intercep) the new course
the 110° course to Napoleon smoothly, without overshooting
(ANX) VOA. Selected course or bracketing. One method of
pointer is set on 110° with the doing this is to adjust your
course knob. The Kl 525A Pic- heading so that the top of the
torial Navigation Indicator con- deviation bar always touches
veniently and accurately dis- the lubber line. As your aircraft
plays the intercept angle. heading approaches the new
course, the deviation bar will
swing towards the center and
the angle of intercept will
decrease.

10
 I OOl ,t /

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3. 4. 5.
Turn to Intercept When the dev1at1on bar is cen- About midway between Napo-
a Victor Airway tered and aligned with the leon and Columbia {CBI), you
The " TO " indicator star ts to course arrow, you are on switch to the CBI VOA and the
swing to "FROM" as you fly course. Nottce that correction TO/FROM 1nd1cator 1mmed1-
over the Napoleon VORTAC for wind d rift- in this case. a ately swings to "TO". Also note
sta tion. At this time, set the 080° heading on a 088° the course arrow should be
selected course pointer on the course- is completely au- moved from 088° to 090°,
V-12 course of 088 °. tomatic as long as you keep the which is the V-12 inbound
As you begin your left turn deviation bar centered. course to CBI.
to track V-12, notice that the
Kl 525A PNI continuously dis·
plays an accurate picture of the
relationship between your air-
craft and the ANX 008 ° radial.
Once again, you can make
a precise, coordinatee course
interception by adjusting your
heading to keep the top of the
deviation bar touching the lub·
ber line.
11
!
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MAllSVllll
HLV ..::_ 114.:2
Chan 89
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122 ..J!i i<L. ,n

6. 7.
As you fly over the Columbia Near the Heman intersection
station, the TO/FROM indicator you switch to Foristell VORTAC
changes to "FROM". Since the and move the course arrow to
outbound course for V-12 from 100~ wh ich is the V-12 inbound
Columbia to Foristell (FTZ) is course to FTZ. The TO/ FROM
098°, you now set the selected indicator changes to " TO".
course pointer on 098° and fly
to keep the deviation bar cen-
tered.

12
,y NOTAM
'-~....-:.,,.11\.,.--•••"•••--.JI
AN SAS CITY
.ENl ER FSS ...... "'
l ft¥1NAL CQNTIIK>l, AIIIICA I I
•C.1 10NS ro ..,,.,. ,.1,.,Q ... t to A""D C,V/( M f MORIA
)IN G eooo , lti' ,, • • ST 1...ou•s (VM :-:·= · 26 ,
l RM!NAL A"CA (, HAM 0 "
IPRI AT E lll'U ■ \. ICA tlONS , o.- ou~u. s
f lDELI T~ C Ofrrff•OL lON &
€FF<cnvc
LIMESTONE 11 00 04 0021
lM :;.; 3 38 \,, (, . ,< Mrm
? ) AA l 6S

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L, ,
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f .._

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- ~ IIH -1 .. ♦ -1 ~- -
• I .,_
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I I',

8. 9. 10.
Airway Interception As you cross the Foristell VOR- You are now established on
Your clearance is V-12 to Foris- TAC, the deviation bar will align V-14, flying to the STL VORTAC
tell, then V-14 to the St. Louis with the course arrow. Now set Once again, if you fly to keep
(STL) VORTAC, direct Lambert the heading bug to 061° and the deviation bar centered,
Field . Approaching the FTZ turn left to follow V-14 to the STL correction for wind drift will au-
station, the heading bug is on VORTAC. tomatically be accomplished.
100• as a reference for the V-12
course or as heading com-
mand for the autopilot, if used. NOTE: For system limitations
Select the St. Louis VORTAC on refer to your Flight Manual
the NAV receiver and set the Supplement.
course pointer on the STL 061°
course.

13
 Holding
Pattern

1. Approaching the STL VORTAC, the con- 2. Halfway through the outbound turn, the
troller asks you to hold southwest of the Kf 525A display shows the deviation bar
VORTAC on the 244° radial, right turns. You behind the symbolic aircraft. You know,
are now over the station with a 064° course therefore, that you must eventually fly back to
selected (the TO/FROM indicator has swung the radial in order to be on course during the
to · FROM"). Set your heading bug to the re- inbound leg of the holding pattern.
ciprocal or outbound heading of 244° ror
easy reference and begin your right turn
holding pattern.

3. Outbound, you are using the heading bug 4. Halfway through your turn to the inbound
as a reference for 244°. The 244° radial is off 064° course, the Kl 525A shows the symbolic
the right wing and parallel to your outbound aircraft approaching the deviation bar al a
course. right angle. By keeping the top or the devia-
tion 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.

14
 ILS Approach-
Front Course

1. You are vectored from the holding pattern 2. Capturing the ILS course can be accom-
to the 13-mile DME arc. The aircraft is turning, plished without overshooting or bracketing
with the heading bug set on 170° to intercept with the same technique you used in inter-
the Local izer. You have already set the cepting an enroute course: Simply keep the
selected course pointer on the inbound ILS top of the deviation bar on the lubber line and
course 130° and the Kl 525A shows the Lo- coordinate your turn until the bar is centered
calizer course is directly ahead. The Glide- with the course arrow. Each dot on the LOC
slope pointers came into view when the IL$ deviation scale represents 1/2° deviation
frequency was tuned, since a usable Glide- when tuned to an ILS frequency.
s/ope signal is being received.

3. The Kl 525A shows you that you have in- 4. You are now centered on the Localizer and
tercepted the Localizer course. The Glide- the Glideslope. Once again, the Kl 525A
slope pointers have started to center, al- shows your aircraft is crabbed about 005° to
though the display indicates your aircraft is the right to maintain the Localizer course.
still below the glidepath at this point.
NOTE: For system limitations refer to your
Flight Manual Supplement.

