Pilot's Guide: Bendix/King Automatic Flight Control System

Pilot’s Guide KFC 225
Bendix/King®
Automatic Flight Control System
006-18035-0000
September 2004 N
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COPYRIGHT NOTICE
Copyright ©1999, 2004 Honeywell International Inc.

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

the express written permission of Honeywell International Inc. is prohibited.
For further information contact the Manager, Technical Publications;
Honeywell; One Technology Center; 23500 West 105th Street; Olathe,
Kansas 66061. Telephone: (913) 712-0400.
Revision History and Instructions
Manual KFC 225 AFCS Pilot’s Guide
Revision 1, September 2004
Part Number 006-18035-0000
This revision incorporates a note further explaining the Altitude Hold

function.
The following pages were changed:
Front Cover, Copyright, 9, 13, Back Cover
R-1
Revision History and Instructions
Manual KFC 225 AFCS Pilot’s Guide
Revision 0, April 1999
Part Number 006-18035-0000
This is the original version of this publication.
R-2
Table of Contents
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1
General Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2
System Integration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2
Power Application and Preflight Tests . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4
KFC 225 System Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5
Controls and Displays Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5
Altitude Alerting and Preselect . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .10
Altitude Alerter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .10
Altitude Preselect . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .10
Voice Messaging . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .11
System Operating Modes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .12
Pitch and Roll Attitude Hold (PIT) Modes . . . . . . . . . . . . . . . . . . . . . . . . .12
Altitude Hold (ALT) Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .13
KFC 225 Detailed System Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .14
Takeoff And Climb To Assigned Altitude . . . . . . . . . . . . . . . . . . . . . . . . . . .14
GPS Capture . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .16
Outbound On Front Course For Procedure Turn To ILS Approach . . . . . .18
Front Course ILS Approach . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .20
Outbound on GPS Approach . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .22
Inbound on GPS Approach . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .24
KCS 55A Compass System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .27
KI 525A Indicator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .28
Description of Indicator and Display Functions . . . . . . . . . . . . . . . . . . . . . . .28
Slaving Meter (KA 51B) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .30
KMT 112 Magnetic Slaving Transmitter . . . . . . . . . . . . . . . . . . . . . . . . . . . . .31
KG 102A Directional Gyro . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .31
Abnormal Circumstances . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .33
Flight Procedures with the KCS 55A . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .34
General Emergency Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .41
Autopilot Malfunction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .41
Rev. 0
Apr/99 KFC 225 AUTOMATIC FLIGHT CONTROL SYSTEM i
Table of Contents
This page intentionally left blank
Rev. 0
ii KFC 225 AUTOMATIC FLIGHT CONTROL SYSTEM Apr/99
Introduction
Introduction
The pressures of single-pilot instru- It is significant that this Silver Crown
ment flying place critical demands on Plus flight control system has been
the skill and concentration of any designed from the beginning to inter-
pilot. To aid you in meeting these face with your Silver Crown Plus
challenges, Honeywell has devel- package of avionics. Consider the
oped the KFC 225 Flight Control advantage of having your avionics
System. This system places recent working together as an integrated
flight control advances normally system rather than as a group of
found only in high end ‘jet’ autopilots unrelated components built by sev-
into the cockpits of General Aviation eral different manufacturers.
Aircraft.
To fully utilize the impressive capa-
The heart of the system is a bilities of this full-featured system it
lightweight, integrated autopilot com- is important that the pilot understand
puter combining the functions of the capabilities and limitations of the
computer, mode selector, altitude system. The pilot should take time
pre-selector, and the optional yaw to read and thoroughly understand
damper into one unit. The system the FLIGHT MANUAL SUPPLE-
has been designed to work with MENT for the autopilot installation
your Bendix/King equipment from specific to his aircraft. This Pilot’s
day one. It can interface directly with Guide should be used to gain addi-
your EFIS system, take roll steering tional insight into the operation of the
commands from your KLN 90B IFR system through the specific operat-
GPS, and, when available, listen to ing scenarios. The FLIGHT MAN-
your KRA 10A radar altimeter to UAL SUPPLEMENT information
improve approach tracking. shall always take precedence over
the information found in this manual.
Rev. 0
Apr/99 KFC 225 AUTOMATIC FLIGHT CONTROL SYSTEM 1
Introduction
General Description
The KFC 225 Three Axis system provides lateral, vertical and optional yaw
modes with altitude preselect.
AIR
DH
20 20
10 10
10 10
20 20
AIR
NAV HDG
E 12
6
GS GS
3
15
N
S
33
21
30 24
W
YD ARM VS
G ALT SEL
UP
P R
AP FD HDG NAV APR REV ALT DN

