Kap 140

KAP 140
Bendix/King® Autopilot System
Pilot’s Guide
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Copyright © 1998, 2002, 2005 Honeywell International Inc.

All rights reserved.
Reproduction of this publication or any portion thereof by any means without

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For further information contact Aerospace Technical Publications; Honeywell;
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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 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 1, April 2002
Part Number 006-18034-0000
This revision incorporates changes for software version 03/01.
R-3
Revision 0, June 1998
Part Number 006-18034-0000
This is the original version of this publication.
R-4
Table of Contents
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1
General Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2
KAP 140 Single Axis Autopilot System . . . . . . . . . . . . . . . . . . . . . . . . . . . .2
KAP 140 Two Axis Autopilot System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2
KAP 140 Two Axis/Altitude Preselect Autopilot System . . . . . . . . . . . . . . .2
System Integration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4
Power Application and Preflight Tests . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8
KAP 140 Single Axis Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9
System Operating Modes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .12
Wing Leveler (ROL) Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .12
Heading Select (HDG) Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .13
Navigation (NAV) Mode Using a DG from HDG Mode
(45° Intercept) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .14
Navigation (NAV) Mode Using a DG from ROL Mode
(All Angle Intercept) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .16
Approach (APR) Mode Using a DG from HDG Mode
(45° Intercept) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .20
Approach (APR) Mode Using a DG from ROL Mode
Approach (APR) Mode Using an HSI . . . . . . . . . . . . . . . . . . . . . . . . . . . . .24
Back Course (REV) Mode Using a DG from HDG Mode
(45° Intercept) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .26
Back Course (REV) Mode Using a DG from ROL Mode
Back Course (REV) Mode Using an HSI . . . . . . . . . . . . . . . . . . . . . . . . . .30
Operations With The KAP 140 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .32
Takeoff And Climb To Assigned Altitude . . . . . . . . . . . . . . . . . . . . . . . . . . .32
GPS Capture Using DG . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .34
GPS Capture Using HSI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .36
Outbound On Front Course For Procedure Turn To LOC Approach
Using DG . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .38
Outbound On Front Course For Procedure Turn To LOC Approach
Using HSI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .40
Front Course LOC Approach Using DG . . . . . . . . . . . . . . . . . . . . . . . . . . .42
Front Course LOC Approach Using HSI . . . . . . . . . . . . . . . . . . . . . . . . . .44
Outbound on GPS Approach Using DG . . . . . . . . . . . . . . . . . . . . . . . . . . .46
Outbound on GPS Approach Using HSI . . . . . . . . . . . . . . . . . . . . . . . . . . .48
Inbound on GPS Approach Using DG . . . . . . . . . . . . . . . . . . . . . . . . . . . . .50
Inbound on GPS Approach Using HSI . . . . . . . . . . . . . . . . . . . . . . . . . . . .52
KAP 140 Two Axis Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .55
Vertical Speed (VS) Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .58
Altitude Hold (ALT) Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .59
Rev. 0
Jun/98 KAP 140 AUTOPILOT SYSTEM i

Table of Contents

Outbound On Front Course For Procedure Turn To ILS Approach
Using DG . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .66
Using HSI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .68
Front Course ILS Approach Using DG . . . . . . . . . . . . . . . . . . . . . . . . . . . .70
Front Course ILS Approach Using HSI . . . . . . . . . . . . . . . . . . . . . . . . . . .72
Outbound on GPS Approach Using DG . . . . . . . . . . . . . . . . . . . . . . . . . . .74
Outbound on GPS Approach Using HSI . . . . . . . . . . . . . . . . . . . . . . . . . . .76
Inbound on GPS Approach Using DG . . . . . . . . . . . . . . . . . . . . . . . . . . . . .78
Inbound on GPS Approach Using HSI . . . . . . . . . . . . . . . . . . . . . . . . . . . .80
KAP 140 Two Axis with Altitude Preselect Operation . . . . . . . . . . . . . . . . .83
Vertical Speed (VS) Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .86
Altitude Hold (ALT) Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .87
Altitude Alerting and Preselect . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .88
Altitude Alerter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .88
Altimeter Setting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .88
Altitude Preselect . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .89
Voice Messaging . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .89
Using DG . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .96
Using HSI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .98
Front Course ILS Approach Using DG . . . . . . . . . . . . . . . . . . . . . . . . . . .100
Front Course ILS Approach Using HSI . . . . . . . . . . . . . . . . . . . . . . . . . .102
Outbound on GPS Approach Using DG . . . . . . . . . . . . . . . . . . . . . . . . . .104
Outbound on GPS Approach Using HSI . . . . . . . . . . . . . . . . . . . . . . . . . .106
Inbound on GPS Approach Using DG . . . . . . . . . . . . . . . . . . . . . . . . . . . .108
Inbound on GPS Approach Using HSI . . . . . . . . . . . . . . . . . . . . . . . . . . .110
KCS 55A Compass System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .113
KI 525A Indicator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .114
Description of Indicator and Display Functions . . . . . . . . . . . . . . . . . . . . . .114
Slaving Meter ( KA 51B) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .116
KMT 112 Magnetic Slaving Transmitter . . . . . . . . . . . . . . . . . . . . . . . . . . . .117
KG 102A Directional Gyro . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .117
Abnormal Circumstances . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .119
Flight Procedures with the KCS 55A . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .120
Abnormal Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .127
Autopilot Malfunction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .127
Rev. 0
ii KAP 140 AUTOPILOT SYSTEM Jun/98

Introduction
Introduction
The KAP 140 Autopilot System is a Internal monitors keep constant track
rate based digital autopilot system of the KAP 140’s status and provide
offering smooth performance and for automatic shutdown of the
enhanced features found only in autopilot or trim system in the event
more expensive autopilots. The first of a malfunction. In addition to relia-
of its type developed by Honeywell, bility, the KAP 140 is designed to be
this system brings digital technology easily maintained in the field.
and reliability into the light aircraft Qualified Honeywell Service Centers
cockpit. are located around the world to pro-
vide assistance whenever neces-
It is also significant that the KAP 140 sary.
series autopilots have been
designed from their inception to To fully realize the capability of your
interface with the Silver Crown pack- new panel mount digital autopilot
age of products. Consider the system, you must understand the
advantage of having your avionics performance capabilities and basic
working together as an integrated operational requirements of the sys-
system rather than as a group of tem. This pilot’s guide provides
components built by several manu- information to aid in this and is
factures. divided up into six sections. The first
section provides general familiariza-
Your new KAP 140 roll axis features tion of each autopilot system includ-
include wing leveler, heading select, ing the associated panel mounted
and VOR/LOC intercept and track- displays. The second section
ing. The KAP 140 can also be cou- describes the KAP 140 Single Axis
pled to GPS and RNAV receivers as Autopilot System. The third section
well. Roll rate information is derived describes the KAP 140 Two Axis
from the turn coordinator. Pitch axis Autopilot System. The fourth section
features include vertical speed, describes the KAP 140 Two
glideslope and altitude hold along Axis/Altitude Preselect Autopilot
with the optional altitude preselect. System. The fifth section describes
Pitch information is derived from a the optional KCS 55A slaved com-
pressure sensor and accelerometer. pass system. The Sixth section
The KAP 140 Autopilot System oper- describes abnormal procedures.
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.
Rev. 1
Apr/02 KAP 140 AUTOPILOT SYSTEM 1

Introduction
General Description
KAP 140 Single Axis KAP 140 Two Axis/Altitude
Autopilot System Preselect Autopilot System
The KAP 140 Single Axis system is The KAP 140 Two Axis system pro-
an entry level digital panel-mount vides both lateral and vertical modes
autopilot, offering lateral modes only with altitude preselect.
with an electric trim option.
D.C. ELEC. D.C. ELEC.
TURN COORDINATOR TURN COORDINATOR
L R L R
2 MIN. 2 MIN.
NO PITCH NO PITCH
INFORMATION INFORMATION
6 E 6 E
12 12
GS GS GS GS
3
3
15
15
N
N
S
S
33
33
21
21
30 24 30 24
W W
ı ı
G G
KAP 140 KFC 140 ARM BARO
UP
AP HDG NAV APR REV AP HDG NAV APR REV ALT DN
KAP 140 Two Axis

Autopilot System
The KAP 140 Two Axis system pro-
vides both lateral and vertical
modes.
D.C. ELEC.
TURN COORDINATOR
L R
2 MIN.
NO PITCH
INFORMATION
N 3
GS 33 GS
6
30
E
W
12
24
15
21 S
G
KAP 140
UP
AP HDG NAV APR REV ALT DN
Rev. 1
2 KAP 140 AUTOPILOT SYSTEM Apr/02

Introduction
KAP 140 KAP 140 KAP 140

Two Axis Alt. Two Axis Single Axis
Preselect
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 Standard (with Standard (with
DG or optional DG or optional DG or optional
HSI) HSI) HSI)
Auto 45-degree Intercept Standard Standard Standard
(with DG only) (with DG only) (with DG only)
TEST
Manual and Auto Trim Monitor Both Both Both
Acceleration Monitor Yes Yes
KAP 140 System Capabilities
Rev. 1

Introduction
System Integration
The individual system diagrams on

pages 5, 6, and 7 show the compo-
nents and their relationship in typical
KAP 140 Single Axis, KAP 140 Two
Axis, and KAP 140 Two Axis/Altitude
Preselect systems. The actual com-
ponents on individual systems may
vary slightly in order to optimize cer-
tification and installation require-
ments.
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.
Rev. 1

Introduction
Middle VOR/LOC/RNAV/ KC 140 Single Axis

Marker GPS Deviation Computer/Controller/
Annunciator
D.C. ELEC. contains computer
G
functions, mode
TURN COORDINATOR
KAP 140
TRIM control buttons,

L R AP HDG NAV APR REV
FAIL and annunciations
2 MIN.
NO PITCH
INFORMATION
in a single unit.
Turn Coordinator
AIR
N
33
N
3 KS 271C Roll Servo
33 3
N
30
TO
6
A
V
30
GS
W
E
W
FR
12
24
24
12
15
21 S 21 15
OBS S
PUSH ı
US
P
Directional Gyro KI 204 or other Course

Deviation Indicator
OR
KG102A
Slaved DG KS 272C Pitch Trim
GS
NAV
33
N HDG
3
GS
Servo (Optional)
6
30
305
KCS
E
W
ı
12
24
15
21 S
ı
Autopilot
KI 525A Pictorial KMT 112 Disconnect/
Navigation Indicator Flux Detector Trim Interrupt
(Optional)
- +
AUTO MAN
KCS 55A Slaved
Compass System CCW CW
(Optional)
KA 51B
Slaving Accessory
Control Manual
WheelSteering Electrical Trim
(Optional) (Optional)
KAP 140 Single Axis System Diagram

Rev. 1

Introduction
VOR/LOC/RNAV/ Static KC 140 Two Axis

GPS Deviation Pressure Computer/
Glideslope Middle Controller/
Deviation Marker Annunciator
contains computer
D.C. ELEC. functions, mode
G
control buttons,
TURN COORDINATOR KAP 140
TRIM and annunciations
DN
FAIL
L R AP HDG NAV APR REV ALT UP in a single unit.
2 MIN.
NO PITCH
INFORMATION
Also contains
static pressure
Turn Coordinator sensor and
accelerometer.
KS 271C Roll Servo

AIR
N
33 3
N
33 3
N
30
TO
6
A
V
30
GS
W
E
W
FR
12
24
24
12
15
21 S 21 15
OBS S
PUSH ı
US
P
Directional Gyro KI 204 or other Course KS 270C Pitch Servo

Deviation Indicator
(not included)
OR
KG102A KS 272C Pitch Trim Servo
Slaved DG
NAV HDG
N 3
33
GS GS
6
30
305
KCS
E
W
ı
12
24
15
21 S
KI 525A Pictorial KMT 112 Autopilot

Navigation Indicator Flux Detector Disconnect/
Trim Interrupt
- +
KCS 55A Slaved AUTO MAN
Compass System CCW CW
(Optional)
KA 51B
Slaving Accessory
Control Manual
(optional)
KAP 140 Two Axis System Diagram

Rev. 1

Introduction
VOR/LOC/
Baro RNAV/ Encoding
Setting GPS Altimeter KC 140 Two Axis with
Deviation Altitude Preselect
Glideslope Middle Static Computer/Controller/
Deviation Marker Pressure Annunciator
contains computer
D.C. ELEC. functions, mode
G
control buttons,
TURN COORDINATOR KFC 140 ARM BARO
TRIM and annunciations
UP
FAIL
L R AP HDG NAV APR REV ALT DN in a single unit. Also
2 MIN.
NO PITCH
INFORMATION
contains static pressure
sensor and accelerometer.
Turn Coordinator
KS 271C Roll Servo

AIR
N
33 3
N
33 3
N
30
TO
6
A
V
30
GS
W
E
W
FR
12
24
24
12
15
21 S 21 15
OBS S
PUSH ı
US
P
Directional Gyro KI 204 or other Course KS 270C Pitch Servo

Deviation Indicator
(not included)
OR
KG102A KS 272C Pitch Trim Servo
Slaved DG
NAV HDG
N 3
33
GS GS
6
30
305
KCS
E
W
ı
12
24
15
21 S
KI 525A Pictorial KMT 112 Autopilot

Navigation Indicator Flux Detector Disconnect/
Trim Interrupt
- +
AUTO MAN
KCS 55A Slaved

CCW CW
Compass System
(Optional)
KA 51B
Slaving Accessory
Control Manual
(optional)
KAP 140 Two Axis/Altitude Preselect System Diagram