15
 LOC Approach-
Back Course
If a back course approach 1s
requ ired, it can be accom-
plished as easlly as a front
course approach The course
arrow should always be set on
the front course inbound Lo-
calizer course This will result 1n
conventional pictorial devia•
lion sensing even on back
course The Kl 525A display
gives you an accurate picture
of where you are at al times
dunng the approach and the
procedure turn

.aJ•t
... \ 1 ~-'.
....
,.; ,..
~~

- --_a ... ... t::-

• -:..,; 41-, •

- :/ , \ · , C,

1. You are outbound on the back Localizer 2. During the procedure turn outbound, the
course, having already set the course pointer deviation bar shows pictorially that the air-
to the inbound front course at 238°. The head- craft (as represented by the symbolic aircraft
ing bug is preset at 193° for the procedure in the center of the Kl 525A) is flyin~ away
turn. (Since there is usually no Glideslope from the Localizer centerline at a 45 angle
signal on a back course. the Glideslope when the heading marker is under the lubber
pointers are out of sight.) line. Note that left-riQht deviations of the
course bar give "fly-to indicators, just as on
the front cou rse.

3. Now you've reset the heading marker to 4. You have smoothly intercepted the back
013° and made a 180° turn to this heading. course. Since the course arrow is set on the
This 013° heading will intercept the back front course {238°). the Kl 525A shows a true
course. The Kl 525A clearly pictures the picture of the situation . . flying inbound on
course you are to intercept and the angle of the back course. You may reset the heading
interception. marker to 058° for easy reference.

NOTE: For system limitations refer to your

Flight Manual Supplement.

16
THIS IS THE COMPLETE
KCS SSA SYSTEM.

The Kl 525A Pictorial Navigation Indicator 1s

the panel display for the KCS 55A Compass
System It combines the functions of the
standard directional ~yro and the VOR/
LOC/Glideslope deviation indicator.

The KG 102A Directional Gyro

provides the gyro-reference for
the system. Power may be from The KMT 112 Magnetic Slaving
either 14 or 28 volts DC Re- Transm11ter senses the direc-
mote mounted. tion of the earth's magnetic
held and continuously trans-
m11<; this information to correct
for gyro drift. Remote mounted
usually 1n a w1ngt1p.
+
,.. ,..
MAN CW

- ' :. ...:.
AUTO CCIV

The KA 51 B Slaving Control and

Compensator Unit is panel-
mounted. It provides selection
of "slaved gyro" modes for the
system and manual slaving
when the system is in "free
gyro" mode. The meter indi•
cates proper slaving operation.
14 and 28 volt lighting options
available.

17
 INTRODUCTION TO THE
KAP 200 AUTOPILOT SYSTEM

With this lower-cost KAP 200 control system option,

King offers you basic Autopilot-only flight capability.
An air driven, panel-mounted KG 258 Vertical
Gyro replaces the V-bar Flight Command Indicator in
this system. There are no Flight Director "V-bar" com-
puted commands or "Go-Around" modes.
A KC 292 Mode Controller replaces the KC 290
used in the KFC 200 System. The KC 292 has a servo
trim indicator in place of the KC 290's Flight Director
button.
When there is no mode selected and the auto-
pilot is engaged, the basic Autopilot mode is wings
level and pitch attitude hold. All the modes described
for the KFC 200, with the exception of GO-AROUND,
are included in the KAP 200 system.
Thus, with the exceptions of the Flight Director
and GO-AROUND mode, the affordable KlNG KAP 200
system retains the most desirable features of the
KFC 200 system. These include Pictorial Navigation
Indicator, complete mode annunciation and workload
reducing operational modes.
18
KAP 200 System
Panel Checklist:
The KA 285 Mode Annunciator Panel tells the

I
pilot when his selected mode has been re-
ceived and accepted by the Autopilot flight
computer, and, if an ·armed" mode has been HOG APPi! CPI O GS
selected, it notifies the pilot when capture
has been initiated. Integral marker beacon 0 0 0
lights and trim failure warning are also
included.

The KG 258 Vertical Gyro is a standard air•

driven attitude reference indicator styled to
match Silver Crown avionics. The KG 258
features a prominently -placed DH (Decision
Height) annunciator light for use with the air-
craft's radar altimeter.

The Kl 525A Pictorial Navigation Indicator

was described on pages 5 and 6.

The KC 292 Mode Controller is used to turn HOG TRIM Al T

on the Autopilot system and to select all t:,'-=
operating modes. A solenoid-held switch 0~ '
engages the Autopilot, and five pushbutton
switches are used to select the desired NAV BC APPR
modes. A vertical trim rocker switch, servo
trim indicator, and preflight test button are
also contained in this unit.

19
 INTRODUCTION TO
THEKFC200
FLIGhtili CONilROL SYSTEM

The TSO'd King KFC 200 Flight Director/Autopilot is a

complete 2-axis (pitch and roll with altitude hold) inte-
grated system with professional 3 -inch Flight Director
displays. An optional 3-axis configuration with yaw
damper mode is available for some aircraft at slightly
higher cost.
The basic 2-axis system provides all standard
operating modes and functions, plus important pilot-
oriented features usually found only in larger, more
expensive equipment.
The "brain" behind this whole system is the
solid-state KC 295 Flight Computer. It provides com-
puted pitch and roll commands which are displayed as
visual guidance commands on the V-bar of the Kl 256
Flight Command Indicator.
Electric trim is also provided, along with an auto-
matic autopilot trim system.
20
KFC 200 System
Panel Checklist: HOG APPH CPI U GS GA

Th e KA 285 An nunciator Panel annunciates

all vertical and lateral Flight Director/Auto·
pilot system modes, including all " armed"
modes prior to capture. It tells lhe pilot when
his selected mode has been received and ac•
cepted by the system and if an " armed" mode
is selected when capture has been initiated. It
also has integral marker beacon lights and
trim failure warning.

The Kl 256 Flight Command Indicator (FCI)

displays the lollowing information.
Pitch and roll attitude
Pitch and roll commands
DH (Decision Height) annunciation
when used with radar altimeter
The Kl 256 FCI contains an air driven vertical
gyro Eng1ne(s) must be running, pressure
system operating and gyro up to speed be-
lore system wi ll operate.

' '- ~• i', r/~

r -/> "_
f . :_
GS
The Kl 525A Pictorial Navigation Indicator GS ? '.,, -
displays constantly slaved gyro magnetic
heading 1nlormahon, along with VOR/LOC/
- J'~
- ,,,,, I Cl' -
RNAV course deviation and Glideslope de-
viation indications. (See pages 5 and 6.) -=~ ,,, ~. . -
-,, &>.A
,, r; -
,, '/ I
,6,~Al ,i ' \
''
,(\, '

1 I I I

The KC 290 Mode Controller contains six

pushbutton swi tches lor turning on the Flight
Director and selection of all FD modes; a
solenoid-held switch lor Autopilot engage-
ment; a vertical tnm rocker switch and a pre-
llight test button.