KFC 225
System Integration
The system diagram on the next page shows the components and their rela-
tionship in a typical KFC 225 system. The actual components on individual
systems may vary slightly depending on certification and installation require-
ments.
The system diagram reflects that the KFC 225 system controls pitch, roll and
yaw (optional) axes of the aircraft.
Rev. 0
2 KFC 225 AUTOMATIC FLIGHT CONTROL SYSTEM Apr/99
Introduction
AP
A/P Master Switch Audio Alert
Remote Terminal
AP NAV REV ALT VS I/F Connector
HDG
YD
APR
ARM
GS
ARM
CAP
ALT TRIM
GA
OR TRIM
FAIL (AFCS Maint. Plug)
KA 285 Trim Fail
Remote Mode Annunciaor KCM 100
Configuration
Annunciator Module
KC 225
AIR
Flight Computer
DH
YD ARM VS
G ALT SEL
Aircraft
20 20
10 10
UP
10 10
20
AIR
20 P
AP
R
FD HDG NAV APR REV ALT DN

Static
KFC 225
Port
ı
KI 256 Attitude Gyro
ALT 0 0
9 600 1 9 1
0, 500 8 2
KS 271C
8 400 2
ALT
OR
ALT
Roll Servo
MB IN HG
7 3
1016 29.99 3 7
5
6 4 6 ENCODING 4
5
5
B
KEA 346 KEA 130A

Servoed Encoding
KS 270C
Altimeter Altimeter
Pitch Servo
TST
NAV HDG
CRS 350
12
N
4.
5120
NM
KT
11.
REF
KS 272C
N 1
3
33 5
GS 33
3
GS
2
Trim Servo
30
OR
6
L
30
N O G
A
C
W
S
E
V
W
1
24
12
12
H A
24
S
15 R
15 21
I S C
21 S 330°
ADF 2
ı CRS
HDG
BRT
KCS 55A
Compass EHI 40 Optional Yaw Axis
System EFIS
KS 271C
Yaw Servo
OFF
50
B GPS DH 1
KLN 90B TSO BRT
2 KRG 331
332
KRG
RO
ı
GY
TE
RADAR
RA
CRSR
NAV
CRSR
APT
ALTITUDE
3
or
NAV CALC 4
FPL
MODE
TRIP
STAT
SETUP
OTHER MSG ALT D CLR ENT
D/T
ACTV
REF
CTR
PULL
SCAN
VOR
NDB
INT
SUPL
25 X 100 FEET
20 15 10 5
KRG 332
Rate Gyro
TO TE
SH
PU
ST
Optional Optional KRA 10A

ARINC 429 Radar Altimeter
GPS Interface System
Optional Dual Control Wheel Switches

Control Wheel Switches
KFC 225 System Diagram

Rev. 0
Introduction
Power Application and Preflight Tests
YD ARM VS
G ALT SEL
UP
P R

KFC 225
KFC 225 Preflight Test
YD ARM VS
G ALT SEL
UP
P R

KFC 225
KFC 225 Preflight Test Complete

A preflight test is performed NOTE: Following the preflight test,
upon power application to the com- the red P warning on the face of the
puter. This test is a sequence of autopilot may illuminate indicating
internal checks that validate proper that the pitch axis cannot be
system operation prior to allowing engaged. This condition should be
autopilot engagement. The preflight temporary, lasting no more than 30
test (PFT) sequence is indicated by seconds. The P will extinguish and
“PFT” with an increasing number for normal operation will be available.
the sequence steps. Successful
completion of self test is identified by
all display segments being illumi-
nated (Display Test), the Flight
Director command bars brought into
view and the disconnect tone sound-
ing.
Rev. 0
System Operation
KFC 225 System Operation

Controls and Displays Operation
18 17 16 15 14 13 12
YD ARM VS
G ALT SEL
UP
1 P R

KFC 225
2 3 4 5 6 7 8 9 10 11
Full KFC 225 Three-Axis with Altitude Preselect Display