Rev. 1

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 For two-axis units only:
upon power application to the com-
puter. This test is a sequence of NOTE: Following the preflight test,
internal checks that validate proper the red P warning on the face of the
system operation prior to allowing autopilot may illuminate indicating
autopilot engagement. The preflight that the pitch axis cannot be
test (PFT) sequence is indicated by engaged. This condition should be
“PFT” with an increasing number for temporary, lasting no more than 30
the sequence steps. Successful seconds. The P will extinguish and
completion of self test is identified by normal operation will be available.
all display segments being illumi-
nated (Display Test) and the discon-
NOTE: The red P warning may illu-
nect tone sounding.
minate when the autopilot is not
engaged. This can occur when
autopilot G limits have been
exceeded during turbulence or air-
craft 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 neces-
sary prior to autopilot engagement to
allow the pitch axis accelerometer
circuit to stabilize. Engagement prior
to stabilization may result in mildly
erratic pitch axis behavior.
Rev. 1

Single Axis Operation
KAP 140 Single Axis Operation

The KAP 140 is a high-performance digital, panel-mounted autopilot sys-
tem for light aircraft.
7 8
G
KAP 140
P R
AP HDG NAV APR REV
Single-axis Flight Control Computer
G
KAP 140
P R
AP HDG NAV APR REV
1 2 3 4 5 6
Full Single-axis KAP 140 Display

1. AUTOPILOT ENGAGE/DISEN- and maintain the heading selected
GAGE (AP) BUTTON - When by the heading bug on either the DG
pushed, engages autopilot if all logic or HSI. A new heading may be
conditions are met. The autopilot selected at any time and will result in
will engage in the basic roll (ROL) the airplane turning to the new head-
mode which functions as a wing lev- ing. Button can also be used to tog-
eler. When pressed again, will disen- gle between HDG and ROL modes.
gage the autopilot. For software ver- This button will engage the autopilot
sion 03/01 and later, the AP button in units with software prior to soft-
must be pressed and held for 0.25 ware version 03/01.
seconds to engage the autopilot.
4. NAVIGATION (NAV) MODE
2. ROLL AXIS (R) ANNUNCIATION SELECTOR BUTTON - When
- When illuminated, indicates failure pushed, will arm the navigation
of the roll axis and will disengage the mode. The mode provides auto-
autopilot and not allow engagement. matic beam capture and tracking of
VOR, LOC or GPS as selected for
3. HEADING (HDG) MODE SELEC- presentation on the HSI or CDI.
TOR BUTTON - When pushed, will NAV mode is recommended for
select the Heading mode, which enroute navigation tracking.
commands the airplane to turn to
Rev. 2
May/02 KAP 140 AUTOPILOT SYSTEM 9

5. APPROACH (APR) MODE

SELECTOR BUTTON - When
pushed, will arm the Approach
mode. This mode provides auto-
matic 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 flash-
ing AP annunciation (5 seconds) at
each autopilot disconnect accompa-
nied by an aural tone (for 2 sec-
onds).
8. AUTOPILOT ENGAGED (AP)

ANNUNCIATION - Illuminates
whenever the autopilot is engaged.
Flashes during pilot initiated or auto-
matic disengagement. Only applica-
ble for software versions 03/01 or
later.
Rev. 1

This page intentionally left blank
Rev. 1

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
L R held for 0.25 seconds to engage the
2 MIN.
autopilot.
NO PITCH
INFORMATION NOTE: The KAP 140 engages into
ROL mode as a default.
Rev. 2
12 KAP 140 AUTOPILOT SYSTEM May/02

G
KAP 140
AP HDG NAV APR REV
Heading Select (HDG) Mode

D.C. ELEC. In the heading mode, the
autopilot will fly a selected heading.
The following steps should be taken
TURN COORDINATOR
to operate in the heading mode:
1. Move the heading “bug” to

L R the desired heading on the DG or
2 MIN.
HSI using the Heading Select knob.
NO PITCH
INFORMATION 2. Engage autopilot - Press AP.
For software version 03/01 and later,
the AP button must be pressed and
held for 0.25 seconds to engage the
N autopilot.
3
33
3. Depress the HDG button on
6
30
the KAP 140 to engage the heading

E
W
select mode. The autopilot will turn

12
the aircraft in the shortest direction

24
to intercept and fly the heading.

15
21 S
PUSH
US
4. If you move the heading
P
“bug” again while the heading select

mode is engaged, the autopilot will
immediately turn the aircraft in the
direction of the newly selected head-
ing.
N 3
33 5. Press HDG button again and
GS GS
the autopilot will return to the ROL
30
mode.
E
W
12
24
15
21 S
Rev. 2

G
KAP 140
AP HDG NAV APR REV
Navigation (NAV) Mode Using a

DG from HDG Mode
D.C. ELEC.
(45° Intercept)
In the navigation (NAV) mode,
TURN COORDINATOR the autopilot intercepts and tracks
VOR/RNAV and GPS courses.
L R
To arm NAV mode (with the
KAP 140 currently in the HDG
2 MIN.
mode):
NO PITCH
INFORMATION
1. Select the desired frequency for

VOR or RNAV. For GPS, verify
the desired waypoint or destina-
6
tion.
3 E
2. OBS Knob - SELECT desired
N
12
course.
33
15
3. NAV Mode Selector Button -

PRESS. Note NAV ARM annunci-
30
W 21
24
PUSH
US
P
E 12
6 ated.
15
N
A
V
TO NOTE: When NAV is selected, the
3
GS autopilot will flash HDG for 5 sec-

S
onds to remind the pilot to reset the

N
HDG bug to the OBS course. Check

21
FR
the heading displayed on the DG
33
24
30
against the magnetic compass and
OBS W
reset if necessary.
ı
Rev. 1

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 annun-
ciator will go out and the selected
course will be automatically cap-
tured and tracked. If the D-Bar is
less than 2 to 3 dots: the HDG
mode will disengage upon select-
ing NAV mode; the NAV annunci-
ator will illuminate and the capture/
track sequence will automatically
begin.
Rev. 1

G
KAP 140
AP HDG NAV APR REV
Navigation (NAV) Mode Using a

D.C. ELEC.
DG from ROL Mode
(All Angle Intercept)
L R To arm NAV mode (with the

KAP 140 currently in the ROL
2 MIN.
mode):
NO PITCH
INFORMATION
1. Maneuver the aircraft to the

desired intercept angle prior to
selecting ROL mode.
6 E 2. Select the desired frequency for
3
12

N
15
tion.
33

30
21
W 24 course.
PUSH
US PRESS. Note NAV ARM annunci-
P
ated.
E 12
6
15
N
A TO
V
3
GS
S
NOTE: When NAV is selected, the

N
21
FR autopilot will flash HDG for 5 sec-

33
24
OBS
30 W HDG bug to the OBS course. Check
ı
the heading displayed on the DG
against the magnetic compass and
reset if necessary.
Rev. 1


ROTATE BUG to agree with OBS
course.


autopilot will annunciate NAV
less than 2 to 3 dots: the ROL
ing NAV mode; the NAV annunci-
begin.
Note: Intercept angles greater than

45° can result in course overshoot
when close to the station.
Therefore, intercept angles greater
than 45° are not recommended.
Rev. 1

G
KAP 140
AP HDG NAV APR REV
Navigation (NAV) Mode Using an

D.C. ELEC.
HSI

To arm NAV mode (with the

L R KAP 140 currently in the HDG
2 MIN. mode):
NO PITCH
INFORMATION
tion.
6 E
2. Course Bearing Pointer - SET
GS 3 GS
12
to desired course.
N
15
3. Heading Selector Knob - SET

BUG to provide desired intercept
33
angle.
30
21

W 24
PRESS.
ı Note NAV ARM annunciated.
Rev. 1


greater than 2 to 3 dots: the air-
craft 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 illumi-
nate and the capture/ track
sequence will automatically begin.

when close to the station. Therefore,
intercept angles greater than 45° are
not recommended.
Rev. 1

G
KAP 140
AP HDG NAV APR REV
Approach (APR) Mode Using a

D.C. ELEC.
DG from HDG Mode
(45° Intercept)
The Approach (APR) mode
TURN COORDINATOR allows the autopilot to intercept and
track LOC, VOR/RNAV and GPS
courses.
L R
To arm APR mode (with the
2 MIN.
NO PITCH
INFORMATION mode):

LOC, VOR or RNAV. For GPS,
6
verify the desired approach.
3 E
N
12
approach course. (For a localizer,

33
set it to serve as a memory aid.)

15
3. APR Mode Selector Button -

30
W
24
21 PRESS. Note APR ARM annun-
ciated.
PUSH
US
P
E 12
6
15
N
A
V
TO NOTE: When APR is selected, the
3
GS
autopilot will flash HDG for 5 sec-
S

N
HDG bug to the desired approach

21
FR
course. Check the heading dis-
33
24
30 W
played on the DG against the mag-
OBS
netic compass and reset if neces-
ı
sary.
Rev. 1


ROTATE BUG to agree with
desired approach course.


autopilot will annunciate APR
ing APR mode; the APR annunci-
begin.
Rev. 1

G
KAP 140
AP HDG NAV APR REV
Approach (APR) Mode Using a

D.C. ELEC.
DG from ROL Mode
courses.
L R
To arm APR mode (with the
2 MIN.
NO PITCH
INFORMATION mode):

6 E
selecting ROL mode.
3
12

N
15

33

30
21
W 24 approach course. (For a localizer,
set it to serve as a memory aid.)
PUSH
US 4. APR Mode Selector Button -
P
PRESS. Note APR ARM annun-

ciated.
E 12
6
15
N
A TO
V
3
GS
S
N
21
FR NOTE: When APR is selected, the

33
24
OBS
30 W onds to remind the pilot to reset the
ı
HDG bug to the desired approach
course. Check the heading dis-
sary.
Rev. 1


ROTATE BUG to agree with
desired approach course.


autopilot will annunciate APR
less than 2 to 3 dots: the ROL
ing APR mode; the APR annunci-
begin.

Rev. 1

G
KAP 140
AP HDG NAV APR REV
Approach (APR) Mode Using an

D.C. ELEC.
HSI
allows the autopilot to intercept and
TURN COORDINATOR
courses.
L R To arm APR mode (with the

2 MIN.
NO PITCH
mode):
INFORMATION

6 E 2. Course Bearing Pointer - SET
GS 3 GS to desired course.
12

N
15

33
angle.
30
21
W 24 4. APR Mode Selector Button -
PRESS. Note APR ARM annun-
ı
ciated.
Rev. 1


with the APR ARM annunciated;
is reached HDG mode will disen-
gage, the ARM annunciator will go
out and the selected course will be
gage upon selecting APR mode;
the APR annunciator will illumi-
nate and the capture/track

Rev. 1

G
KAP 140
AP HDG NAV APR REV
Back Course (REV) Mode Using

D.C. ELEC.
a DG from HDG Mode
(45° Intercept)
The Back Course (REV) mode
track a localizer back course.
L R To arm REV mode (with the

2 MIN.
mode):
NO PITCH
INFORMATION

LOC.
2. OBS Knob - SELECT front
21 24 course inbound heading.
W
S
3. REV Mode Selector Button -

30
PRESS. Note REV ARM annun-

15
ciated.
33
12
E
6 3
PUSH
US
P
E NOTE: When REV is selected, the

6 12
N
TO onds to remind the pilot to reset the
15
3
A
V
GS
HDG bug to the front course inbound
heading. Check the heading dis-
N
FR
33
21

30 24 sary.
OBS W
Rev. 1


ROTATE BUG to agree with the
FRONT COURSE inbound head-
ing.
Note Instruments: CDI needle to the

right. Intercept heading 45° to the left
of the back course.

autopilot will annunciate REV
ing REV mode; the REV annunci-
begin.
Rev. 1

G
KAP 140
AP HDG NAV APR REV
Back Course (REV) Mode Using a

D.C. ELEC.
DG from ROL Mode
L R To arm REV mode (with the

2 MIN.
mode):
NO PITCH
INFORMATION

selecting ROL mode.
21 24 2. Select the desired frequency for
S LOC.
W
15
30
3. OBS Knob - SELECT front

course inbound heading.
12
33
N 4. REV Mode Selector Button -

E
6 3
PRESS. Note REV ARM annunci-
ated.
PUSH
US
P
E
6 12
N
TO
15
3
GS
V NOTE: When REV is selected, the
N

FR HDG bug to the front course inbound
33
21
heading. Check the heading dis-

30 24
OBS W played on the DG against the mag-
ı
sary.
Rev. 1


ROTATE BUG to agree with the
FRONT COURSE inbound head-
ing.
Note Instruments: CDI needle to the

right. Intercept heading 30° to the left
of the back course.

autopilot will annunciate REV
ing REV mode; the REV annunci-
begin.