The KC 291 Yaw Mode Controller Is installed

adjacent and to the right of the KC 290 Mode
Controller when the optional yaw (rudder)
axis 1s included in lhe KFC 200 system. The
yaw axis is wired so thal It automatically en-
gages when the Autop1I01 1s engaged Dis•
engagement of the yaw damper is accom-
plished by pushing the button on lhe KC 291
or the A /P disconnect on lhe control wheel

21
KFC 200 Control System Components
VOR/LOC/ RNAV Deviation

Pitch Attitude/ KC 295 Flight Computer

Roll Attitude Contains :
Logic & Analog Summing
Altitude Sensor
Trim/Pitch/ Roll
Pitch Command/ Servo Amplifiers
Roll Command Power Supply

Kl 256 Flight
Command Indicator
Heading Select or
I ) "- Course Datum
I . ,. , ' ' . \
I\ _: ~ ·· ; . '. "-.. : \
~ .
(~ ~q. I I
, . ~- :-

•
~. • rJ
Kl 525A Pictorial
Navigation Indicator KC 290
Mode Controller itch Trim

1•
KG 102A KMT 112 ;~~;~:i~~ 276
Slaved DG Flux
Detector

◄
KA51B
Slaving
Accessory
lStatic
Pitch
Servo/ Mount
Pressure KS 270/A/ KM 275

-
Control
Manual Wheel Steering
Electric Trim Roll
Go-Around Servo/ Mount
on Throttle KS 271 /A/KM 275
Autopilot
Disconnect/
Trim Interrupt (this is a 2-axis system)

3rd axis system

KC 291
Yaw
Controller
I
l
KRG 331 KC296
Rate Gyro Yaw Yaw Servo/Mount
Mount Computer KS 271 /AI KM 275

22
KFC 200 System Integration
The adjacent system diagram shows tained in the Flight Computer ~~
the components of the KFC 200 integrated the aileron, e l e v a t ~ o r tnm com-
Flight Control System and theirrelationships. mands ~ t o p i l o t . An optional yaw
The system has a number of inputi;_arid ---ehartnel is available, but it is independent
outputs: Sensor output shown in red; Com- of pitch and roll commands.
putation input shown in blue; Display out- Using the same pitch and roll com-
puts shown in orange; Aircraft control mands for Flight Director and Autopilot pro-
shown in g reen. All sensor information vides totally consistent Flight Director
(pitch and roll reference; Heading error or steering command and Autopi lot control.
course datum; RNAV/VOR/LOC/GS de- There is no disagreement in computation.
viation and flags ; Marker receiver and The Autopilot simply converts the pitch and
static pressure (altitude) is fed into the roll steering commands from the Flight
KC 295 Flight Computer. Computer, displayed on the V-bar in the
The Flight Computer computes roll and FCI, into the required elevator and aileron
pitch steering commands. These two com- position commands.
Full integration of Flight Director and
mands ar~ routed to the Kl 256 Flight Com- Autopilot allows the pilot to delegate the
mand Indicator, where they are displayed
on the V-bar as visual guidance commands. manual effort of flying the aircraft to the
Autopilot while monitoring its activity with
These steering commands are also fed to
the Autopilot computation circuits con- the Flight Director.

Modes of Operation Flight Director System

Heading (HDG) Right Di rector (FD) Altitude Hold (ALT)

\ I
Vertical Trim
(Pi tch At1ltudel -
"' HDG FD ALT

- Autopilot (AP)
Altitude)
NAV BC APPR

Navigate (N ~
(VOR/RNAV) I
REV LOC (BC)
" " App roach (APPR)
(ILS, VOR or RNAV)

Flight Director Mode Flight Director Guidance

and Command to Autopilot

Attitude Reference - - - - - -- - - Power on and no modes selected. FCI

displays aircraft attitude and PNI dis-
plays aircraft heading. Command V-bar
is biased out of view. Aircraft engine must
be running for pressure to be applied to
FCI attitude gyro.

Flight Director (FD) - - -- - - - - - Command V-bar will appear and com-

mand wings level and pitch attitude of the
aircraft at the time of mode selection.

23
 Heading {HOG) - -- - - - - -- - Select desired heading on PNI, then se-
lect HOG mode and the system will
command the necessary bank to turn to
and maintain the selected heading.
Navigate (NAV) (VOA/ANAV) - - -- - - Bank command to capture and track a
selected VOA or ANAV course.
App roach (APPA) - - - -- - -- - - Bank and pitch commands to capture
{ILS, VOA or ANAV) and track LOC and Glideslope for pre-
cision approaches ... bank command
to capture and track VOA and ANAV
courses for non-precision approaches.
Reverse Localizer (BC1-- -- - - -- Bank command to capture and track a
reverse LOC course .. . Glideslope is
locked out.

ARM-- - -- - -- - -- - ----Standby mode to compute automatic

capture point for NAV, APPA or BC.

CPLu--- - -- -- - - -- - - - A c tive mode for NAV, APPR or BC.

Go Around (GA) Wings level and pitch up command to

proper missed approach climb attitude.
Altitude Hold (ALn - - -- - - - - Pitch command to maintain engaged
altitude.

Vertical Trim--- - -- -- - ----Pitch command to adjust altitude at 500

fpm while in Alt. Hold; or pitch attitude at a
rate ol 1 deg/sec when not in Alt. Hold.
Autopilot (AP) Engage--- - - -- - -- Aircralt control surfaces (ailerons and
elevators) smoothly respond to all se-
lected Flight Director mode commands
with automatic pitch trim. Engages Yaw
Damper if present.
Pitch Synchronize/• - -- - - -- - - -Manual Flight maneuvering withou t the
Control Wheel Steering need to disengage and reengage the
Autopilot/Flight Director and Autopilot;
Synchronizes the pitch axis.

Yaw Damper (YD) Engage-- -- - -- System senses motion around yaw axis,
(optional system) and automatically moves rudder to op-
pose yaw.