1. PITCH AXIS, (P) ANNUNCIA- 4. FLIGHT DIRECTOR (FD)
TOR - When illuminated, indicates MODE SELECTOR BUTTON –
failure of the pitch axis and will lead When pressed will engage the flight
to disengagement of the autopilot. director into the basic roll (ROL)
(Will also illuminate during short term mode which functions as a wing lev-
vertical accelerations in excess of eler, and into the pitch attitude (PIT)
+1.6g or less than +0.4g which may hold mode. The pitch attitude main-
not cause autopilot disengagement.) tained will be the pitch attitude pre-
sent at the moment of FD button
2. ROLL AXIS (R) ANNUNCIA- press. When pressed again (and the
TOR - When illuminated, indicates autopilot is not engaged) will disen-
failure of the roll axis and will disengage the flight director.
gage the autopilot.
5. HEADING (HDG) MODE
3. AUTOPILOT ENGAGE/DISEN- SELECTOR BUTTON - When
GAGE (AP) BUTTON - When pressed, will engage the Heading
pressed, engages the flight director, mode, which commands the airplane
autopilot and yaw damper (if to turn to and maintain the heading
installed). If the flight director is not selected by the heading bug on the
already engaged, the system will HSI. A new heading may be
engage into the basic wings level selected at any time and will result in
(ROL) and pitch (PIT) attitude hold the airplane turning to the new head-
modes. The pitch attitude main- ing. Button can also be used to tog-
tained will be the pitch attitude pre- gle between HDG and ROL modes.
sent at the moment of AP button This button will engage the flight
press. When pressed again, will dis- director.
engage the autopilot.
Rev. 0
System Operation
6. NAVIGATION (NAV) MODE sor is less than 50% deflected when

SELECTOR BUTTON - When armed, the system will automatically
pressed, will arm the navigation capture. Otherwise the capture point
mode. If the selected navigation sen- will vary based on needle deflection
sor is less than 50% deflected when and closure rate. This mode func-
armed, the system will automatically tions similarly to the approach mode
capture. Otherwise the capture point except that the autopilot response to
will vary based on needle deflection LOC signals is reversed and glides-
and closure rate. The mode provides lope is inhibited. This button will
automatic beam capture and track- engage the flight director.
ing of VOR, LOC or GPS as
selected for presentation on the HSI. NOTE: If the optional ED 461
NAV mode is recommended for en EHSI is installed, front and back
route navigation tracking. If pressed course selection is automatic and is
when NAV mode is either armed or dependent upon the relative differ-
coupled, will disengage the mode. ence between the airplane heading
This button will engage the flight and the selected approach course. If
director. the airplane heading differs from the
selected course by greater than
7. APPROACH (APR) MODE 105°, REV ARM will automatically
SELECTOR BUTTON - When annunciate in anticipation of tracking
pressed, will arm the Approach a localizer back course. If prior to
mode. If the selected navigation sen- localizer capture the heading
sor is less than 50% deflected when changes (ie. during radar vectors or
armed, the system will automatically a procedure turn) and falls within
capture. Otherwise the capture point 105° of the selected course, APR
will vary based on needle deflection ARM will annunciate in anticipation
and closure rate. This mode pro- of tracking the localizer front course.
vides automatic beam capture and
tracking of VOR, GPS or LOC with 9. ALTITUDE HOLD (ALT) MODE
Glideslope (GS) on an ILS, as SELECT BUTTON - When
selected for presentation on the HSI. pressed, will engage the Altitude
APR ARM will annunciate. If pressed Hold mode. The altitude maintained
when APR mode is either armed or is the altitude at the moment the ALT
coupled, will disengage the mode. button is pressed. If the ALT button
This button will engage the flight is pressed with an established climb
director. (See the NOTE following or descent rate present, there will be
item 8). approximately a 10% (of VS rate)
overshoot, with the airplane returned
8. BACK COURSE APPROACH positively to the selected altitude. If
(REV) MODE SELECTOR BUTTON pressed when ALT hold mode is
– (not available when optional ED engaged, will disengage the mode,
461 EHSI installed). When pressed, defaulting to PIT mode. This button
will select the back course approach will engage the flight director.
mode. If the selected navigation sen-
Rev. 0
System Operation
10. VERTICAL TRIM (UP/DN) BUT- 12. VERTICAL SPEED (VS) MODE
TONS - The response of these but- SELECTOR BUTTON – When
tons is dependent upon the vertical pressed will engage the vertical
mode present when pressed. If PIT speed hold mode. The vertical
mode is active, successive button speed maintained is the vertical
presses will move the pitch attitude speed present at the moment the VS
hold reference either up or down by button is pressed. The vertical speed
0.5° per press, or at the rate of 0.8° command reference will initially be
per second if held continuously, syn- displayed in place of the altitude
chronizing the pitch attitude refer- alert annunciation, defaulting back in
ence to the current pitch attitude 3 seconds to the altitude alerter
upon release. If VS mode is active, value. Pressing either the UP or DN
the initial button press will bring up button will again cause the vertical
the commanded vertical speed in the speed command reference to be dis-
display. Subsequent immediate but- played while causing it to increase or
ton presses will increment the verti- decrease. When the VS button is
cal speed command either up or pressed again, it will disengage the
down at the rate of 100 ft/min per vertical speed mode. This button will
button press, or at the rate of engage the flight director.
approximately 300 ft/min per second
if held continuously. If ALT mode is 13. ALTITUDE ARM (ARM) BUT-
active, successive button presses TON - When pressed will toggle alti-
will move the altitude hold reference tude arming on or off. When ALT
altitude either up or down by 20 feet ARM is annunciated, the automatic
per press, or if held continuously will flight control system will capture the
command the airplane up or down at altitude displayed in the Altitude
the rate of 500 ft/min, synchronizing Alerter/Vertical Speed Display (pro-
the altitude hold reference to the vided the aircraft is climbing or
actual airplane altitude upon button descending to the displayed alti-
release. (Note that neither the pitch tude). ALT ARM mode is engaged
attitude nor the altitude hold refer- automatically whenever the selected
ence is displayed. The display will altitude is changed via the rotary
continue to show the altitude alerter knobs. Note that the alerter functions
reference.) are independent of the arming pro-
cess thus providing full time alerting,
11. ROTARY KNOBS - Used to even when the flight director is dis-
set the altitude alerter/altitude prese- engaged. This button will engage the
lect reference altitude. Large (outer) flight director.
knob changes reference by 1000’s
of feet, and the small (inner) knob
changes reference by 100’s of feet.
When the flight director is engaged,
will automatically arm a preselect
altitude hold capture.
Rev. 0
System Operation
14. SELECTED ALTITUDE/VERTI- 17. PITCH AND ROLL MODE,