Rev. 1

G
KAP 140
AP HDG NAV APR REV
Back Course (REV) Mode Using

D.C. ELEC.
an HSI
allows the autopilot to intercept and
TURN COORDINATOR
To arm REV mode (with the

L R KAP 140 currently in the HDG
2 MIN.
mode):
NO PITCH
INFORMATION 1. Select the desired frequency for
LOC.
2. Course Bearing Pointer - SET
to the FRONT COURSE inbound
24 W heading.
GS
21 GS
30
S

33
angle.
15
4. REV Mode Selector Button -

12
3
E 6 PRESS. Note REV ARM annunci-
ated.
ı
Rev. 1


with the REV ARM annunciated;
is reached HDG mode will disen-
gage, the ARM annunciator will go
out and the selected course will be
gage upon selecting REV mode;
the REV annunciator will illumi-
nate and the capture/track

Rev. 1

Single Axis Operation Single Axis Operation
OPERATIONS WITH THE KAP 140
Takeoff And Climb To Assigned Altitude
N
1 2 3 4
0°
01
080°
1 2 3 4
D.C. ELEC. D.C. ELEC. D.C. ELEC. D.C. ELEC.
TURN COORDINATOR TURN COORDINATOR TURN COORDINATOR TURN COORDINATOR
L R L R L R L R
2 MIN. 2 MIN. 2 MIN. 2 MIN.
NO PITCH NO PITCH NO PITCH NO PITCH
INFORMATION INFORMATION INFORMATION INFORMATION
E E 3 6 N 3
6 12 6 E 6 12 6 E 3 6 N 3
12 12 N 33
33
6
N
E
GS GS GS GS GS GS GS GS
3
6
E
3
3
15
30
15
33
15
15
E
12
33
30
OR
N
OR
N
12
E
OR
N
OR
W
S
30
12
S
15
30
33
W
33
12
15
33
33
21
24
21
15
W
S
21
21
30
W
30
24
24 S 15
W 30 24 W
24 30 24 24 21 21 S
W W 24 21 21 S
PUSH
PUSH PUSH PUSH US
H
US US
P
H
P
US
P
ı ı ı ı
G G G G
KAP 140 KAP 140 KAP 140 KAP 140
AP HDG NAV APR REV AP HDG NAV APR REV AP HDG NAV APR REV AP HDG NAV APR REV
1. The aircraft is well off the ground and estab- 2. The heading bug on the DG or HSI is turned to 3. The autopilot is responding to the heading select 4. The autopilot has completed the turn and is
lished at a desired climb rate. the new desired heading of 010° and the aircraft mode with a left bank. now established on a 010° heading.
The heading bug on the DG or HSI is turned to begins to respond with an immediate left turn.
the desired heading of 080° (runway heading).
By depressing the HDG button on the KAP 140,
the autopilot engages into the heading mode
and maintains the selected heading of 080°.
Note: Press and hold the AP button for 0.25 Note: The autopilot controls only the roll axis. The PILOT must maintain control of
seconds to engage the autopilot (applicable
only to software version 03/01 and later). the pitch and yaw axis.
Rev. 1 Rev. 1
32 KAP 140 AUTOPILOT SYSTEM Apr/02 Apr/02 KAP 140 AUTOPILOT SYSTEM 33

GPS Capture Using DG
°
40
010°
* Description of GPS operation based on Bendix/King GPS receiver. Others may 1
require different operation.
L R L R L R L R
E 3 6 3 6 3 6
N 3 6 12 N 3 3 3 6
N 6 N N
N
33 33 N
E
E
E
E
6
TO
15
TO TO TO
E
3
33
33
33
33
30
30
33
12
GS GS GS GS
E
12
12
12
12
30
S
N
W
30
15
12
12
30
30
30
15
W
15
15
15
24
FR
24
FR FR FR
W
15 15 S
21
33
S
S 24 21
W
W
21 S
W
21 21 24
S S S
30 24
OBS W OBS 24 21 OBS
24 21 OBS
24 21
PUSH PUSH PUSH PUSH
US US US US
P
P
H
H
ı ı ı ı
G G G G
KAP 140 KAP 140 KAP 140 KAP 140
1. Continuing on heading 010°, a GPS waypoint is 2. The HDG button is depressed to select ROL 3. When the computed capture point is reached, 4. The turn is complete and the autopilot is track-
established. A 30° intercept is desired. mode which will allow an “all angle intercept”. the ROL annunciation changes to NAV and a ing the GPS course.
GPS data is selected for the CDI and the OBS is right turn is initiated by the autopilot.
set to 040°. The NAV button is depressed and
NAV ARM is annunciated. ROL will change to
HDG and flash for five seconds. ROL will then
be redisplayed. While the HDG annunciation is
flashing, move the heading bug to the desired
course of 040°. The aircraft will remain wings
level until the capture point.
Rev. 1 Rev. 1

GPS Capture Using HSI
°
40
010°
L R L R L R L R
N 3 N 3 3 6 3 6
N
GS 33 GS GS 33 GS GS GS GS N GS
6
E
6
33
33
30
30
12
E
12
30
30
W
W
12
15
12
15
W
W
24
24
15 15 S
S
21 S 21 S 24 21 24 21
ı ı ı ı
G G G G
KAP 140 KAP 140 KAP 140 KAP 140
1. Continuing on heading 010°, a GPS waypoint is 2. GPS data is selected for the HSI. The course 3. When the computed capture point is reached, 4. The turn is complete and the autopilot is track-
established. A 30° intercept is desired. pointer is set to 040°. The NAV button is the HDG annunciation changes to NAV and a ing the GPS course.
depressed and NAV ARM is annunciated. right turn is initiated by the autopilot.
Rev. 1 Rev. 1

Outbound On Front Course For Procedure Turn To LOC Approach Using DG
8°
05
283°
N 270°
1
2
283° 3
103°
4
8°
23
L R L R L R L R
6 6 6 6
W 3 E 24 W 3 E W 30 3 E E 12 3 E
30
24 33
21 6
24
15
30
N N N N
TO TO TO TO
N
N
12
12
12
12
33
A A A A
21
V V V V
N
3
S
GS GS
21
GS GS
33
S
N
S
33
33
33
33
15
15
15
15
N
3
15
21
S
N
3
15
FR FR FR FR
33
6
12
24
30
30
30
30
3 15
S
S
12 6 E
E E 6 12 30 W
W 21 W 21 W 21 W 21
OBS 24 OBS 24 OBS 24 OBS 24
PUSH PUSH PUSH PUSH
US US US US
P
P
H
H
ı ı ı ı
G G G G
KAP 140 KAP 140 KAP 140 KAP 140
1. The aircraft is heading 270° with heading 2. When the computed capture point is reached, 3. At the desired point, HDG mode is used to initi- 4. Now you have reset the heading bug to 103°
engaged. To intercept and fly the LOC front auto-intercept mode is cancelled, the reverse ate the procedure turn. Select HDG and set the and made a 180° turn to this heading. This
course outbound, set the front course on the localizer mode is automatically activated and a heading bug to 283°. During the procedure turn 103° heading will intercept the front course of
OBS and depress the back course (REV) but- left turn outbound on the localizer is initiated by outbound, the CDI course index goes off scale 058°. You must now select the approach mode
ton. While the HDG annunciation is flashing the autopilot. to the right. The aircraft is flying away from the by depressing the APR button on the KAP 140.
move the heading bug to the front course 058°. localizer centerline at a 45° angle on a selected While the HDG annunciation is flashing move
Since HDG was active upon selection of REV,
Note: The left-right deviations of the CDI course heading of 283°. the heading bug to the front course 058°. Since
the autopilot will initiate a 45° intercept to the
deviation needle are reversed (you must turn right the 45° intercept is 103°, the aircraft will not
localizer. In this case, the aircraft will turn to
to center a deviation of the index to the left). This * Check the heading displayed on the DG against
turn until the front course is captured.
283°.
needle reversing takes place because you are fly- the magnetic compass and reset if necessary.
ing outbound on a front course.
Rev. 1 Rev. 1

Outbound On Front Course For Procedure Turn To LOC Approach Using HSI
8°
05
N 270°
1
2
283° 3
103°
4
8°
23
L R L R L R L R
W 24 W W 30 E 12
30
24 21
15
24
33
30
6
33
21
S
21
33
3
N
S
15
21
3
S
N
N
3
15
12
24
15
3
6 33
12 E E 6 12 E 30 W
ı ı ı ı
G G G G
KAP 140 KAP 140 KAP 140 KAP 140
1. The aircraft is heading 270° with heading 2. When the computed capture point is reached, 3. At the desired point, HDG mode is used to initi- 4. Now you have reset the heading bug to 103°
engaged. To intercept and fly the LOC front HDG mode is cancelled and reverse localizer ate the procedure turn. Select HDG and set the and made a 180° turn to this heading. The
course outbound, set the front course on the mode is automatically activated and a left turn heading bug to 283°. During the procedure turn 103° heading will intercept the front course of
HSI and depress the back course (REV) but- outbound on the localizer is initiated by the outbound, the deviation bar shows that the air- 058°. You must now select the approach mode
ton. The back course (REV) mode is selected to autopilot. craft is flying away from the localizer centerline by depressing the APR button on the KAP 140.
go outbound on the front course. The capture at a 45° angle on a selected heading of 283°. Automatic capture of the localizer will occur.
point is now being computed based on closure
Note: The left-right deviations of the HSI course
rate.
needle operate just as though you were flying a
front course approach.
Rev. 1 Rev. 1

Front Course LOC Approach Using DG
8°
05
N 090°
4
3
2
1
8°
23
L R L R L R L R
6 6 6 6
E 3 E 6 3 E 6 3 E 6 E 3 E
6 12 E E
3 3
3
12
3
TO TO TO TO
12
12
N
N
12
12
12
12
N
N
15
15
GS GS GS GS
N
15
15
33
33
33
33
33
33
15
15
15
15
S
33
S
33
S
30
30
21
FR FR FR FR
30
21
30
30
30
30
30
S
S
21 21
24 W W W 24
W 24 24
W 21 W 21 W 21 W 21
PUSH PUSH PUSH PUSH
US US US US
P
P
H
H
ı ı ı ı
G G G G
KAP 140 KAP 140 KAP 140 KAP 140
1. Continuing the maneuver on page 38, APR cou- 2. The autopilot is following the localizer. The 3. At the missed approach point, the pilot disen- 4. The pilot initiates the missed approach and sta-
pling occurs (HDG annunciation changes to autopilot will make the bank changes as neces- gages the autopilot with the button on the con- bilizes the aircraft in the climb. The heading
APR). The autopilot will capture the localizer sary to maintain localizer . trol wheel. This cancels all operating modes. bug is set to the missed approach heading of
and the CDI course index will center. The flashing AP annunciations are displayed and 090°. By depressing the HDG button on the
a disconnect tone will sound. KAP 140, the autopilot engages into the head-
ing mode, commencing a right turn to a head-
ing of 090°.
Note: Press and hold the AP button for 0.25
only to software version 03/01 and later).
Rev. 1 Rev. 1

Front Course LOC Approach Using HSI
8°
05
N 090°
4
3
2
1
8°
23
L R L R L R L R
6 E 6 E 6 E 6 E
12 3 3
GS GS GS GS GS GS GS 3 GS
12
3
12
12
N
N
15
15
N
15
15
33
33
S
33
S
33
S
30
30
21
30
21
30 24 W
21
W
21
W 24
W 24 24
ı ı ı ı
G G G G
KAP 140 KAP 140 KAP 140 KAP 140
1. Continuing the maneuver on page 40, APR cou- 2. The autopilot is following the localizer. The 3. At the missed approach point, the pilot disen- 4. The pilot initiates the missed approach and sta-
pling occurs (HDG annunciation changes to autopilot will make bank changes as necessary gages the autopilot with the button on the con- bilizes the aircraft in the climb. The heading
APR). The autopilot will capture the localizer to maintain localizer. trol wheel. This cancels all operating modes. bug is set to the missed approach heading of
and the CDI course index will center. 090°. By depressing the HDG button on the
KAP 140, the autopilot engages into the head-
ing of 090°.
Rev. 1 Rev. 1

Outbound on GPS Approach Using DG
8°
05
2 1
N 270°
3
283°
103°
4
* Description of GPS operation based on Bendix/King GPS receiver. Others may 8°
require different operation. 23
L R L R L R L R
W 24 24 6
W 24 30 24 W 21 W 30 21 W E 12 3 E
30 W
24
21 24 6
15
33
30
21
33
N
TO
S
TO
S
TO TO
33
12
30
30
21
21
S
N
33
3
GS GS GS GS
N
S
15
15
33
N
15
S
33
33
15
21
S
N
3
N
3
15
FR FR FR
24
FR
12
15
33
12
12
30
15
S
6
3
12 E E 6 12 E 30 W
12 6 E 3 E 3 W 21
OBS E OBS 6 OBS 6 OBS 24
PUSH PUSH PUSH PUSH
US US US US
P
P
H
H
ı ı ı ı
G G G G
KAP 140 KAP 140 KAP 140 KAP 140
AP HDG NAV APR REV ALT AP HDG NAV APR REV ALT AP HDG NAV APR REV ALT AP HDG NAV APR REV ALT
1. The aircraft is in APR mode approaching the 2. Upon waypoint alerting at the IAF, the heading 3. At the desired point, heading mode is used to 4. The heading bug has been set to 103° and the
IAF. Approach arm is indicated on the GPS bug is set to 238°, the GPS’s Leg/OBS mode initiate the procedure turn. During the procedure aircraft has made a left turn to this heading.
annunciator.* switching is set to OBS mode and the OBS is turn outbound, the deviation bar shows that the The GPS’s Leg/OBS mode switching is set to
set to 238°. The autopilot initiates a left turn to aircraft is flying away from the GPS course at a Leg mode and the OBS is set to 058°. Select
track the 238° GPS course. 45° angle on a selected heading of 283°. approach mode by depressing the APR button.
*The HDG annunciation will flash for five sec-
onds then extinguish. While the HDG annuncia-
tion is flashing, move the heading bug to 058°.
* Check the heading displayed on the DG against Since the 45° intercept is 103°, the aircraft will
the magnetic compass and reset if necessary. not turn until the course is captured.
Rev. 1 Rev. 1

Outbound on GPS Approach Using HSI
8°
05
2 1
N 270°
3
283°
103°
4
L R L R L R L R
W 30 24 W W 30 E 12
24
GS GS GS 21 GS GS
24 GS GS 6 GS
33
15
30
33
21
21
3
33
S
N
S
15
21
N
3
S
N
3
15
12
24
33
6
15
3
6
12 E E 6 12 E 30 W
ı ı ı ı
G G G G
KAP 140 KAP 140 KAP 140 KAP 140
1. The aircraft is in APR mode approaching the 2. Upon waypoint alerting at the IAF, the course 3. At the desired point, heading mode is used to 4. The heading bug has been set to 103° and the
IAF. Approach arm is indicated on the GPS pointer is set to 238°, the GPS’s Leg/OBS mode initiate the procedure turn. During the procedure aircraft has made a left turn to this heading.
annunciator.* switching is set to OBS mode. The autopilot ini- turn outbound, the deviation bar shows that the The GPS’s Leg/OBS mode switching is set to
tiates a left turn to track the 238° GPS course. aircraft is flying away from the GPS course at a Leg mode and the course pointer is set to
45° angle on a selected heading of 283°. 058°. Select approach mode by depressing the
APR button.
Rev. 1 Rev. 1