Pilch Sync/
Control Wheel
Steering Go Around
on Throttle

Typical Control Wheel Switch Arrangements

24
 ,, • I I I I f I I I I -- - .
. ·; , _,_
- , (~_iii "t: ·.

...
I ''
0 0 •
-·--

'I I! I
ff0·11
11 l1

Operating the KFC 200 System

There are eleven (11) modes of opera- along his flight sequence without the in·
tion that are provided by the KFC 200 sys- convenience of having to manually cancel
tem to offer the pilot Flight Director/Autopilot modes. For example, if in NAV CPLD mode,
commands in response to his selection of selection of Heading will automatically
desired modes on the Mode Controller. cancel NAV.
Most of these modes are activated by The Basic Mode of System Operation
pushbutton switches on the Mode Control·
ler. These pushbuttons operate with alter- The system will be in the Basic Attitude
nate action. The first depression of the Reference or "Gyro" mode with engine run•
pushbulton activates a mode ; the second ning and aircraft "power on," but no modes
depression cancels it, if it has not already selected (Annunciator Panel blank). This
been automatically deactivated. Annuncia- provides indication of aircraft heading on
tion of the mode selected appears on the the Pictorial Navigation Indicator, and roll
annunciator panel. and pitch altitude on the Flight Command
Any operating mode not compatible indicator. The FCt Command V-bar is biased
with a newly-selected mode will be auto• out of view.
matically cancelled in favor of the pilot's NOTE: For system limitations refer to your
latest selection. This lets the pilot advance Flight Manual Supplement.

25
 l■I
System Safety is Assured by Integrity Monitors.

The KFC 200 monitors the validity of the warnings : A HOG flag indicates that the com-
system sensors and the Flight Computer to pass information is not reliable. A NAV llag
alert the pilot when sensor information is indicates that a valid NAV Signal is not being
faulty and when the system cannot respond received.
correctly to command signals. When an ILS channel is selected on the
"Invalid" signals provide visual warning NAV receiver and a valid Glideslope signal
by means of the flags and annunciators. is received, the Glidestope pointers will drop
" Invalid" NAV signals are also routed to the into view. Glideslope coupling usually occurs
KFC 200 switching logic to "lock out" modes at Outer Marker, when the Glideslope is in-
which will not operate reliably. 1ercepted and APPR CPLD. 11, after GS coup-
Most failures in the slaved compass sys• ling, the GS pointers disappear, the system
tern would be annunciated by a HDG flag and will flash the GS Annunciator and revert from
the system would not allow selection of the GS back to Pitch Attitude Hold. If the GS
Heading mode. pointers return into view the system will
The illustrations above show the KFC 200 rever t back to GS coupled. The NAV warning
Flight Director cockpit displays with all warn• flag indicates an invalid Localizer but has no
1ng llags 1n view. effect on Glideslope operation.
Flight Command Indicator warnings : The Trim warning light in lhe lower
Flight Director (FD) Command V·bar will bias righl corner of the Annunciator Panel will light
out of view whenever the FD mode is not when an Autotrim failure occurs or when the
selected; when FD internal power is inade• trim breaker is pulled It will also flash at least
quate and when gyro excitation 1ntormat1on four times when the TEST switch on the
IS invalid. Mode Controller is depressed.
The Pictorial Navigation Indicator

26
 I .,
~.J. •L &1 ..:.:,.

\,., h" ~

Preflight Test Determines, Before Takeoff,

tha1 the System is Operating Normally.
With power on, all circuit breakers in, you should observe the elevator trim wheel
and engine running, allow 3 minutes tor the turning in the direction commanded.
gyros to come up to speed. Re-synchronize the FD for wings level by
Check the slaving switch position on the using the CWS button, then command nose
KA 518 Slaving Meter, making sure you are down with FD Vertical Trim control. After 3
In slaved gyro mode, and compare the com- seconds you should again observe the
pass card on the Kl 525A with your magnetic elevator trim wheel turning in the direction
compass. (See your KCS 55A Pilot Guide for commanded. Re-sync the FD.
more detailed in formation.) Now set the heading bug under the lub-
With no modes engaged, depress the ber line on your PNI and engage HOG SEL
Preflight Test button on the Mode Controller. mode. Move the heading bug to the right and
All modes will be annunciated on the Annun- to the left and observe if the controls operate
ciator Panel, including Marker lights, and the as commanded.
red Autotrim light will flash. Al least four Disengage the AP and check aircraft
flashes are needed to indicate proper Auto· manual pitch trim. Set trim to takeoff posi-
trim monitor operation. tion . This concludes the preflight test.
The pilot first engages the Flight Director.
either by depressing the FD button or Pitch IMPORTANT· This Pilot Guide provides a
Sync (CWS) button. This will synchronize the general descr1pt1on of the vanous opera
Command Bars with the existing aircraft pitch ltonal characteristics of the KFC 200 Flight
and command wings level. Next, engage the Control System However operation or the
Autopilot and apply force to the controls system should not be attempted w1thouI hrst
to determine if the Autopilot can be over- revIewIng your FM Approved Aircraft Flight
powered. Manual Supplement for complete system
NOTE: The Autopilot will not engage when familiarization
the Flight Director is not operating. Pertinent lim1tat1ons. procedures and
To confirm proper operation of all servos warning statements from your aircraft Flight
(except Yaw Damper), synchronize the Flight Manual Supplement are contained In this
Director for wings level. Command nose up Pilot's Guide
with FD Vertical Trim control. After 3 seconds

27
 FLIGHT DIRECTOR Mode (FD)

The Flight Director mode 1s activated by

depressing the "FD" button on the Mode
Controller.
The FCI Command V-bar will appear
and provide the pilot with steering com-
mands to maintain wings level and the pitch
attitude that existed at the time ot Flight Di-
ON HOG FD ALT ..a.e.. rector engagement. To fly the Command
V-bar, the pilot will bank and pitch the aircraft
ON
to put the orange delta wing "aircraft" into the
V-bar. The command 1s satisfied when the
V-bar aligns symmetrically at the top of the
NAV BC APPR orange delta wing,
Off If pitch attitude Is changed. recycling
,11~t . IUf
the FD button will synchronize the Com-
UP mand V-bar to the new pitch attitude
If a change only in the commanded pitch
attitude is desired. the Control Wheel Steer-
ing (CWS) button installed on the pilot's con-
trol wheel allows the pilot to synchronize the
Command V-bar (in the FD mode with Au-
topilot disengaged) without removing his
hand lrom the control wheel.
The Fltght Dtrector can also be activated
by direct selection of any specific mode.
which will activate the Command V-bar Such
selection will illuminate both FD and the ap-
propriate annunciator mode
Special note: The FD mode must be acti-
vated before the Autopilot can be engaged.
The Verttcal Trim sw11ch may be used to
ad1ust the selected pitch attitude up or down
at 1 deg/second