CAL SPEED DISPLAY - Normally AUTOPILOT AND YAW DAMPER
displays the selected altitude. The ANNUNCIATIONS - Displays the
display indicates the reference verti- active flight director pitch modes
cal speed in FPM for 3 seconds after (PIT, VS, ALT ARM, ALT CAP, ALT,
the CWS button or the UP or DN GS ARM, GS, GA, and roll modes
button is pressed and the VS mode (ROL, HDG, NAV ARM, NAV, APR
is engaged. ARM, APR, REV ARM, REV).
Displays when the autopilot (AP)
15. ALTITUDE ALERT (ALERT) and yaw damper (YD) are engaged.
ANNUNCIATION - Illuminates as a Also displayed will be a flashing AP
solid alert in the region from 1000 to annunciation (5 seconds) at each
200 feet from the selected altitude if autopilot disconnect accompanied
the airplane was previously outside by an aural tone (for 2 seconds).
of this region. Flashes (1) for two
seconds the first time the airplane 18. YAW DAMPER (YD) BUTTON
crosses the selected altitude and (2) (optional) – When pressed will
flashes continuously in the 200 to engage or disengage the yaw
1000 feet region if the airplane was damper independent of autopilot
previously inside of this region (i.e. operation. (The yaw damper
at the selected altitude). An aural engages automatically when the
alert consisting of five short tones is autopilot is engaged; however, the
associated with the visual alerting. yaw damper may then be disen-
This aural alert occurs 1,000 feet gaged or reengaged as desired.)
before a selected altitude while
approaching it and 200 feet after 19. AUTOPILOT DISCONNECT
leaving a selected altitude. (AP DISC/TRIM INTER) SWITCH
(not shown) - When pressed will
16. PITCH TRIM (PT) ANNUNCIA- disengage the autopilot and yaw
TION - A flashing PT with an damper if installed, and interrupt
accompanying arrow head is an indi- electric trim power. (Located on the
cation that the request for auto trim left horn of the pilot’s control wheel.
has lasted longer than 16 seconds. The switch is red in color.) May also
A solid PT without an arrowhead is disengage the flight director depend-
an indication of a pitch trim fault. A ing on how the system is configured.
trim runaway will generate the solid
PT annunciation, a remote TRIM 20. MANUAL ELECTRIC TRIM
FAIL annunciation and a continuous SWITCHES (not shown) - When
alert tone. Refer to the EMER- both switches are pressed in the
GENCY PROCEDURES in the air- same direction, will activate pitch
plane Flight Manual Supplement for trim in the selected direction. If only
proper response to a pitch trim fault. one switch is moved, the trim system
Rev. 0
System Operation
will not operate. If one switch fails or attitude such as through the UP/DN
is moved and held for 3 seconds, the button or CWS, etc. will cancel GA
trim monitoring system will detect a and revert to pitch altitude hold.
switch failure resulting in a PT (Located on the engine throttle).
annunciation on the autopilot display
and the disabling of the electric trim 23. OMNI BEARING SELECT
system. Use of manual electric trim KNOB - Selects the desired course
during autopilot operation will disen- to be tracked by the autopilot
gage the autopilot. (Located on the (Located on the HSI.)
pilot’s control wheel.)
24. HEADING SELECT KNOB -
21. CONTROL WHEEL STEERING Positions the heading bug on the
(CWS) MODE BUTTON (not shown) compass card (Located on the HSI.)
- When pressed and held, disen-
gages the pitch, roll, yaw, and pitch 25. TRIM FAIL ANNUNCIATOR
trim clutches allowing the pilot to (not shown) - Illuminates whenever
maneuver the airplane by hand. the automated preflight self-test
Pressing the CWS button will also detects a pitch trim fault or a continu-
sync the automatic flight control sys- ous monitoring system detects a
tem PIT, ROL, ALT or VS com- pitch trim fault in flight. (Located on
mands to the actual attitude, altitude the instrument panel. The annuncia-
or vertical speed present at the time tor is red in color.) Refer to the
the button is released. It is not rec- EMERGENCY PROCEDURES in
ommended to use the CWS for alti- the airplane Flight Manual
tude changes greater than 400 ft. Supplement for proper response to
ROL will maintain wings level if CWS a pitch trim fault.
is released at less than 6° bank
angle. (Located on the left horn of
the pilot’s control wheel.)
22. GO AROUND (GA) MODE