Inbound on GPS Approach Using DG
8°
05
N 090°
4
FAF
3
1
8°
L R L R L R L R
6 6 6 6
E 3 E 6 3 E 6 3 E E 12 3 E
6 12 3 E 3 E 6
3
N
TO TO TO TO
15
12
12
12
12
12
12
N
N
3
15
GS GS GS GS
N
15
S
15
33
33
33
N
33
33
33
S
15
15
15
15
33
21
30
30
33
21
FR FR FR FR
30
30
30
30
30 24
S
21 21
S
24 W W 30
W 24 24 W
W 21 W 21 W 21 W 21
PUSH PUSH PUSH PUSH
US US US US
P
P
H
H
ı ı ı ı
G G G G
KAP 140 KAP 140 KAP 140 KAP 140
1. Continuing the maneuver on page 46, APR 2. The autopilot is following the GPS course. The 3. At the missed approach point, the pilot disen- 4. The pilot initiates the missed approach and sta-
mode capture occurs. The autopilot initiates a autopilot will make the bank changes as neces- gages the autopilot with the button on the con- bilizes the aircraft in the climb. The heading
left turn to track the 058° GPS course. sary to maintain the GPS course. trol wheel. This cancels all operating modes. bug is set to the missed approach heading of
Approach active is indicated on the GPS The flashing AP annunciations are displayed and 090°. By depressing the HDG button on the
annunciator.* a disconnect tone will sound. KAP 140, the autopilot engages into the head-
ing of 090°.
Rev. 1 Rev. 1

Inbound on GPS Approach Using HSI
8°
05
N 090°
4
FAF
3
1
8°
L R L R L R L R
E 6 E 6 E E 12
6 12 3 3 6
15
3
12
12
N
3
15
N
15
15
S
33
33
N
S
33
21
30
30
S
33
21
30 21 21 24
W
24 W 24 W 24 30 W
ı ı ı ı
G G G G
KAP 140 KAP 140 KAP 140 KAP 140
1. Continuing the maneuver on page 48, APR 2. The autopilot is following the GPS course. The 3. At the missed approach point, the pilot disen- 4. The pilot initiates the missed approach and sta-
mode capture occurs. The autopilot initiates a autopilot will make the bank changes as neces- gages the autopilot with the button on the con- bilizes the aircraft in the climb. The heading
left turn to track the 058° GPS course.* sary to maintain the GPS course. trol wheel. This cancels all operating modes. bug is set to the missed approach heading of
Approach active is indicated on the GPS The flashing AP annunciations are displayed and 090°. By depressing the HDG button on the
annunciator.* a disconnect tone will sound. KAP 140, the autopilot engages into the head-
ing of 090°.
Rev. 1 Rev. 1

Rev. 1

Two Axis Operation
KAP 140 Two Axis Operation

The KAP 140 is a digital, panel-mounted autopilot system for light air-
craft.
13 14 12 11 10
G
KAP 140
UP
P R
Two-axis Flight Control Computer
G
KAP 140
UP
1 P R
2 3 4 5 6 7 8 9
Full Two-Axis KAP 140 Display

1. PITCH AXIS, (P) ANNUNCIATOR and later, the AP button must be
- When illuminated, indicates failure pressed and held for 0.25 seconds
of the pitch axis and will disengage to engage the autopilot.
the autopilot when the failure occurs
and not allow engagement of the 3. ROLL AXIS (R) ANNUNCIATOR
pitch axis. - When illuminated, indicates failure
of the roll axis and will disengage the
2. AUTOPILOT ENGAGE/DISEN- autopilot and not allow engagement.
GAGE (AP) BUTTON - When
pushed, engages autopilot if all logic 4. HEADING (HDG) MODE SELEC-
conditions are met. The autopilot TOR BUTTON - When pushed, will
will engage in the basic roll (ROL) arm the Heading mode, which com-
mode which functions as a wing lev- mands the airplane to turn to and
eler and in the vertical speed (VS) maintain the heading selected by the
hold mode. The commanded verti- heading bug on either the DG or
cal speed will be displayed in the HSI. A new heading may be
upper right corner of autopilot dis- selected at any time and will result in
play area. The captured VS will be the airplane turning to the new head-
the vertical speed present at the ing. Button can also be used to tog-
moment of AP button press. When gle between HDG and ROL modes.
pressed again, will disengage the This button will engage the autopilot
autopilot. For software version 03/01 in units with software prior to soft-
ware version 03/01.
Rev. 2

Two Axis Operation
5. NAVIGATION (NAV) MODE 10% of the VS rate), with the air-

SELECTOR BUTTON - When plane returned positively to the refer-
pushed, will arm the navigation ence altitude. This button will
mode. The mode provides auto- engage the autopilot in units with
matic beam capture and tracking of software prior to software version
VOR, LOC or GPS as selected for 03/01.
presentation on the HSI or CDI.
NAV mode is recommended for 9. VERTICAL TRIM (UP/DN) BUT-
enroute navigation tracking. NAV TONS - The action of these buttons
mode may also be used for front is dependent upon the vertical mode
course LOC tracking when GS track- present when pressed. If VS mode
ing is not desired. is active, button strokes will incre-
ment the vertical speed commanded
6. APPROACH (APR) MODE either up or down at the rate of 100
SELECTOR BUTTON - When ft/min per button press, or at the rate
pushed, will arm the Approach of approximately 300 ft/min per sec-
mode. This mode provides auto- ond if held continuously. If ALT
matic beam capture and tracking of mode is active, incremental button
VOR, GPS, LOC, and Glideslope strokes will move the altitude hold
(GS) on an ILS, as selected for pre- reference altitude either up or down
sentation on the HSI or CDI. APR at 20 feet per press, or if held contin-
mode is recommended for instru- uously will command the airplane up
ment approaches. or down at the rate of 500 ft/min,
synchronizing the altitude hold refer-
7. BACK COURSE APPROACH ence to the actual airplane altitude
(REV) MODE SELECTOR BUTTON upon button release.
- When pushed, will arm the Back
Course approach mode. This mode 10. VERTICAL SPEED DISPLAY -
functions similarly to the approach Displays the commanded vertical
mode except that the autopilot speed in VS mode.
response to LOC signals is
reversed, and GS is disabled. 11. PITCH TRIM (PT) ANNUNCIA-
TION - A flashing PT with arrows
8. ALTITUDE HOLD (ALT) MODE indicates the direction of required
SELECT BUTTON - When pushed, pitch trim. A solid PT without an
will select the Altitude Hold mode. arrow head is an indication of a pitch
This mode provides tracking of the trim fault. During manual electric trim
reference altitude. The reference operation (autopilot disengaged),
altitude is the altitude at the moment detection of a stuck MET switch will
the ALT button is pressed. If the be indicated by a solid PT. When the
ALT button is pressed with an estab- fault is corrected, the annunciation
lished VS rate present, there will be will extinguish.
altitude overshoot (approximately
Rev. 1

Two Axis Operation
12. PITCH MODE DISPLAY - System Operating Modes

Displays the active and armed pitch
modes (VS, ALT ARM, ALT, and The lateral modes (HDG, NAV, APR
GS. and REV) operate identically as
described in the KAP 140 Single
13. ROLL MODE DISPLAY - Axis Operating Modes section.
Displays the active and armed roll Please refer to that section for text
modes (ROL, HDG, NAV ARM, descriptions of lateral mode opera-
NAV, APR ARM, APR, REV ARM, tion.
REV, GS ARM). Also displayed will
be flashing AP annunciation (5 sec-
onds) 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 auto-
matic disengagement. Only applica-
ble for software versions 03/01 or
later.
Rev. 1

Two Axis Operation
G
KAP 140
UP
Vertical Speed (VS) Mode

The Vertical Speed (VS) mode To initiate a climb or descent from
allows variable vertical speed climbs Altitude Hold (ALT) mode:
and descents. The ALT button tog-
gles between altitude hold and verti- 1. ALT button - Press. Note ALT
cal speed modes. changes to VS and current vertical
speed is displayed.
Note: The KAP 140 engages into VS
2. UP or DN button - Select
mode as a default.
desired climb or descent rate.
To operate in the VS mode Each button stroke will increment
(with autopilot currently disengaged): the vertical speed commanded up
or down by 100 ft/min per button
1. AP button - Press. Note ROL, press, or at the rate of approxi-
VS and current vertical speed is mately 300 ft/min per second if
displayed. If no other modes are held continuously.
selected the autopilot will operate Note: When operating at or near the
in the ROL and vertical speed best rate of climb airspeed, at climb
hold modes. For software version power settings, and using vertical
03/01 and later, the AP button speed hold, it is easy to decelerate
must be pressed and held for 0.25 to an airspeed where continued
seconds to engage the autopilot. decreases in airspeed will result in a
2. UP or DN button - Select reduced rate of climb. Continued
desired climb or descent rate. operation in vertical speed mode can
Each button stroke will increment result in a stall.
the vertical speed commanded up
press, or at the rate of approxi-
mately 300 ft/min per second if
held continuously.
Rev. 2

Two Axis Operation
G
KAP 140
UP
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 selec-
tion.
2. UP or DN button - Select to
change altitude. Incremented but-
ton strokes will move the refer-
ence altitude by 20 feet per press,
or if held continuously will com-
mand 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

Two Axis Operation Two Axis Operation
N
1 2 3 4
0°
01
080°
1 2 3 4
L R L R L R L R
E E 3 6 N 3
6 12 6 E 6 12 6 E 3 6 N 3
12 12 N 33
33
6
N
E
3
6
E
3
3
15
30
15
33
15
15
E
12
33
30
OR
N
OR
N
12
E
OR
N
OR
W
S
30
12
S
15
30
33
W
33
12
15
33
33
21
24
21
15
W
S
21
21
30
W
30
24
24 S 15
W 30 24 W
24 30 24 24 21 21 S
W W 24 21 21 S
PUSH
PUSH PUSH PUSH US
H
US US
P
H
P
US
P
ı ı ı ı
G G G G
KAP 140 KAP 140 KAP 140 KAP 140
UP UP UP UP
DN DN AP HDG NAV APR REV ALT DN DN

AP HDG NAV APR REV ALT AP HDG NAV APR REV ALT AP HDG NAV APR REV ALT
1. The aircraft is well off the ground and estab- 2. The heading bug on the DG or HSI is turned to 3. The autopilot is responding to the heading select 4. The autopilot has completed the turn and is
lished at a safe climb rate. the new desired heading of 010° and the aircraft mode with a left bank. The climb rate has been now established on a 010° heading. Desired
The heading bug on the DG or HSI is turned to begins to respond with an immediate left turn. decreased, using the DN button, in preparation altitude has been reached, altitude hold (ALT)
the desired heading of 080° (runway heading). for level off. has been engaged and the aircraft maintains
the reference altitude.
By depressing the HDG button on the KAP 140,
the autopilot engages into the heading and ver-
tical speed modes and maintains the selected
heading of 080° and current rate of climb.
Rev. 1 Rev. 1

°
40
010°
L R L R L R L R
E 3 6 3 6 3 6
N 3 6 12 N 3 3 3 6
N N 6 N N
33 33 N
E
E
E
6
E
6
TO
15
TO TO TO
3
E
33
33
33
33
30
33
30
12
GS GS GS GS
E
12
12
12
12
30
S
N
W
30
W
12
12
15
30
30
30
15
W
15
15
15
24
FR FR FR FR
W
24
15 15 S
21
33
24 S
S 21
W
21 21 S 24
W
21
S S S
30 24
OBS W OBS
24 21 OBS
24 21 OBS 24 21
PUSH PUSH PUSH PUSH
US US US US
P
P
H
H
ı ı ı ı
G G G G
KAP 140 KAP 140 KAP 140 KAP 140
UP UP UP UP
AP HDG NAV APR REV ALT DN AP HDG NAV APR REV ALT DN AP HDG NAV APR REV ALT DN AP HDG NAV APR REV ALT DN
Rev. 1 Rev. 1

°
40
010°
L R L R L R L R
N 3 N 3 3 6 3 6
N
6
E
E
33
33
30
30
12
E
12
30
30
W
W
12
12
15
15
W
W
24
24
15 15 S
S
21 S 21 S 24 21 24 21
ı ı ı ı
G G G G
KAP 140 KAP 140 KAP 140 KAP 140
UP UP UP UP
Rev. 1 Rev. 1

Outbound On Front Course For Procedure Turn To ILS Approach Using DG
8°
05
283°
N 270°
1
2
283° 3
103°
4
8°
23
L R L R L R L R
6 6 6 6
W 3 E 24 W 3 E W 30 3 E E 12 3 E
30
24 33
21 6
24
15
30
N N N N
TO TO TO TO
N
N
12
12
12
12
33
A A A A
21
V V V V
N
3
S
GS GS
21
GS GS
33
S
N
S
33
33
33
33
15
15
15
15
N
3
15
21
S
N
3
15
FR FR FR FR
33
6
12
24
30
30
30
30
3 15
S
S
12 6 E
E E 6 12 30 W
W 21 W 21 W 21 W 21
PUSH PUSH PUSH PUSH
US US US US
P
P
H
H
ı ı ı ı
G G G G
KAP 140 KAP 140 KAP 140 KAP 140
UP UP UP UP
1. The aircraft is heading 270° with heading and 2. When the computed capture point is reached, 3. At the desired point, HDG mode is used to initi- 4. Now you have reset the heading bug to 103°
altitude hold engaged. To intercept and fly the auto-intercept mode is cancelled and reverse ate the procedure turn. Select HDG and set the and made a 180° turn to this heading. This
ILS front course outbound, set the front course localizer mode is automatically activated and a heading bug to 283°. During the procedure turn 103° heading will intercept the front course of
on the OBS and depress the reverse course left turn outbound on the localizer is initiated by outbound, the CDI course index goes off scale 058°. You must now select the approach mode
(REV) button. The HDG annunciation will flash the autopilot. to the right. The aircraft is flying away from the by depressing the APR button on the KAP 140.
for five seconds then extinguish. While the localizer centerline at a 45° angle on a selected * The HDG annunciation will flash for five sec-
HDG annunciation is flashing, move the head- Note: The left-right deviations of the CDI course heading of 283°. onds then extinguish. While the HDG annuncia-
ing bug to the front course 058°. Since HDG
was active upon selection of REV, the autopilot deviation needle are reversed (you must turn right tion is flashing, move the heading bug to the
to center a deviation of the index to the left). This * Check the heading displayed on the DG against
front course 058°. Since the 45° intercept is
will initiate a 45° intercept to the localizer. In
needle reversing takes place because you are fly- the magnetic compass and reset if necessary.
103°, the aircraft will not turn until the front
this case, the aircraft will turn to 283°.
ing outbound on a front course. course is captured.
Rev. 1 Rev. 1