AUTOPILOT ENGAGEMENT (AP)

The Autopilot 1s engaged by moving the
solenoid-held AP sw11ch on the Mode Con-
troller to the "ON" posI1ton
CAUTION Prior to Autopilot engagement
the pilot should make sure the V-bar com-
mands are sat1sl1ed This will prevent any
rapid changes In the aircraft's flight path
when the Autopilot 1s engaged
The Autopilot provides two -axis (pitch
and roll) stab1lizat1on and automat,c elevator
1nm as well as automatic response to all
selected Fhght Director commands
lnstattat1on ol optional 3rd axis (rudder
command) will damp out yaw osc1lla1tons
and provide automatic turn coord1na1ton
Upon Autopilot disconnect. an Aural
Alerter will sound a Sonalert for 2 to 2½
CAUTION Overpowering the Autopilot In the seconds while the AP light on the Annun-
pitch axis 1n flight for periods of 3 seconds or ciator Panel !lashes.
more will result In the autotrim system operat
Ing 1n the direction to oppose the pilot and NOTE: For system limitations refer to your
will, the refore, cause an increase In the pitch Flight Manual Supplement.
overpower forces, and 1f Autopilot Is disen-
gaged, will result in a pitch trans ient control Attitude Gyro Operation Note: When shut-
force . Operation of the Autopilot on the ting down the aircraft lor short periods ol
ground may cause lhe autotnm to run be time, make sure the Attitude Gyro has com-
cause ol backforce generated by elevator pletely spun down before starting opera·
downspnngs or pilot induced forces lions again. Gyro spin down occurs when the

28
air supply cut off to the gyro and usually
takes about 10 minutes.
During Gyro spin down most gyros have a
tendency to " tilt" (precess) to one side. If the
air supply is reapplied to the gyro while in this
state, unusually slow gyro erection (leveling)
will occur. If aircra ft operations are initiated
before the gyro is fully erected, there is a
greater possibility that the gyro may tumble
causing loss of primary attitude information
from the Attitude Gyro.

HEADING SELECT/ PRESELECT

Mode (HOG)

Select a desired heading by pos11Ioning

the heading "bug " on the PNI Th is IS done
With the HOG knob on the PNI.
Depress the HOG button on the Mode
Controller to activate the HOG mode "HOG·
will light on the Annunciator Panel and a
computed. visually displayed bank com-
mand Is shown on the FCI Following this
bank command. the aircraft will bank and roll
out on the desired preselected head1nQ,
The Command V-bar on the FCI WIii de-
flect m the direchon of the shortest turn to
sal1sfy the commanded turn of the pre-
selec ted heading. The aircraft may be man-
ually banked to realign the V-bar and satisfy
the command or. 1f the Autopilot is engaged,
the airc raft will automatically bank. turn to.
rollout and hold the preselected heading As
the aircraft approaches the selected head-
ing the V-bar will command a rollout to w,ngs
level
With the HOG mode 1n operation. sub-
sequent.changes made in the heading "bug"
pos111on on the PNI will 1mmed1ately cause
the V-bar on the FCI to call for a turn to the
new heading, unless the HOG button on the
Mode Controller has been depressed again
to cancel the HOG mode.
The HOG mode is cancelled when NAV
or APPR coupling occurs. or when FD mode
button Is pushed to "OFF".

NOTE: For system limitations refer to your e.:'5 FD ALT

Flight Manual Supplement.

NAV BC APPR

29
 NAVIGATION (NAV ARM and NAV
CPLD) Mode
The NAV mode provides visual bank
commands on the Flight Command Indicator
and deviation guidance on the PNI to inter-
cept and track a VOR course or an RNAV
course.
Operation of the NAV mode requires the
pilot to:
1. Tune to the frequency of the selected
VOR (or VORTAC) station. For RNAV oper-
ation, set 1n waypoint distance and bearing
from the VORTAC station.
2. Set the PNI course pointer on the de-
sired course.
3. Establish angle of intercept by setting
heading "bug· and activate "HOG" mode.
4 . Depress the NAV button on the Mode
Controller.
When the " NAY" button on the Mode
Controller is depressed, "NAV/ARM" will be
lighted on the Annu nciator Panel and the
automatic capture circuit is armed. Heading
select, if operatng, is retained until capture
occurs.
The VOA or ANAV ·course-capture·
point is variable to prevent overshoot and
depends on angle of intercept and the rate
the course deviation i s changing. Upon cap -
ture. a bank command will be displayed on
the FCI; the HOG, if on, will be cancelled and
"NAV/CPLD• will be lighted on the Annun-
ciator Panel.
The pilot can manually bank the aircraft
to satisfy the command display which will call
for a rollout to wings level when on course
centerline to track the course. Crosswind
compensation is provided in the "track"
state.
If the NAV mode is selected with the air-
craft level within ± 4° of bank and within three
dots of course deviation. NAV/ARM will be
bypassed and NAV/CPLD will engage di-
rectly.
If the Autopilot is engaged, the aircraft
will bank to satisfy the command display and
rollout on course automatically.
Upon station (or waypo1nt) passage, an
outbound course other than the inbound re-
ciprocal can be selected by resetting the
NAV course arrow on the PNI. This will cause
an immediate V-bar deflection on the FCI di-
recting a turn to the new course.
The NAV mode is cancelled by depres-
sing the NAV button, or selecting HOG (when
in NAV coupled) or APPR modes, or pushing
FD to "OFF". Going back to HOG while adjust-
ing OBS is desirable.