BUTTON (not shown) – When
pressed will engage the flight direc-
tor in a pitch up attitude and wings
level (ROL mode). GA will disen-
gage the autopilot, and cancel all
armed modes including an armed
altitude preselect. Lateral modes
such as HDG or NAV ARM may
subsequently be added. The autopi-
lot may subsequently be engaged.
Modification to the commanded pitch
Rev. 1
Sep/04 KFC 225 AUTOMATIC FLIGHT CONTROL SYSTEM 9
System Operation
Altitude Alerting and Preselect
The Altitude Preselect function allows capturing of a selected altitude and

transferring into altitude hold. Manual input of selected altitude is accom-
plished through the rotary knobs on the faceplate of the KFC 225.
The Altitude Alerting function will visually and aurally announce approaching,
acquiring and deviation from a selected altitude.
Altitude Alerter Altitude Preselect
The function of the Altitude Alerter is 1. ALTITUDE SELECT knob -
independent of the autopilot. ROTATE until selected altitude is
displayed. ARM annunciation
1. ALTITUDE SELECT knob - occurs automatically upon altitude
ROTATE until the selected altitude selection when the flight director is
is displayed. engaged.
YD ARM VS
YD ARM VS
G ALT SEL G ALT SEL
UP
UP
P R
P R

KFC 225
KFC 225
Note: The ALERT annunciation is 2. Airplane - ESTABLISH selected

illuminated 1000 ft. prior to the vertical speed to intercept the
selected altitude, extinguishes 200 ft. selected altitude.
prior to the selected altitude and illu-
minates momentarily when the YD ARM VS
selected altitude is reached. Once G ALT SEL
UP
the selected altitude is reached, a P R

flashing ALERT illumination signifies KFC 225
that the 200 ft. “safe band” has been

exceeded and will remain illumi- 3. Upon altitude capture, ALT
nated until 1000 ft. from the selected ARM will extinguish and ALT will
altitude. Associated with the visual be annunciated.
alerting is an aural alert (five short Note: Glideslope coupling (but not
tones) which occurs 1000 ft. from glideslope ARM) will preclude an
the selected altitude upon approach- altitude capture on an ILS.
ing the altitude and 200 ft. from the
selected altitude on leaving the alti- G
YD ARM VS
ALT SEL
tude. P R
UP