Outbound On Front Course For Procedure Turn To ILS Approach Using HSI
8°
05
N 270°
1
2
283° 3
103°
4
8°
23
L R L R L R L R
W 24 W W 30 E 12
30
24 21
15
24
33
30
6
33
21
S
21
33
3
N
S
15
21
3
S
N
N
3
15
12
24
15
3
6 33
12 E E 6 12 E 30 W
ı ı ı ı
G G G G
KAP 140 KAP 140 KAP 140 KAP 140
UP UP UP UP
altitude hold engaged. To intercept and fly the HDG mode is cancelled and reverse localizer ate the procedure turn. Select HDG and set the and made a 180° turn to this heading. The
ILS front course outbound, set the front course mode is automatically activated and a left turn heading bug to 283°. During the procedure turn 103° heading will intercept the front course of
on the HSI and depress the back course (REV) outbound on the localizer is initiated by the outbound, the deviation bar shows that the air- 058°. You must now select the approach mode
button. The back course ( REV ) mode is autopilot. craft is flying away from the localizer centerline by depressing the APR button on the KAP 140.
selected to go outbound on the front course. at a 45° angle on a selected heading of 283°. Automatic capture of the localizer will occur.
The capture point is now being computed
based on closure rate.
Rev. 1 Rev. 1

Front Course ILS Approach Using DG
8°
05
N 090°
4
3
2
1
1 2 3 4 8°
23
L R L R L R L R
6 6 6 6
6 E 3 E 6 3 E 6 3 E 6 E 3 E
E E
3 3 3
3
12
12
TO TO TO TO
12
12
N
N
12
12
12
12
N
N
N
15
GS GS GS GS
15
15
15
33
33
33
33
33
33
33
15
15
15
15
33
S
S
S
30
30
30
FR FR FR FR
30
21
30
30
30
30
21
S
S
21 21
W 24 W 24 W 24 W 24
W 21 W 21 W 21 W 21
PUSH PUSH PUSH PUSH
US US US US
P
P
H
H
ı ı ı ı
G G G G
KAP 140 KAP 140 KAP 140 KAP 140
UP UP UP UP
1. Continuing the maneuver on page 66, APR cou- 2. The autopilot is following the localizer. At the 3. At the middle marker, the pilot disengages the 4. The pilot initiates the missed approach and sta-
pling occurs (HDG annunciation changes to outer marker, the glideslope deviation needle is autopilot with the button on the control wheel. bilizes the aircraft in the climb. The heading
APR), and the glideslope mode is automatically at midscale. Altitude hold is automatically disen- This cancels all operating modes. The flashing bug is set to the missed approach heading of
armed. The autopilot will capture the localizer gaged when the glideslope is captured. The ALT AP annunciationa are displayed and a discon- 090°. By depressing the HDG button on the
and the CDI course index will center. annunciator extinguishes and GS is displayed. nect tone will sound. KAP 140, the autopilot engages into the head-
The autopilot will make pitch and bank changes ing and vertical speed modes, commencing a
as necessary to maintain localizer and glides- right turn to a heading of 090° and maintaining
lope. the rate of climb existing at engagement.
Rev. 1 Rev. 1

Front Course ILS Approach Using HSI
8°
05
N 090°
4
3
2
1
1 2 3 4 8°
23
L R L R L R L R
6 E 6 E 6 E 6 E
3 3 3 3
12
12
12
12
N
N
N
15
15
15
15
33
33
33
33
S
S
S
30
30
30
30
21 21
21 21
W 24 W 24 W 24 W 24
ı ı ı ı
G G G G
KAP 140 KAP 140 KAP 140 KAP 140
UP UP UP UP
armed. The autopilot will capture the localizer gaged when the glideslope is captured. The ALT AP annunciations are displayed and a discon- 090°. By depressing the HDG button on the
Rev. 1 Rev. 1

8°
05
2 1
N 270°
3
283°
103°
4
L R L R L R L R
W 24 24 6
W 24 30 24 W 21 W 30 21 W E 12 3 E
30 W
24
21 24 6
15
33
30
21
33
N
TO
S
TO
S
TO TO
33
12
30
30
21
21
S
N
33
3
GS GS GS GS
N
S
15
15
33
N
15
S
33
33
15
21
S
N
3
N
3
15
FR FR FR
24
FR
12
15
33
12
12
30
15
S
6
3
12 E E 6 12 E 30 W
12 6 E 3 E 3 W 21
PUSH PUSH PUSH PUSH
US US US US
P
P
H
H
ı ı ı ı
G G G G
KAP 140 KAP 140 KAP 140 KAP 140
UP UP UP UP
The HDG annunciation will flash for five sec-
onds 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.
Rev. 1 Rev. 1

8°
05
2 1
N 270°
3
283°
103°
4
L R L R L R L R
W 30 24 W W 30 E 12
24
GS GS GS 21 GS GS
24 GS GS 6 GS
33
15
30
33
21
21
3
33
S
N
S
15
21
N
3
S
N
3
15
12
24
33
6
15
3
6
12 E E 6 12 E 30 W
ı ı ı ı
G G G G
KAP 140 KAP 140 KAP 140 KAP 140
UP UP UP UP
APR button.
Rev. 1 Rev. 1

8°
05
N 090°
4
FAF
1 2 3
3 4
1
8°
L R L R L R L R
6 6 6 6
E 3 E 6 3 E 6 3 E E 12 3 E
6 12 3 E 3 E 6
3
N
TO TO TO TO
15
12
12
12
12
12
12
N
N
3
15
GS GS GS GS
N
15
S
15
33
33
33
N
33
33
33
S
15
15
15
15
33
21
30
30
33
21
FR FR FR FR
30
30
30
30
30 24
S
21 21
S
24 W W 30
W 24 24 W
W 21 W 21 W 21 W 21
PUSH PUSH PUSH PUSH
US US US US
P
P
H
H
ı ı ı ı
G G G G
KAP 140 KAP 140 KAP 140 KAP 140
UP UP UP UP
1. Continuing the maneuver on page 74, APR 2. At the FAF, ALT is depressed to activate vertical 3. At the MDA, the ALT button is depressed caus- 4. The pilot initiates the missed approach and sta-
mode capture occurs. The autopilot initiates a speed mode. The desired descent rate is ing the autopilot to level off and maintain a con- bilizes the aircraft in the climb. The heading
left turn to track the 058° GPS course. obtained using the DN button. stant altitude. At the MAP the pilot disengages bug is set to the missed approach heading of
* Approach active is indicated on the GPS Remember, speed needs to be controlled with the autopilot with the button on the control 090°. By depressing the HDG button on the
annunciator. the throttle. wheel. A flashing AP annunciation is displayed KAP 140, the autopilot engages into the head-
and a distinctive tone will sound. ing mode, commencing a right turn to a head-
ing of 090°.
Rev. 1 Rev. 1

8°
05
N 090°
4
FAF
1 2 3
3 4
1
8°
L R L R L R L R
E 6 E 6 E E 12
6 12 3 3 6
15
3
12
12
N
3
15
N
15
15
S
33
33
N
S
33
21
30
30
S
33
21
30 21 21 24
W
24 W 24 W 24 30 W
ı ı ı ı
G G G G
KAP 140 KAP 140 KAP 140 KAP 140
UP UP UP UP
and a distinctive tone will sound. ing and vertical speed modes, commencing a
right turn to a heading of 090° and maintaining
the rate of climb existing at engagement.
Rev. 1 Rev. 1

Two Axis Operation
Rev. 1

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.
17 18 16 15 14
G
KAP 140 ARM BARO
UP
P R
Two-axis w/Altitude PreSelect 12 11

13
Flight Control Computer
G
KAP 140 ARM BARO
UP
1 P R
2 3 4 5 6 7 8 9 10
Full KAP 140 Two-Axis with Altitude Preselect Display

1. PITCH AXIS, (P) ANNUNCIATOR and later, the AP button must be
- When illuminated, indicates failure pressed and held for 0.25 seconds
of the pitch axis and will disengage to engage the autopilot.
the autopilot when the failure occurs
and not allow engagement of the 3. ROLL AXIS (R) ANNUNCIATOR
pitch axis. - When illuminated, indicates failure
of the roll axis and will disengage the
2. AUTOPILOT ENGAGE/DISEN- autopilot and not allow engagement.
GAGE (AP) BUTTON - When
pushed, engages autopilot if all logic 4. HEADING (HDG) MODE SELEC-
conditions are met. The autopilot will TOR BUTTON - When pushed, will
engage in the basic roll (ROL) mode arm the Heading mode, which com-
which functions as a wing leveler mands the airplane to turn to and
and in the vertical speed (VS) hold maintain the heading selected by the
mode. The commanded vertical heading bug on either the DG or
speed is be displayed in the upper HSI. A new heading may be
right corner of autopilot display area selected at any time and will result in
for three seconds after engagement the airplane turning to the new head-
or if either the UP or DN button is ing. Button can also be used to tog-
pressed. The captured VS will be the gle between HDG and ROL modes.
vertical speed present at the This button will engage the autopilot
moment of AP button press. When in units with software prior to soft-
pressed again, will disengage the ware version 03/01.
autopilot. For software version 03/01
Rev. 2

5. NAVIGATION (NAV) MODE 9. VERTICAL TRIM (UP/DN) BUT-
SELECTOR BUTTON - When TONS - The action of these buttons
pushed, will arm the navigation is dependent upon the vertical mode
mode. The mode provides automatic present when pressed. If VS mode is
beam capture and tracking of VOR, active, the initial button stroke will
LOC or GPS as selected for presen- bring up the commanded vertical
tation on the HSI or CDI. NAV mode speed in the display. Subsequent
is recommended for enroute naviga- immediate button strokes will incre-
tion tracking. NAV mode may also ment the vertical speed commanded
be used for front course LOC track- either up or down at the rate of 100
ing when GS tracking is not desired. ft/min per button press, or at the rate
of approximately 300 ft/min per sec-
6. APPROACH (APR) MODE ond if held continuously. If ALT
SELECTOR BUTTON - When mode is active, incremental button
pushed, will arm the Approach strokes will move the altitude hold
mode. This mode provides auto- reference altitude either up or down
matic beam capture and tracking of at 20 feet per press, or if held contin-
VOR, GPS, LOC, and Glideslope uously will command the airplane up
(GS) on an ILS, as selected for pre- or down at the rate of 500 ft/min,
sentation on the HSI or CDI. APR synchronizing the altitude hold refer-
mode is recommended for instru- ence to the actual airplane altitude
ment approaches. upon button release.
7. BACK COURSE APPROACH (Note that the altitude hold reference

(REV) MODE SELECTOR BUTTON is not displayed. The display will
- When pushed, will arm the Back continue to show the altitude alerter
Course approach mode. This mode reference.)
functions similarly to the approach
mode except that the autopilot 10. ROTARY KNOBS - Used to set
response to LOC signals is the altitude alerter reference altitude;
reversed, and GS is disabled. or may be used immediately after
pressing the BARO button, to adjust
8. ALTITUDE HOLD (ALT) MODE the autopilot baro setting to match
SELECT BUTTON - When pushed, that of the airplane’s altimeter when
will select the Altitude Hold mode. manual adjustment is required. (In
This mode provides tracking of the some installations the baro setting is
reference altitude. The reference alti- automatically synced to that of the
tude is the altitude at the moment altimeter.)
the ALT button is pressed. If the ALT
button is pressed with an established 11. BARO SET (BARO) BUTTON -
VS rate present, there will be altitude When pushed and released, will
overshoot (approximately 10% of the change the display from the altitude
VS rate), with the airplane returned alerter selected altitude to the baro
positively to the reference altitude. setting display (either IN HG or HPA)
This button will engage the autopilot for 3 seconds. If pushed and held for
in units with software prior to soft- 2 seconds, will change the baro set-
ware version 03/01. ting display from IN HG to HPA or
Rev. 1

vice versa. Once the baro setting reached. Once the selected altitude
display is visible the rotary knobs is reached a flashing ALERT illumi-
may be used to manually adjust the nation signifies that the 200 ft. “safe
baro setting if automatic baro correc- band” has been exceeded and will
tion is not available. remain illuminated until 1000 ft. from
the selected altitude. Associated with
12. ALTITUDE ARM (ARM) BUT- the visual alerting is an aural alert (5
TON - When pushed will toggle alti- short tones) which occurs 1000 feet
tude arming on or off. When ALT from the selected altitude upon
ARM is annunciated, the autopilot approaching the altitude and 200
will capture the altitude alerter dis- feet from the selected altitude on
played altitude (provided the aircraft leaving the altitude.
is climbing or descending in VS to
the displayed altitude). When the 15. PITCH TRIM (PT) ANNUNCIA-
autopilot is engaged, ALT arming is TION - A flashing PT with arrows
automatic upon altitude alerter alti- indicates the direction of required
tude selection via the rotary knobs. pitch trim. A solid PT without an
Note that the alerter functions are arrow head is an indication of a pitch
independent of the arming process trim fault. During manual electric trim
thus providing full time alerting, even operation (autopilot disengaged),
when the autopilot is disengaged. detection of a stuck MET switch will
be indicated by a solid PT. When the
13. ALTITUDE ALERTER/VERTI- fault is corrected, the annunciation
CAL SPEED/BARO SETTING DIS- will extinguish.
PLAY - Normally displays the alti-
tude alerter selected altitude. If the 16. PITCH MODE DISPLAY -
UP or DN button is pushed while in Displays the active and armed pitch
VS hold, the display changes to the modes (VS, ALT, ARM, ALT and
command reference for the VS GS).
mode in FPM for 3 seconds. If the
BARO button is pushed, the display 17. ROLL MODE DISPLAY -
changes to the autopilot baro setting Displays the active and armed roll
in either IN HG or HPA for 3 sec- modes (ROL, HDG, NAV ARM,
onds. NAV, APR ARM, APR, REV ARM,
REV, GS ARM). Also displayed will
NOTE: This display may be dashed be flashing AP annunciation (5 sec-
for up to 3 minutes on start up if a onds) at each autopilot disconnect
blind encoder is installed which accompanied by an aural tone (for 2
requires a warm up period. seconds).
14. ALTITUDE ALERT (ALERT) 18. AUTOPILOT ENGAGED (AP)
ANNUNCIATION - The ALERT ANNUNCIATION - Illuminates when-
annunciate is illuminated 1000 ft. ever the autopilot is engaged.
prior to the selected altitude, extin- Flashes during pilot initiated or auto-
guishes 200 ft. prior to the selected matic disengagement. Only applica-
altitude and illuminates momentarily ble for software versions 03/01 or
when the selected altitude is later.
Rev. 1