NOTE: Operation of the Marker Test function

of the marker beacon receiver after AP-
PROACH CPLD will reduce the Flight Control
system gains. If this should occur, the AP-
PROACH mode should be recycled.

30
APPROACH (APPR/ARM and
APPR/CPLD, GS/CPLO) Mode fO ARM

HOG APPR
The APPR mode provides visual roll and
pitch commands on the FCI V-bar to capture
and track precision ILS (LOG and Glide-
slope) beams, or non-precision VOA or
RNAV radials Lateral and vertical deviation
can be monitored on the PNI.
Operation of the APPR mode requires
the pilot to:
1. Set the NAV receiver frequency.
2. Set the PNI course pointer to the in-
bound runway heading or the front
course in case or ILS precision ap-
proach. Do this even on back course
approach.
3. Set the HOG SEL "bug•· on the PNI to
the desired intercept angle and activate
"HOG" mode.
4. Depress the "APPA" button on the
mode controller.
The automatic APPA capture function
will be immediately armed. "ArrrnAnM" will
be lighted on the Mode Annunciator Panel.
In APPA/AAM mode. prior to capture.
HOG is retained to allow the pilot to adjust
heading to Approach Control vectoring in•
st ructions.
The LOG beam or VOA/ANAV "capture•
point will vary. depending on angle of inter·
cept and rate or change or deviation indica•
tion. Upon capture, a bank command will be
introduced on the FCI, the existing headin~
mode will be cancelled and "APPA/CPLD
will be lighted on the Annunciator Panel.
The pilot may manually bank the aircraft
to satisfy the command display, which will
command a rollout to wings level when the
aircraft is on course . Automatic crosswind
compensation wilf provide prec,se tracking.
VOA/LOG deviation IS shown on the PNI. and
actual crab angle will be shown by offset of HOG FD ALT
the course arrow from the lubber line.
Throughout APPA mode operallon LOC
and Glideslope deviation or VOA/ANAV de-
viation are displayed on the PNI. NAY BC APPR
If the Autopilot is engaged during opera-
tion in the APPR mode. automatic steering
response will follow the command display on
the FCI.
The Glideslope mode Is armed for au-
tomatic captu re ii LOG lront course capture
has occurred. Automatic Glldeslope capture
occurs as the aircraft approaches the glide
path from above or below.
Upon interception or the Glideslope, not established.
capture occurs and "GS" is lighted on the During VOA or ANAV approches. Glide•
Annunciator Panel. A smooth capture pitch slope capture will not occur because the NAV
command 1s displayed by the Command receiver is channeled to a VOA station, not
V-bar. The pilot (or Autopilot) controls the air- an ILS, and this locks out the Glideslope
craft to satisfy the Command V-bar. Slewing function.
ALT at time of GS centering will inhibit GS APPR/CPLD mode is cancelled by selec-
capture . tion of HOG, NAV. or Go-Around modes . ..
Upon GS capture, the ALT HOLD mode or pushing FD or APPA to "OFF "
(ii active) is cancelled. However, ALT HOLD
may be manually reselected to maintain alti- NOTE: For system limitations refer to your
tude upon reaching MDA ii visual contact is Flight Manual Supplement.

31
 - - -~----- _J BACK COURSE (BC) Mode

C CPL □

----
Whenever a LOC or ILS lrequency is
selected, the BC mode may be activated by
depressing the BC button on the Mode Con·
!roller, after selecting APPR. When in BC
mode and Localizer capture occurs, the
system will turn and track outbound on the
lront course or inbound on the back course.
" BC" is lighted on the Annunciator Panel.
Operation on BC is identical to front
course operation, except that automatic
Glideslope capture is " locked out" by the
switching circuitry. Localizer deviation on PNI
will have the proper sensing if the front in-
bound Localizer course was set on the PNI.

GO-AROUND Mode

The Go-Around mode is primarily de-

signed to assist the pilot in establishing the
proper pitch attitude under missed-approach
conditions. The Go-Around switch is located
on the throttle lever for pilot convenience
when applying climb-out power.
Depression of the Go-Around switch dur-
ing an approach cancels the existing Flight
Director modes and engages the Go-Around
(GA) mode while also disengaging the
Autopilot, if It is engaged ' . A wings-level and
pitch-up command is displayed by the FCI and
"GA" is lighted on the Annunciator Panel. The
magnitude of the pitch-up command is set to
match Flight Manual criteria for each aircralt
model.
Go-Around may be cancelled by use of
Vertical Trim, Altitude Hold mode, Control
Wheel Steering mode or by turning off the
Flight Director.
• Some airplanes are certified with the
Autopilot remaining engaged when GA is
selected.

OPTIONAL ALTITUDE SELECT

(ALT ARM) Mode

This mode allows the pilot to select an

altitude and, upon approaching that selected
altitude, obtain an automatic visual pitch com·
mand on the FCI to capture and hold the pre·
selected altitude. To operate in this mode the
pilot must:
1. Set the desired altitude into the " selected
altitude" window of the KAS 297 Altitude
Selector.
2. Establish a climb or descent as appro-
priate.
3. Depress the ARM button on the Altitude
Selector. This may be done at any lime dur-
ing the climb or descent before the selected
altitude has been attained. "ARM" will light
on the Altitude Selector.
4. The Altitude "ALERT" annunciator in the
KAS 297 will illuminate 1,000 ft . prior to
reaching selected altitude and will cancel
at 300 ft. prior. An aural tone will sound
upon reaching altitude.

32
 As the aircraft approaches the selected
altitude, an " adaptive" pitch rate command
will automatically guide the pilot through it at a
low rate. As the aircraft reaches the selected
altitude, ALT HOLD will automatically engage,
"ALT " will light on the Annunciator Panel and
" ARM" will disappear on the KAS 297. The
command bars on the FCI will call for level
flight at the selected altitude. ff autopilot is
engaged, the system will perform the required
maneuvers.
ALT ARM is disengaged by depressing
the ALT ARM button, by engaging ALT HOLD,
by GS capture, or selecting FLT DIR to OFF.