KFC 225
YD ARM VS
G ALT SEL
UP
P R

KFC 225
Rev. 0
System Operation
Voice Messaging
The following standard voice mes-

sages will be annunciated as condi-
tions warrant:
1. “TRIM IN MOTION, TRIM IN

MOTION…” - Pitch trim running
for more than 5 seconds.
2. “CHECK PITCH TRIM” - An
out of trim condition has existed
for 16 seconds.
a. Airplane Control Wheel -
GRASP FIRMLY, press CWS
and check for an out of pitch trim
condition. Manually retrim as
required.
b. CWS button - RELEASE.
c. AUTOPILOT OPERATION -
CONTINUE if satisfied that the
out of trim condition was tempo-
rary. DISCONTINUE if evidence
indicates a failure of the auto trim
function.
The following optional voice mes-
sages will be annunciated if the sys-
tem is configured for voice messag-
ing:
1. “ALTITUDE” - 1000 feet

before approaching selected alti-
tude.
2. “LEAVING ALTITUDE” - 200
feet away, departing selected alti-
tude.
3. “AUTOPILOT” - Autopilot has
disengaged, either through pilot
action or automatically.
Rev. 0
System Operation
System Operating Modes

YD ARM VS
The ROL mode engages in wings
G ALT SEL level Roll Attitude Hold mode.
UP
P R

KFC 225
To change ROL Attitude Hold Mode:
Pitch and Roll Attitude Hold 1. Press CWS and bank the air-
(PIT) Modes
craft to the desired bank angle. If
The Pitch Attitude Hold (PIT) the bank angle is less than 6°
mode allows constant attitude climbs when the CWS button is released,
and descents. The AP or FD button the autopilot will hold wings level.
engages PIT mode. If the bank angle is greater then 6°
when the CWS is released, the
To operate in the PIT mode autopilot will hold the bank angle
(with autopilot currently disengaged): up to the maximum allowed by the
autopilot for that aircraft.
1. FD button - Press. Note ROL
and PIT are displayed. Pressing YD ARM VS
the AP button will engage the G ALT SEL
UP
autopilot in ROL and PIT modes. P R
2. UP or DN button - Select
KFC 225
desired climb or descent attitude. Vertical Speed (VS) Mode

Each button stroke will increment
The Vertical Speed (VS) mode
the pitch attitude by 0.5°. Pushing
allows vertical speed climbs and
and holding the UP or DN button
descents. The VS button engages
will cause the aircraft to pitch at
vertical speed mode.
0.8° per second. Releasing the
button will sync the attitude to the To operate in the VS mode (with
present pitch attitude. autopilot currently disengaged):
To initiate a climb or descent from
Altitude Hold (ALT) mode: 1. VS button - Press. Note ROL,
VS and current vertical speed is
1. ALT button - Press. Note ALT displayed. Pressing the AP button
changes to PIT referencing the will engage the autopilot in ROL
present pitch attitude. and VS modes.
2. UP or DN button - Select 2. UP or DN button - Select
desired climb or descent attitude. desired climb or descent rate.
Each button stroke will increment Each button stroke will increment
the pitch attitude by 0.5°. the vertical speed commanded up
or down by 100 ft/min per button
press, or at the rate of approxi-
mately 300 ft/min per second if
held continuously.
Rev. 0
System Operation
To initiate a climb or descent from YD ARM VS
Altitude Hold (ALT) mode: G ALT SEL
UP
P R
1. VS button - Press. Note ALT AP FD HDG NAV APR REV ALT DN