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 sec-
tion for text descriptions of lateral mode operation.
G
KAP 140 ARM BARO
UP
Vertical Speed (VS) Mode changes to VS and current vertical

speed is displayed.
The Vertical Speed (VS) mode
allows variable speed climbs and 2. UP or DN button - Select
descents. The ALT button toggles desired climb or descent rate.
between altitude hold and vertical Each button stroke will increment
speed modes. the vertical speed commanded up
Note: The KAP 140 engages into VS press, or at the rate of approxi-
mode as a default. mately 300 ft/min per second if
held continuously.
To operate in the VS mode
(with autopilot currently disengaged): Note: VS command value will be dis-
played during Control Wheel
1. AP button - Press. Note ROL, Steering (CWS) and for three sec-
VS and current vertical speed is onds following VS engagement or
displayed. If no other modes are pressing the UP or DN button. Both
selected the autopilot will operate altitude and vertical speed utilize the
same display area. Altitude is always
in the ROL and vertical speed
displayed except during vertical
hold modes. For software version
speed selection. If the VS command
03/01 and later, the AP button
value is not displayed, pressing (and
must be pressed and held for 0.25 releasing) the UP or DN button will
seconds to engage the autopilot. not change the indicated altitude ref-
2. UP or DN button - Select erence but will display the VS com-
desired climb or descent rate. mand value.
Each button stroke will increment
the vertical speed commanded up Note: When operating at or near the
best rate of climb airspeed, at climb
power settings, and using vertical
press, or at the rate of approxi-
speed hold, it is easy to decelerate
mately 300 ft/min per second if
to an airspeed where continued
held continuously. decreases in airspeed will result in a
To initiate a climb or descent from reduced rate of climb. Continued
Altitude Hold (ALT) mode: operation in vertical speed mode can
result in a stall.
Rev. 2

G
KAP 140 ARM BARO
UP
Altitude Hold (ALT) Mode

The Altitude Hold (ALT) mode
maintains the pressure altitude
acquired upon selection of altitude
hold. The ALT button toggles
between altitude hold and vertical
speed modes.
To operate in the ALT mode

(with autopilot currently in the
Vertical Speed mode):

is annunciated and autopilot
maneuvers to maintain pressure
altitude acquired at button selec-
tion.
2. UP or DN button - Select to
change altitude. Incremented but-
ton strokes will move the refer-
ence altitude by 20 feet per press,
or if held continuously will com-
mand 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

Altitude Alerting and Preselect
The Altitude Preselect function allows capturing of a desired altitude and

transferring into altitude hold. Manual input of desired altitude is accomplished
through the rotary knobs on the faceplate of the KAP 140.
The Altitude Alerting function will visually and aurally announce approaching,
acquiring and deviation from a selected altitude.
Altimeter Setting Baro unit conversion
Installations with remote baro The barometric pressure display can
input toggled between IN HG and HPA as
needed by the pilot.
1. BARO setting - CHECK.
depressing the BARO button will 1. BARO button - Press and hold
display the baro setting for three for two seconds.
seconds. G
KFC 140 ARM BARO
G
KFC 140 ARM BARO
UP
UP
Altitude Alerter
Installations without remote baro The function of the Altitude Alerter is
input independent of the autopilot.
Upon successful completion of pre- 1. ALTITUDE SELECT knob -
flight test, the baro display will flash. ROTATE until the desired altitude
is displayed.
1. BARO setting - Enter baromet-
ric setting using the rotary knobs
OR if correct as displayed, press G
KFC 140 ARM BARO
BARO. UP
G AP HDG NAV APR REV ALT DN

KFC 140 ARM BARO
UP
Note: The ALERT annunciation is
illuminated 1000 ft. prior to the
selected altitude, extinguishes 200 ft.
Note: It is recommended that the
prior to the selected altitude and illu-
baro value be updated whenever the
minates momentarily when the
aircraft altimeter setting is changed.
selected altitude is reached. Once
the selected altitude is reached, a
flashing ALERT illumination signifies
that the 200 ft. “safe band” has been
exceeded and will remain illuminated
until 1000 ft. from the selected alti-
tude. Associated with the visual
Rev. 1

alerting is an aural alert (five short Voice Messaging

tones) which occurs 1000 ft. from the
selected altitude upon approaching The following standard voice mes-
the altitude and 200 ft. from the sages will be annunciated as condi-
selected altitude on leaving the alti- tions warrant:
tude.
G
KFC 140 ARM BARO
1. “TRIM IN MOTION, TRIM IN
MOTION…” - Pitch trim running
UP
for more than 5 seconds.
2. “CHECK PITCH TRIM” - An

Altitude Preselect out of trim condition has existed
for 15 seconds.
1. ALTITUDE SELECT knob -
ROTATE until desired altitude is a. Airplane Control Wheel -
displayed. ARM annunciation GRASP FIRMLY, press CWS
occurs automatically upon altitude and check for an out of pitch trim
selection when the autopilot is condition. Manually retrim as
engaged. required.
G
KFC 140 ARM BARO
b. CWS button - RELEASE.
UP c. AUTOPILOT OPERATION -
AP HDG NAV APR REV ALT DN CONTINUE if satisfied that the
out of trim condition was tempo-
2. Airplane - ESTABLISH desired rary. DISCONTINUE if evidence
vertical speed to intercept the indicates a failure of the auto trim
selected altitude. function.
G
KFC 140 ARM BARO
The following optional voice mes-
sages will be annunciated if the sys-
UP
tem is configured for voice messag-
ing:
3. Upon altitude capture, ALT 1. “ALTITUDE” - 1000 feet

ARM will extinguish and ALT will before approaching selected alti-
be annunciated. tude.
Note: Altitude preselect captures are 2. “LEAVING ALTITUDE” - 200
not recommended on non-precision feet away, departing selected alti-
approaches to capture the MDA. tude.
Glideslope coupling will preclude an 3. “AUTOPILOT” - Autopilot has
altitude capture on an ILS. disengaged, either through pilot
action or automatically.
G
KFC 140 ARM BARO
UP
Rev. 1

Two Axis/Altitude Preselect Operations Two Axis/Altitude Preselect Operations
N
1 2 3 4
0°
01
080°
1 2 3 4
L R L R L R L R
E E 3 6 N 3
6 12 6 E 6 12 6 E 3 6 N 3
12 12 N 33
33
6
N
E
3
6
E
3
3
15
30
15
33
15
15
E
12
33
30
OR
N
OR
N
12
E
OR
N
OR
W
S
30
12
S
15
30
33
W
33
12
15
33
33
21
24
21
15
W
S
21
21
30
W
30
24
24 S 15
W 30 24 W
24 30 24 24 21 21 S
W W 24 21 21 S
PUSH
PUSH PUSH PUSH US
H
US US
P
H
P
US
P
ı ı ı ı
G G G G
KAP 140 ARM BARO KAP 140 ARM BARO KAP 140 ARM BARO KAP 140 ARM BARO
UP UP UP UP
DN DN AP HDG NAV APR REV ALT DN DN

AP HDG NAV APR REV ALT AP HDG NAV APR REV ALT AP HDG NAV APR REV ALT
1. The aircraft is well off the ground and estab- 2. The heading bug on the DG or HSI is turned to 3. The autopilot is responding to the heading select 4. Desired altitude has been reached and auto-
lished at a safe climb rate. the new desired heading of 010° and the aircraft mode with a left bank. The climb rate has been matic altitude capture occurs. The autopilot has
The heading bug on the DG or HSI is turned to begins to respond with an immediate left turn. A decreased, using the DN button, in preparation completed the turn and is now established on a
the desired heading of 080° (runway heading). cruise altitude of 7,000 feet is entered using the for level out. The vertical speed value will be 010° heading.
rotary knobs. Altitude ARM annunciation occurs displayed upon selection of the DN button and
By depressing the HDG button on the KAP 140, automatically upon selection. will remain for three seconds.
the autopilot engages into the heading and ver-
tical speed modes and maintains the selected
heading of 080° and current rate of climb.
Rev. 1 Rev. 1

°
40
010°
L R L R L R L R
E 3 6 3 6 3 6
N 3 6 12 N 3 3 3 6
N N 6 N N
33 33 N
E
E
E
6
E
6
TO
15
TO TO TO
3
E
33
33
33
33
30
33
30
12
GS GS GS GS
E
12
12
12
12
30
S
N
W
30
W
12
12
15
30
30
30
15
W
15
15
15
24
FR FR FR FR
W
24
15 15 S
21
33
24 S
S 21
W
21 21 S 24
W
21
S S S
30 24
OBS W OBS
24 21 OBS
24 21 OBS 24 21
PUSH PUSH PUSH PUSH
US US US US
P
P
H
H
ı ı ı ı
G G G G
UP UP UP UP
Rev. 1 Rev. 1

°
40
010°
L R L R L R L R
N 3 N 3 3 6 3 6
N
6
E
E
33
33
30
30
12
E
12
30
30
W
W
12
12
15
15
W
W
24
24
15 15 S
S
21 S 21 S 24 21 24 21
ı ı ı ı
G G G G
UP UP UP UP
Rev. 1 Rev. 1

Outbound On Front Course For Procedure Turn To ILS Approach Using DG
8°
05
283°
N 270°
1
2
283° 3
103°
4
8°
23
L R L R L R L R
6 6 6 6
W 3 E 24 W 3 E W 30 3 E E 12 3 E
30
24 33
21 6
24
15
30
N N N N
TO TO TO TO
N
N
12
12
12
12
33
A A A A
21
V V V V
N
3
S
GS GS
21
GS GS
33
S
N
S
33
33
33
33
15
15
15
15
N
3
15
21
S
N
3
15
FR FR FR FR
33
6
12
24
30
30
30
30
3 15
S
S
12 6 E
E E 6 12 30 W
W 21 W 21 W 21 W 21
PUSH PUSH PUSH PUSH
US US US US
P
P
H
H
ı ı ı ı
G G G G
UP UP UP UP
altitude hold engaged. To intercept and fly the auto intercept mode is cancelled and reverse ate the procedure turn. Select HDG and set the and made a 180° turn to this heading. This
ILS front course outbound, set the front course localizer mode is automatically activated and a heading bug to 283°. During the procedure turn 103° heading will intercept the front course of
on the OBS and depress the reverse course left turn outbound on the localizer is initiated by outbound, the CDI course index goes off scale 058°. You must now select the approach mode
(REV) button. The HDG annunciation will flash the autopilot. to the right. The aircraft is flying away from the by depressing the APR button on the KAP 140.
for five seconds then extinguish. While the localizer centerline at a 45° angle on a selected * The HDG annunciation will flash for five sec-
HDG annunciation is flashing, move the head- Note: The left-right deviations of the CDI course heading of 283°. onds then extinguish. While the HDG annuncia-
ing bug to the front course 058°. Since HDG
was active upon selection of REV the autopilot deviation needle are reversed (you must turn right tor is flashing, move the heading bug to the
to center a deviation of the index to the left). This front course 058°. Since the 45° intercept is
will initiate a 45° intercept to the localizer sig-
needle reversing takes place because you are fly- * Check the heading displayed on the DG against
103°, the aircraft will not turn until the front
nal. In this case, the aircraft will turn to 283°.
ing outbound on a front course. the magnetic compass and reset if necessary.
course is captured.
Rev. 1 Rev. 1

Outbound On Front Course For Procedure Turn To ILS Approach Using HSI
8°
05
N 270°
1
2
283° 3
103°
4
8°
23
L R L R L R L R
W 24 W W 30 E 12
30
24 21
15
24
33
30
6
33
21
S
21
33
3
N
S
15
21
3
S
N
N
3
15
12
24
15
3
6 33
12 E E 6 12 E 30 W
ı ı ı ı
G G G G
UP UP UP UP
altitude hold engaged. To intercept and fly the HDG mode is cancelled and reverse localizer ate the procedure turn. During the procedure and made a 180° turn to this heading. The
ILS front course outbound, set the front course mode is automatically activated and a left turn turn outbound, the deviation bar shows that the 103° heading will intercept the front course of
on the HSI and depress the back course (REV) outbound on the localizer is initiated by the aircraft is flying away from the localizer center- 058°. You must now select the approach mode
button. The back course ( REV ) mode is autopilot. line at a 45° angle on a selected heading of by depressing the APR button on the KAP 140.
selected to go outbound on the front course. 283°. Automatic capture of the localizer will occur.
The capture point is now being computed
based on closure rate.
Rev. 1 Rev. 1

Front Course ILS Approach Using DG
8°
05
N 090°
4
3
2
1
1 2 3 4 8°
23
L R L R L R L R
6 6 6 6
6 E 3 E 6 3 E 6 3 E 6 E 3 E
E E
3 3 3
3
12
12
TO TO TO TO
12
12
N
N
12
12
12
12
N
N
N
15
GS GS GS GS
15
15
15
33
33
33
33
33
33
33
15
15
15
15
33
S
S
S
30
30
30
FR FR FR FR
30
21
30
30
30
30
21
S
S
21 21
W 24 W 24 W 24 W 24
W 21 W 21 W 21 W 21
PUSH PUSH PUSH PUSH
US US US US
P
P
H
H
ı ı ı ı
G G G G
UP UP UP UP
Rev. 1 Rev. 1