ALTITUDE HOLD (ALT HOLD) Mode

This mode will cause a computed visual

pitch command on the FCI command bars to
hold the aircraft at the pressure altitude ex-
isting at the time it was activated.
The mode is activated either automa-
llcally by the ALT ARM function, or manually
by depressing the ALT button on the Mode
Controller.
If the autopilot is engaged. 1t will auto·
matically hold the aircraft at that altitude.
The Vertical Trim switch may be used to
adjust the selected altitude up or down at a
constant rate of 600 fpm without disengaging
the mode. This enables the pilot to conveniently
adjust the aircraft altitude to match resetting
of the altimeter, or to make short descent
segments during a nonprecision approach
The ALT HOLD mode is cancelled by
automatic Glideslope capture or selection of
ALT ARM, or GO-AROUND modes, or selec-
tion of FLT DIR to OFF.

MANUAL ELECTRIC TRIM

Manual Electric Trim switch on the yoke
automatically disengages the AP (roll and
pitch. but not yaw) in all installations. but will
not affect the FD.
Use of the AP DISC/TRIM INTERRUPT
switch on the control wheel will disengage
the AP. Yaw Damper and. in some inslalla•
lions, the Flight Director.
It is important that you consu lt the
Flight Manual Supplement for your par-
ticular aircraft for detailed instructions.
CONTROL WHEEL STEERING while Autopilot control functions and Pitch
(CWS) Mode Command and Altitude Hold modes are syn-
chronized so that. upon release of the CWS
When the Autopilot is engaged, Control mode button, the Autopilot will smoothly
Wheel Steering provides the pilot with the reassume control of the aircraft to the
capability for natural and convenient manual original lateral command and existing ver-
maneuvering of lhe aircraft without the need tical command.
to disengage and reengage the Autopilot, or Since all engaged modes remain coupled
reselect any modes of operation. (in synchronization) during operation of the
The CWS mode is engaged by contin· CWS mode, their annunciator lights will con·
uous pressure on the CWS button. normally linue to show on the Annunciator Panel. The
located on the lell-hand horn of the control CWS mode is not separalely annunciated.
wheel. Operation of the CWS button causes
immediate release of Autopilot servos and NOTE: For system limitations refer to
allows the pilot to assume manual control, your Flight Manual Supplement.

33
 -~--~-
E -- _)
\

; ~

1 ~
. . ~:__•.

1. The FD has been engaged. Takeoff is in 2. The aircraft is well oft the ground and
the GO-AROUND mode, activated by de- c limbing.
pressing the GO-AROUND button located The heading "bug" on the PNI is turned
on the throttle. "GO-AROUND" is lighted on to a desired heading and HOG mode has
the annunciator panel. Wings are com- been pushed on.
manded level and the nose up to the GO- The Flight Director has responded with
AROUND angle. Takeoff is on runway 35 the Command V-bar calling for a left turn to
as shown on the PNI. the 27Cf' heading and takeoff pitch attitude.
The aircraft has not yet responded to the
heading command but will as soon as the
Autopilot is engaged.
34
---------- 9 -----------·-~~
. . ~---

I
I~
I~
, ,I
,,
------

-".. " I

l "

(1'~,

\__ ,/
I

., • -1>
. i.
"'It• J ,

.' \

- -4 ' " · • -·. , , , "' -- I

( ···~ .
., ') ,~.. 11,, .,' . ,w,/
'---- .- ,'

3. With the Autopilot engaged, the aircraft is 4. Desired altitude has been reached, ALT
responding to the FCI commands with a left HOLD mode has been engaged and the air-
bank. Takeoff climb attitude continues. (Desir- craft has returned to level flight. The 270°
ed altitude may now be selected and armed heading has been acquired.
on the optional KAS 297 altitude selector.
Altitude alerting will be provided as you ap-
proach your selected altitude.)

35
 Outbound on front course 360°
for procedure turn
to ILS approach.

- 270°

1. In HOG SEL and ALT Hold mode on a LOC 2. When the computed capture point is
channel, the aircraft is heading 270° toward reached the APPR CPLD mode is auto-
the Localizer. The front inbound localizer matically activated and a left turn outbound
course of 58 • is selected. APPR mode and on the localizer is commanded by the FCI,
" BC" have been selected. The back course and is satisfied by the Autopi lot.
(BC) mode is selected to go outbound on the Note that the left-right deviations of the
front course. The capture point is now being bar give "fly-to" indications just as on the
computed, based on closure rate. front course inbound.