Front Course ILS Approach Using HSI
8°
05
N 090°
4
3
2
1
1 2 3 4 8°
23
L R L R L R L R
6 E 6 E 6 E 6 E
3 3 3 3
12
12
12
12
N
N
N
15
15
15
15
33
33
33
33
S
S
S
30
30
30
30
21 21
21 21
W 24 W 24 W 24 W 24
ı ı ı ı
G G G G
UP UP UP UP
and the CDI course index will center. annunciation extinguishes and GS is displayed. nect tone will sound. KAP 140, the autopilot engages into the head-
Rev. 1 Rev. 1

8°
05
2 1
N 270°
3
283°
103°
4
L R L R L R L R
W 24 24 6
W 24 30 24 W 21 W 30 21 W E 12 3 E
30 W
24
21 24 6
15
33
30
21
33
N
TO
S
TO
S
TO TO
33
12
30
30
21
21
S
N
33
3
GS GS GS GS
N
S
15
15
33
N
15
S
33
33
15
21
S
N
3
N
3
15
FR FR FR
24
FR
12
15
33
12
12
30
15
S
6
3
12 E E 6 12 E 30 W
12 6 E 3 E 3 W 21
PUSH PUSH PUSH PUSH
US US US US
P
P
H
H
ı ı ı ı
G G G G
UP UP UP UP
*The HDG annunciation will flash for five sec-
onds then extinguish. While the HDG annuncia-
tion is flashing, move the heading bug to 058°.
Since the 45° intercept is 103°, the aircraft will
* Check the heading displayed on the DG against not turn until the course is captured.
the magnetic compass and reset if necessary.
Rev. 1 Rev. 1

8°
05
2 1
N 270°
3
283°
103°
4
L R L R L R L R
W 30 24 W W 30 E 12
24
GS GS GS 21 GS GS
24 GS GS 6 GS
33
15
30
33
21
21
3
33
S
N
S
15
21
N
3
S
N
3
15
12
24
33
6
15
3
6
12 E E 6 12 E 30 W
ı ı ı ı
G G G G
UP UP UP UP
APR button.
Rev. 1 Rev. 1

8°
05
N 090°
4
FAF
1 2 3
3 4
1
8°
L R L R L R L R
6 6 6 6
E 3 E 6 3 E 6 3 E E 12 3 E
6 12 3 E 3 E 6
3
N
TO TO TO TO
15
12
12
12
12
12
12
N
N
3
15
GS GS GS GS
N
15
S
15
33
33
33
N
33
33
33
S
15
15
15
15
33
21
30
30
33
21
FR FR FR FR
30
30
30
30
30 24
S
21 21
S
24 W W 30
W 24 24 W
W 21 W 21 W 21 W 21
PUSH PUSH PUSH PUSH
US US US US
P
P
H
H
ı ı ı ı
G G G G
UP UP UP UP
AP HDG NAV APR REV ALT DN DN AP HDG NAV APR REV ALT DN AP HDG NAV APR REV ALT DN
AP HDG NAV APR REV ALT
and a distinctive tone will sound. ing and vertical speed modes, commencing a
Rev. 1 Rev. 2
108 KAP 140 AUTOPILOT SYSTEM Apr/02 May/02 KAP 140 AUTOPILOT SYSTEM 109

8°
05
N 090°
4
FAF
1 2 3
3 4
1
8°
L R L R L R L R
E 6 E 6 E E 12
6 12 3 3 6
15
3
12
12
N
3
15
N
15
15
S
33
33
N
S
33
21
30
30
S
33
21
30 21 21 24
W
24 W 24 W 24 30 W
ı ı ı ı
G G G G
UP UP UP UP
AP HDG NAV APR REV ALT DN DN AP HDG NAV APR REV ALT DN AP HDG NAV APR REV ALT DN
AP HDG NAV APR REV ALT
annunciator. the throttle. wheel. The flashing AP annunciations are dis- KAP 140, the autopilot engages into the head-
played and a distinctive tone will sound. ing and vertical speed modes, commencing a
Rev. 1 Rev. 1

Rev. 1

KCS 55A Compass System
KCS 55A Compass The panel-mounted KI 525A

HSI combines the display functions
System of both the standard Directional Gyro
The KCS 55A Compass and the Course Deviation Indicator’s
System, which includes the KA 51B VOR/LOC/Glideslope information to
Slaving Control and Compensator provide the pilot with a single pre-
Unit, the KMT 112 Magnetic Slaving sentation of the complete horizontal
Transmitter and the KG 102 navigation situation. This greatly
Directional Gyro as well as the KI simplifies course orientation, inter-
525A Pictorial Navigation Indicator is ception and tracking, while eliminat-
an optional part of the KAP 140 ing the need for scan coordination
Autopilot System. between two separate indicators.
NAV HDG
- + N 3
33
GS GS
AUTO MAN
6
30
CCW CW
E
W
12
24
15
21
KA 51B S
KI 525A
305
KCS
KG 102A KMT 112

Rev. 0
Jun/98 KAP 140 AUTOPILOT SYSTEM 113

KI 525A Indicator
heading and VOR/LOC/Glideslope
The KI 525A Pictorial information into one compact dis-
Navigation Indicator is the panel display. By providing a simple, compre-
play for the KCS 55A Compass hensive visual presentation of the
System. It replaces the standard aircraft’s heading and position in
Directional Gyro and Course relation to a desired course, the
Deviation Indicator (CDI) in the air- pilot’s navigation workload is consid-
craft’s panel, combining slaved erably reduced.
NAV warning Lubber Line Compass

Flag Warning Flag
Heading
Select Course
Bug Select
NAV HDG
N 3 Pointer
33
GS GS
Dual To-From
6
30
Glideslope Indicator
Pointers
E
W
12
24
Symbolic Glideslope
Aircraft 15 Deviation
21 S Scale
VOR and LOC Heading

Deviation Bar Select
Knob
ı
Course
Select Knob VOR/LOC Compass Card
Deviation Scale
KI 525A Pictorial Navigation Indicator
Description of Indicator and Lubber Line - A fixed white marker

Display Functions at the top of the display that indi-
cates aircraft magnetic heading on
Compass Card - Responding to the the compass card.
input from the slaved directional
gyro, this card rotates within the dis- Symbolic Aircraft - A fixed repre-
play so that the aircraft heading is sentation of the actual aircraft. This
always at the top, under the lubber miniature aircraft always points
line. toward the top of the display and the
lubber line.
Rev. 0
114 KAP 140 AUTOPILOT SYSTEM Jun/98

Selected Course Pointer - On this Heading Select Bug - A movable

two-part arrow, the “head” indicates orange marker on the outer perime-
the desired VOR or Localizer course ter of the display, used primarily to
and the “tail” indicates the reciprocal. select the desired heading you wish
This pointer is set by rotating the to fly. This desired heading is cou-
course select knob. pled to the KAP 140 Autopilot to pro-
vide the “Heading Select” function.
Course Select Knob - Used to
rotate the course pointer to the Heading Select Knob - Used to
desired course on the compass rotate the heading select bug to a
card. This knob corresponds to the desired point on the compass card.
Omni Bearing Selector (OBS) on
standard NAV indicators. To-From Indicator - A white triangle
near the center of the display that
VOR/RNAV and LOC Deviation - indicates, with reference to the OBS
This bar corresponds to the setting, whether the course selected
“left/right” needle on standard course is “to” or “from” the selected VOR
deviation indicators. When the air- station and/or RNAV waypoint.
craft is precisely on the VOR radial
or Localizer course, it forms the cen- Dual Glideslope Pointers -
ter section of the selected course Chartreuse triangular pointers on
pointer and will be positioned under either side of the display drop into
the symbolic aircraft. When off view when a usable glideslope sig-
course or approaching a new nal is received and retract out of
course, it will move to one side or view when the glideslope signal
the other. Since the entire VOR and becomes marginal. During an ILS
Localizer display rotates with the approach, these pointers represent
compass card, the angular relation- the vertical orientation of the aircraft
ship between the deviation bar and with respect to the center of the
the symbolic aircraft provides a pic- glideslope beam. When on glides-
torial symbolic display of the air- lope, the pointers will align with the
craft’s position with respect to the center markers on the glideslope
selected course. scale.
Deviation Scale - When tuned to a Glideslope Deviation Scale - White

VOR frequency, each white dot rep- dots on each side of the display
resents two degrees of deviation left which, in conjunction with the glides-
or right of course. When tuned to a lope pointers, indicate either
Localizer, the deviation is 1/2 degree “above”, “below”, or “on glideslope”
per dot. (When GPS data is selected during an ILS approach.
for presentation, refer to the Pilot’s
Guide for the GPS receiver.)
Rev. 0

Compass Warning Flag - A red flag

labeled “HDG” becomes visible in
the upper right quadrant of the dis-
play whenever the electrical power is
inadequate or the directional gyro is - +
not up to speed. Compass failures
AUTO MAN
can occur which will not be annunci-
ated by the “HDG” flag. Therefore,
periodic comparison with the CCW CW
standby compass is advised.
NAV Warning Flag - A red flag

labeled “NAV” becomes visible in the
upper left quadrant of the display KA 51B Slaving Meter
whenever a usable signal is not
being received. Slave and Free Gyro Switch - When
the switch is in the AUTO position,
Slaving Meter ( KA 51B) the system is in the slaved gyro
mode. When the switch is in the
This meter indicates any differ- MAN position, the system is in the
ence between the displayed heading free gyro mode.
and the magnetic heading. Right or
up deflection indicates a clockwise Clockwise Adjustment - When the
error of the compass card. Left or system is in the free gyro mode,
down deflection indicates a counter- holding the manual heading switch
clockwise error of the compass card. to the CW position will rotate the
Whenever the aircraft is in a turn and compass card to the right to elimi-
the card rotates, it is normal for this nate left compass card error.
meter to show a full deflection to one
Counterclockwise Adjustment -
side or another.
When the system is in the free gyro
NOTE: During level flight it is normal mode, holding the manual heading
for the meter needle to continuously switch to the CCW position will
move from side to side and to be rotate the compass card to the left to
fully deflected during a turn. If the eliminate right compass card error.
needle stays fully deflected, left or
The KA 51B Slaving Control
right, during level flight, the free gyro
and Compensator Unit is a small
mode can be used to center it, as
slaving accessory which can be
follows:
used in installations where panel
space is limited. The KA 51B can be
mounted either vertically or horizon-
tally.
Rev. 3
116 KAP 140 AUTOPILOT SYSTEM Nov/05

KMT 112 Magnetic Slaving

Transmitter
This unit senses the direction of

the earth’s magnetic field and contin-
uously transmits this information
through the slaving circuitry to the
directional gyro which is automati-
cally corrected for precession or
“drift”. This sensor is mounted KMT 112 Magnetic Slaving
remotely – usually in a wingtip – to Transmitter
eliminate the possibility of magnetic
interference.
KG 102A Directional Gyro

The directional gyro provides
gyro stabilization for the system and
contains the slaving circuitry neces- KCS
305
sary for operation of the system. ı
Power may be for either 14 or 28

volts DC. This sensor is also remote
mounted.
Operating Instructions KG 102A Directional Gyro
1. Until power is applied to the 3. If the KCS 55A System is in the

KCS 55A System, and the direc- slaved gyro mode, the compass
tional gyro is up to speed, a red card will automatically fast slave at
flag labeled “HDG” will be visible the rate of 180 degrees per minute
in the upper right quadrant of the toward the aircraft’s magnetic
KI 525A Indicator. In operation, heading. (Immediately after apply-
this warning flag will be visible ing power, this compass card
whenever the power being sup- movement should be quite visi-
plied is inadequate or the gyro is ble.) It will continue to fast slave
not up to speed. until the proper magnetic heading
is indicated, after which it will
2. With the application of power to
slave at a constant rate of three
the KCS 55A System, and gyro up
degrees per minute to keep the
to operating speed, the red “HDG”
system aligned with the earth’s
flag should disappear from view.
magnetic field.
Rev. 0

Under some conditions it is possi- 8. The VOR deviation bar represents

ble for the system to stop slaving the selected course, and the rela-
exactly 180 degrees from the cor- tionship of this bar to the symbolic
rect heading. If this should occur, aircraft in the center of the instru-
move the “Slave” switch on the ment visually presents the actual
KA 51B to the unslaved (free) relationship of the selected course
position. Rotate the compass card to your aircraft heading. (In other
±10 degrees from the incorrect words, if the symbolic aircraft on
heading by using the manual rota- the display indicates approaching
tion switch and then return the the deviation bar at 45 degrees,
system to slaved operation. The that is the angle at which your air-
system will then slave to the cor- craft is actually approaching the
rect heading. selected course.
4. For the free gyro operation, check 9. To prepare for an ILS approach,
the magnetic compass to deter- tune the NAV receiver to the
mine the correct magnetic head- desired Localizer frequency. If a
ing. Then use the manual slave usable Localizer signal is being
switch to align the system with the received, the NAV warning flag
earth’s magnetic field. Periodic will disappear.
checks with the standby compass 10. For a front or back course
are recommended to check and
approach, rotate the course select
correct for gyro precession.
knob to set the course pointer on
5. Until a usable navigation signal is the inbound Localizer course. As
being received by the NAV sys- with normal navigation (#6 above),
tem, a red flag labeled “NAV” will the LOC deviation bar represents
be visible in the upper left quad- the desired course. The relation-
rant of the KI 525A Indicator. In ship between this bar and the
operation, this warning flag should symbolic aircraft gives a true pic-
be visible whenever an inade- ture of your aircraft’s position with
quate navigation signal is being respect to the Localizer course.
received. Always setting the course pointer
6. For normal navigation to or from a to the inbound Localizer course
VOR or VORTAC, set the NAV provides the correct deviation bar
receiver to the desired VOR or sensing whether flying a front or
VORTAC frequency and the red back course approach.
navigation flag (NAV) should dis- 11. The glideslope deviation pointers
appear from view if a usable sig- should become visible on both
nal is being received. sides of the display when a usable
7. Rotate the course select knob to glideslope signal is received. If
they do not come into view, a
position the course pointer to the
desired VOR course. usable glideslope signal is not
being received.
Rev. 0