36
 ~~~/

t/1,--/+.---------------
~~
·- 0
~

L·-', .... · ·- - -:~. .

t• \
\
I & • - -_ •

--• /

-~-~
,__ '
~--
. : "'- - , , ·. I
~
.:.

. ·-
•.) ,'" t
,

• •• .•,
I
..·· '

\,. "
- :

-
:. '
1·

- ' ~ '· ){
3. During the procedure turn outbound the 4. Now you have reset the heading select bug
deviation bar shows pictorially that the to 103° and made a 180" turn to this heading.
aircraft is flying away from the Localizer This 103° heading will intercept the front
centerline at a 45° angle on a selected course. You must now reselect Approach
heading or 283°. mode by depressing the APPR button on the
Mode Controller. The PNI clearly pictures the
course you are to intercept and the angle of
interception. APPR ARM mode has been
selected so that automatic capture of the Lo-
calizer will occur.

37
 Front course ILS approach
with missed approach
and Go-Around.

(•1
/

', )
\.._ __ -_-_:~ - -
. -

r- l .•. .
, -.... , I· ·~ •
I
1
'
• ::: . ,. . • I

l ~

----
I . .:;.. • 1.
\ . I ... I, ',• ' /
~'

1. Continuing the maneuver on preceding 2. The Autopilot (or pilot) is following the
page, APPR coupling occurs and the Glide- Command V-bar on the FCI which command
slope mode is automatically armed. The the necessary heading to maintain on center-
Command V-bar will command a turn to the line of the Localizer. At the Outer Marker the
LOC course and the PNI shows your position Glideslope pointers are approximately at
1n relation to the LOC course. midpoint. Altitude Hold is automatically
disengaged and Glideslope capture occurs
when the airplance passes thru beam
center. The V-bar will command a descent
on the Glideslope and on Localizer.

38
 o ..#
,,,, s<o

/.
·'4---------- so·-
0

3. At the Middle Marker a missed approach is 4. The heading "bug" has been previously
executed by pressing the Go-Around button set to the missed approach heading, 90~
on the throttle as you increase power. This Activating the HOG mode will cause the
disengages the Autopilot and the FCI com· Command V-bar in the FCI to command a
mands the correct nose-up attitude and turn to that heading. Pitch-up altitude may
wings level. At the discretion of the pilot, the be adjusted from the Go-Around angle by
Autopilot may be reengaged to complete the using CWS or the Vertical Trim control on
missed approach. (Some airplanes are cer• the Autopilot controller, either of which
lilied with autopilot remaining engaged when terminates "GA" mode.
GA selected.)

39
RNAV Capture:

0 ~ 71<0
- - ~ - - - .. 80' -
--- --- --- ~ "'~
---
0
---

1. The aircraft is flying an OMNI airway in

HOG mode on a heading of ao•.

2. A waypoint has been established and the

RNAV computer Is in ENROUTE mode. A 112°
course 10 the waypoint has been selected
and NAV mode pushed "on" HOG and
NAV/ARM modes are activated for automatic
capture of the 112• course to the waypoint.
The capture rate is OON being computed based
on closure rate. The airplane must be headed
toward the selected course in order for
NAVICPLD to occur.

40
 ~
360 °

3. Capture sequence starts when NAV/CPLD

mode Is automatically engaged, cancelling
the NAV/ARM and HOG modes. The Com·
mand V-bar will call for a right bank which is
being satisfied by the Autopilot

4. The aircraft has completed Its turn to

the 112° course. A wind correction produces
an aircraft heading of 105°, displaying a
7° "crab" angle to maintain the t 12°course
41
 GENERAL EMERGENCY
PROCEDURES
1. Disengage AP/YAW Damp 4. Engine Failure In M ulti-engine Aircraft
a) Simultaneously regain control of aircraft (Coupled)
and hold down Autopilot Disconnect/ a) Simultaneously control aircraft and hold
Trim Interrupt button. down Autopilot Disconnect/Trim Inter•
b} Pull A/P circuit breaker. rupt button.
c) Release A/ P Disconnect/Trim b) Release button.
Interrupt button c) Follow basic Airplane Flight Manual
single engine procedures.
d) Airplane rudder and aileron axes should
be manually trimmed prior to engaging
2. The following conditions will cause AP to autopilot for single engine operations.
automatically disengage: ' CAUTION: Exact Emergency Proce-
a) External power failure. dures vary lrom aircraft to aircraft
b~ Actuating manual electric trim. because of differences 1n electncal
c Internal Flight Control System failure. systems, instrument arrangements
d With KCS SSA system a loss of compass and flight cha racteristics Consult
valid, (displaying HOG flag) disen- the Flight Man ual Supplement for
gages the AP and FD when a mode your particular aircraft for dela1leo
using Heading information is engaged. instructions on emergency procedures
With compass flag present, only FD and
vertical modes can be selected.

3. Manual Electric pitch trim can be disen-

gaged by: Press AP DISC/TRIM INTER-
RUPT switch and hold down until recovery
can be made. Then turn off AVIONICS
MASTER switch and manually retrim the
airplane using the manual trim control
wheel. After the airplane is trimmed out,
pull the (PITCH TRIM) breaker and turn the
AVIONICS MASTER switch back on.

V .

42
System Weight and Power Requirements

KFC 200 Flight Director/Autopilot KAP 200 Autopilot System

Components for 2-axis system: Components for 2-axis system:

KCS 55A Silver Crown Compass System KCS 55A Silver Crown Comoass System
Kl 256 3" Flight Command Indicator KG 258 Gyro, panel-mounted
KC 295 Flight Computer with Altitude KC 295 Fhght Computer with Adapter
Sensor Card
KS 270 Pitch Servo w/KM 275 KS 270 Pitch Servo w/KM 275
Mount/Capstan Mount/Capstan
KS 271 Aileron Servo w/KM 275 KS 271 Aileron Servo w/KM 275
Mount/Capstan Mount/Capstan
KA 285 Mode Annunciator KA 285 Mode Annunciator
KC 290 Mode Controller KC 292 Mode Controller
KS 272 Trim Servo w/KM 276 KS 272 Trim Servo w/KM 276
Mount/Capstan Mount/Capstan

TOTAL FOR 2-AXIS SYSTEM TOTAL FOR 2-AXIS SYSTEM

28.3 lbs. (12.9 kg) 14V/15.5 AMP 28.1 lbs. (12.9 kg) 14V/14.7 AMP
28V/9.5AMP 28V/8.7 AMP

Additional Components for 3-axis system: Additional Components for 3-axis system:
KS 271 Rudder Servo w/KM 275 KS 271 Rudder Servo w/KM 275
Mount/Capstan Mount/Capstan
KC 291 Yaw Controller KC 296 Yaw Computer
KC 296 Yaw Computer KRG 331 Yaw Rate Sensor
KRG 331 Yaw Rate Sensor
TOTAL FOR 3-AXIS SYSTEM
TOTAL FOR 3-AXIS SYSTEM 32.6 lbs. (14.9 kg) 14V/18.1 AMP
32.8 lbs. (15.0 kg) 14V/18.1 AMP 28V/11 .5 AMP
28V/11.5 AMP
The third axis may be installed with or w,thout
the KC 291 Yaw Mode Controller.

43
 King Warranty Service

Warranty service for your King KAP/KFC 200 Flight Control System is
available at hundreds of King Authorized Sales and Service Centers
throughout the world. These Authorized Service Centers are carefully
selected for their technical competence and total support capabilities.
Each is equipped with all the required test facilities and training to pro-
fessionally check and maintain your King avionics system. And they're
backed by a full staff of King field engineers and product specialists, on-
call to handle any service question that might arise.
Only these qualified King Sales and Service Centers are authorized
to perform a warranted installation of your King system ... or to provide
service under the King Warranty.
Upon completion of your aircraft's flight control installation, you
will be provided with a plastic warranty card which lists the model, serial
number and warranty expiration date for each unit of King equipment
installed.
This King warranty card system is honored by King Service
Centers throughout the world as unquestioned proof of your warranty
authorization. Keep your King Warranty Card in your airplane at all
times to verify your warranty status at any King Service Center. It's
your key to outstanding warranty service protection.

" .

•
Tomorrow's Avionics Today . .. from KING of course
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