12. The glideslope pointers indicate function normally even if a usable

the relative position of the glides- glideslope signal is not being
lope path with respect to the air- received.)
craft. (In other words, if the point-
ers are above the center marker, A continuous large deflection of
the aircraft is below the glides- the slaving meter or large discrepan-
lope.) cies between the magnetic compass
and the KI 525A compass card may
Abnormal Circumstances indicate a failure in the slaving sys-
tem. If a slaving failure should occur,
If the Warning Flag (HDG)
the Slave/Free Switch should be
appears during operation, the com-
moved to select the free gyro mode.
pass card indications will be in error.
Then, by using manual clockwise or
Power may be removed from the KG
counterclockwise corrections, the
102A Directional Gyro by pulling the
compass can be rotated to the cor-
appropriate circuit breaker. The
rect heading as indicated on the
Selected Course, VOR/LOC
standby compass. The KCS 55A
Deviation Bar, the NAV flag, and the
system should continue to function
To/From Indicator will remain in
normally except the heading infor-
operation.
mation will be solely derived from the
If the Navigation Warning Flag KG 102A Directional Gyro. There will
(NAV) appears during operation, be no automatic heading correction
there are several possibilities: (1) the and periodic adjustments must be
NAV receiver is not turned on, (2) made manually to correct for preces-
the NAV receiver is improperly sion by reference to the standby
tuned, (3) the ground VOR or LOC magnetic compass, as with any
station is malfunctioning, (4) the air- directional gyro.
craft is out of range of the selected
Note: It is desirable to disconnect the
ground station, or (5) the aircraft
autopilot under the following condi-
NAV receiver has malfunctioned.
tions:
(The compass card will continue to
display the aircraft heading even if a 1. HDG flag comes into view.
usable NAV signal is not being 2. System is in fast slave.
received. 3. During manual slaving.
If the glideslope pointers The system has the capability to

remain out of view during a front supply the autopilot with an auto-
course ILS approach, wither the air- matic disconnect signal under these
craft glideslope receiver or the conditions.
ground station glideslope transmitter
is malfunctioning. Glideslope is usu- Note: For system limitations in your
ally not available during a back particular aircraft type, refer to your
course approach. (The VOR and Flight Manual Supplement.
LOC course display will continue to
Rev. 0

KCS 55A Compass System KCS 55A Compass System
6 E 6 E E 12 E E
3 12 15 6 12 6 12
GS GS GS GS GS GS GS GS GS GS
3
3
12
15
N
15
15
S
N
N
15
N
33
S
S
21
S
Flight Procedures
33
33
33
S
30
21
21
21
24
33
with the KCS 55A 30
21 30
W 24 W 24 30 W 24 30 24
W W
The next few ı ı ı ı ı
pages depict a normal 1. Vectors to Intercept a 2. 3. Turn to Intercept a Victor 4. 5.

Radial The VOR deviation bar begins Airway When the deviation bar is About midway between
flight departure from
After takeoff from Kansas to center as we approach the The “TO” indicator starts to centered and aligned with the Napoleon and Columbia
MKC enroute to STL City, we select a heading of 110° course to Napoleon. The swing to “FROM” as you fly over course arrow, you are on (CBI), you switch to the CBI
via Victor Airway V-12. 060° with the heading bug to KI 525A HSI makes it possi- the Napoleon VORTAC station. At course. Notice that correction VOR and the TO/FROM indi-
(The charts shown here intercept the 110° course to ble to intercept the course this time, set the selected course for wind drift - in this case, a cator immediately swings to
Napoleon (ANX) VOR. smoothly, without overshoot- pointer on the V-12 course of 080° heading on a 088° “TO”. Also note the course
are for illustration pur- Selected course pointer is set ing or bracketing. One 088°. course - is completely auto- arrow should be moved from
poses only, not to be on 110° with the course knob. method of doing this is to As you begin your left turn to matic as long as you keep the 088° to 090° which is the
The KI 525A HSI conveniently adjust your heading so that track V-12, notice that the deviation bar centered. V-12 inbound course to CBI.
used for navigation.) and accurately displays the the top of the deviation bar KI525A HSI continuously dis-
Careful study of these intercept angle. always touches the lubber plays an accurate picture of the
illustration of the line. As your aircraft heading relationship between your aircraft
approaches the new course, and the ANX 088 radial.
KI525A HSI should the deviation bar will swing
towards the center and the Once again, you can make a pre-
give you a better idea cise, coordinated course inter-
of how simple and angle of intercept will
decrease. ception by adjusting your head-
comprehensive the dis- ing to keep the top of the
deviation bar touching the lub-
play is. ber line.
Rev. 0 Rev. 0
120 KAP 140 AUTOPILOT SYSTEM Jun/98 Jun/98 KAP 140 AUTOPILOT SYSTEM 121

KCS 55A Compass System KCS 55A Compass System
E 12 E 12 E 12 E 12 6 E
6 6 3
GS GS GS GS GS 6 GS GS 6 GS GS GS
15
15
12
3
3
15
15
N
3
3
S
15
N
33
S
N
21
21
33
33
S
21
21
30
33
33
24 24
30 24 30 24 21
W W 30 W 30 W W 24
ı ı ı ı ı
6. 7. 8. Airway Interception 9. 10.

As you fly over the Columbia Near the Herman intersection Your clearance is V-12 to As you cross the Foristell You are now established on
station, the TO/FROM indica- you switch to Foristell VOR- Foristell, then V-14 to the St. VORTAC, the deviation bar V-14, flying to the STL VOR-
tor changes to “FROM”. Since TAC and move the course Louis (STL) VORTAC, direct will align with the course TAC. Once again, if you fly to
the outbound course for V-12 arrow to 100°, which is the V- Lambert Field. Approaching arrow. Now set the heading keep the deviation bar cen-
from Columbia to Foristell 12 inbound course to FTZ. the FTZ station, the heading bug to 062° and turn left to tered, correction for wind drift
(FTZ) is 098°, you now set The TO/FROM indicator bug is on 100° as a reference follow V-14 to the STL VOR- will automatically be accom-
the selected course pointer on changes to “TO”. for the V-12 course or as TAC. plished.
098° and fly to keep the devi- heading command for the
ation bar centered. autopilot, if used. Select the
Note: For system limitations
St. Louis VORTAC on the NAV
refer to your Flight Manual
receiver and set the course
pointer on the STL 062° Supplement.
course.
Rev. 0 Rev. 0
122 KAP 140 AUTOPILOT SYSTEM Jun/98 Jun/98 KAP 140 AUTOPILOT SYSTEM 123

0
HOLDING
PATTERN
1
2
27
9
064
244
3
4 18
6 E 15 S
GS 3 GS GS 12 GS
12
21
N
E
15
24
33
W
S
30
3
21 30
W 24 N 33
ı ı
1. Approaching the STL VORTAC, the con- 2. Halfway through the outbound turn, the KI
troller asks you to hold southwest of the 525A display shows the deviation bar
VORTAC on the 244° radial, right turns. behind the symbolic aircraft. You know,
You are now over the station with a 064° therefore, that you must eventually fly back
course selected (the TO/FROM indicator to the radial in order to be on course during
has swung to “FROM”). Set your heading the inbound leg of the holding pattern.
bug to the reciprocal or outbound heading
of 244° for easy reference and begin your
right turn holding pattern.
24 W 33 N
GS 21 GS GS 30 GS
30
3
W
S
33
6
15
24
N
E
12
21
3 12
E 6 S 15
ı ı
3. Outbound, you are using the heading bug as 4. Halfway through your turn to the inbound
reference for 244°. The 244° radial is off 064° course, the KI 525A shows the sym-
the right wing and parallel to your outbound bolic aircraft approaching the deviation bar
course. 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.
Rev. 0

2000
E Arc
13 DM
ILS APPROACH-
1
FRONT COURSE 2
13 3
0
4
LOM
13 DME Arc
2000
MM
24 S
21 W 15 21
GS GS GS GS
12
S
30
24
15
E
33
W
12
30
N
E 3 3 33
6 N
ı ı
1. You are vectored from the holding pattern 2. Capturing the ILS course can be accom-
to the 13 DME arc. The aircraft is turning, plished without overshooting or bracketing
with the heading bug set on 170° to inter- with the same technique you used in inter-
cept the localizer. 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
course 130° and the KI 525A shows the and coordinate your turn until the bar is
localizer course is directly ahead. The centered with the course arrow. Each dot
glideslope pointers came into view when on the LOC deviation scale represents 1/2
the ILS frequency was tuned, since a usable degree of deviation when tuned to an ILS
glideslope signal is being received. frequency.
15 12 15
12
GS S GS GS S GS
E
E
21
21
6
6
24
24
3
3
W
W
N N
30 33 30
33
ı ı
3. The KI 525A shows you that you have inter- 4. You are now centered on the localizer and
cepted the localizer course. The glideslope the glideslope. Once again, the KI 525A
pointers have started to center, although shows your aircraft is crabbed about 5° to
the display indicates your aircraft is still the right to maintain the localizer course.
below the glidepath at this point.

Rev. 0

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 4 1
course inbound localizer course. 236
05 8
This will result is conventional pic-
torial deviation sensing even on 3 2
back course. The KI 525A display
gives you an accurate picture of
193
013
where you are at all times during
the approach and procedure turn.
24 W S 21
21
GS GS GS 15 GS
24
30
S
12
W
33
15
30
12
6
33
E 3
6 3 N
ı ı
1. You are outbound on the back localizer 2. During the procedure turn outbound, the
course, having already set the course deviation bar shows pictorially that the air-
pointer to the inbound front course at 238°. craft (as represented by the symbolic air-
The heading bug is preset at 193° for the craft in the center of the KI 525A) is flying
procedure turn. (Since there is usually no away from the localizer centerline at a 45°
glideslope signal on a back course, the angle when the heading bug is under the
glideslope pointers are out of sight.) lubber line. Note that left-right deviations of
the course bar give “fly-to” indicators, just
as on the front course.
N 3 6 E
3
GS 33 GS GS GS
6
12
N
30
15
33
W
12
30
S
24
15
21
21 S W 24
ı ı
3. Now you’ve reset the heading bug to 013° 4. You have smoothly intercepted the back
and made a 180° turn to this heading. This course. Since the course arrow is set on the
013° heading will intercept the back course. front course (238°), the KI 525A shows a
The KI 525A clearly pictures the course you true picture of the situation - flying inbound
are to intercept and the angle of intercep- on the back course. You may reset the
tion. heading bug to 058° for easy reference.
Rev. 0

Abnormal Procedures
Abnormal Procedures
Autopilot Malfunction
An autopilot, autopilot trim or manual electric trim malfunction may be recog-

nized as an uncommanded deviation in the airplane flight path or when there
is abnormal control wheel or trim wheel motion. The primary concern in react-
ing to an autopilot or trim malfunction, or to an automatic disconnect of the
autopilot, is in maintaining control of the airplane. Immediately grasp the con-
trol wheel and press and hold down the A/P DISC/TRIM INTER switch
throughout the recovery. Manipulate the controls as required to safely main-
tain operation of the airplane within all of its operating limitations.
CAUTION: Refer to the Airplane Flight Manual or the Airplane Flight Manual
Supplement for your particular aircraft for pertinent emergency procedures.
Rev. 0

Abnormal Procedures
Rev. 0

Honeywell Aerospace
Business and General Aviation
Honeywell International Inc.
23500 West 105th Street
Olathe, KS 66061
Tel: 913-712-0400
Fax: 913-712-1302
www.honeywell.com
006-18034-0000
Rev. 3 November 2005
©1998, 2002, 2005 Honeywell International Inc.

Kap 140

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Copyright © 1998, 2002, 2005 Honeywell International Inc.

Reproduction of this publication or any portion thereof by any means without

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Manual KAP 140 Pilot’s Guide

Revision 3, November 2005

Part Number 006-18034-0000

This revision changes CW to CCW on page 116.

Manual KAP 140 Pilot’s Guide

Revision 2, May 2002

Part Number 006-18034-0000

Manual KAP 140 Pilot’s Guide

Revision 1, April 2002

Part Number 006-18034-0000

This revision incorporates changes for software version 03/01.

Manual KAP 140 Pilot’s Guide

Revision 0, June 1998

Part Number 006-18034-0000

This is the original version of this publication.

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GPS Capture Using HSI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .64

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TURN COORDINATOR TURN COORDINATOR

AP HDG NAV APR REV AP HDG NAV APR REV ALT DN

KAP 140 Two Axis

AP HDG NAV APR REV ALT DN

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KAP 140 KAP 140 KAP 140

KAP 140 System Capabilities

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The individual system diagrams on

Each system has a number of

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Middle VOR/LOC/RNAV/ KC 140 Single Axis

TRIM control buttons,

Directional Gyro KI 204 or other Course

KAP 140 Single Axis System Diagram

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VOR/LOC/RNAV/ Static KC 140 Two Axis

KS 271C Roll Servo

Directional Gyro KI 204 or other Course KS 270C Pitch Servo

KI 525A Pictorial KMT 112 Autopilot

KCS 55A Slaved AUTO MAN

Compass System CCW CW

KAP 140 Two Axis System Diagram

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KS 271C Roll Servo

Directional Gyro KI 204 or other Course KS 270C Pitch Servo

KI 525A Pictorial KMT 112 Autopilot

KCS 55A Slaved

KAP 140 Two Axis/Altitude Preselect System Diagram

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Power Application and Preflight Tests

AP HDG NAV APR REV

KAP 140 Preflight Test

AP HDG NAV APR REV

KAP 140 Preflight Test Complete

If power to the autopilot is cycled in

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KAP 140 Single Axis Operation