KFC 225
changes to VS and current vertical Altitude Hold (ALT) Mode

speed is displayed.
The Altitude Hold (ALT) mode
2. UP or DN button - Select maintains the pressure altitude
desired climb or descent rate. acquired upon selection of altitude
Each button stroke will change the hold. The ALT button toggles
vertical speed commanded up or between altitude hold and pitch atti-
down by 100 ft/min per button tude hold modes.
press, or at the rate of approxi-
mately 300 ft/min per second if To operate in the ALT mode:
held continuously.
1. ALT button - Press. Note ALT
Note: VS command value will be dis-
is annunciated and autopilot
played during Control Wheel
maneuvers to maintain pressure
Steering (CWS) and for three sec-
altitude acquired at button selec-
onds following VS engagement or
tion.
pressing the UP or DN button. Both
altitude and vertical speed utilize the 2. UP or DN button - Select to
same display area. Altitude is always change altitude. Button strokes will
displayed except during vertical move the reference altitude by 20
speed selection. If the VS command feet per press, or if held continu-
value is not displayed, pressing (and ously will command a 500 ft/min
releasing) the UP or DN button will altitude change, acquiring a new
not change the indicated altitude ref- reference altitude upon button
erence but will display the VS com- release.
mand value. Note: The system incorporates auto-
matic Baro correction capability. Any
Note: When operating at or near the change in Baro setting will be com-
best rate of climb airspeed, at climb pensated for by the autopilot to con-
power settings, and using vertical tinue holding the reference altitude.
speed hold, it is easy to decelerate
Note: When altitude hold is engaged
to an airspeed where continued
and holding an altitude, and the AP
decreases in airspeed will result in a button is depressed to disengage the
reduced rate of climb. Continued AP, the system defaults to FD and
operation in vertical speed mode ALT hold. If an altitude change is
can result in a stall. Pitch Attitude made up or down the Altitude mode
Hold may provide better operation at must be cycled off then back on, by
these airspeeds. cycling the ALT button. If the ALT
mode is not cycled and the AP is
reengaged, the AP will seek the pre-
viously selected altitude.
Rev. 1
Sep/04 KFC 225 AUTOMATIC FLIGHT CONTROL SYSTEM 13
Detailed System Operation Detailed System Operation
KFC 225 Detailed System Operation
Takeoff And Climb To Assigned Altitude
N
1 2 3 4
0°
01
080°
1 2 3 4
AIR AIR AIR AIR
DH DH DH DH
20
20 20 20 20 10 20 20
10 10 10 10 20 10 10
10 10
10 10 10 10 20 10 10
10
20 20 20 20 20 20
20
AIR AIR AIR AIR
ı ı ı ı
NAV
E
HDG NAV
6 E HDG NAV
3 HDG
6 NAV HDG
6 12 12 N 3
GS GS GS GS GS N GS GS 33 GS
3
E
3
6
15
15
33
30
12
N
N
E
S
30
S
W
15
33
12
33
21
21
24
S 15
30 30 24
24 W 24 21
W 21 S
ı ı ı ı
YD ARM VS YD ARM VS YD ARM VS YD ARM VS

G ALT SEL G ALT SEL G ALT SEL G ALT SEL
UP UP UP UP
P R P R P R P R
AP FD HDG NAV APR REV ALT DN AP FD HDG NAV APR REV ALT DN AP FD HDG NAV APR REV ALT DN AP FD HDG NAV APR REV ALT DN
KFC 225 KFC 225 KFC 225 KFC 225
1. The aircraft is well off the ground and estab- 2. The heading bug on the HSI is turned to the new 3. The autopilot is responding to the heading select 4. Selected altitude has been reached and auto-
lished at a safe climb rate. desired heading of 010° and the aircraft begins mode with a left bank. matic altitude capture occurs. The autopilot has
The heading bug on the HSI is turned to the to respond with an immediate left turn. A cruise completed the turn and is now established on a
desired heading of 080° (runway heading). altitude of 7,000 feet is entered using the rotary 010° heading.
knobs. Altitude ARM annunciation occurs auto-
By depressing the HDG button on the KFC 225, matically upon selection.
the flight director engages into the Heading and
Pitch Attitude Hold modes and maintains the
selected heading of 080° and current ppitch
attitude. Pressing the AP button will engage the
autopilot to track these commands.
Rev. 0 Rev. 0
14 KFC 225 AUTOMATIC FLIGHT CONTROL SYSTEM Apr/99 Apr/99 KFC 225 AUTOMATIC FLIGHT CONTROL SYSTEM 15
GPS Capture
°
40
010°
* Description of GPS operation based on Bendix/King GPS receiver. Others may 1
require different operation.
AIR AIR AIR AIR
DH DH DH DH
20
20 20 20 20 20 20
10
10 10 10 10 20 10 10
10 10
10 10 10 10 20 10 10
20 20 20 20 10 20 20
20
AIR AIR AIR AIR
ı ı ı ı
NAV HDG NAV HDG NAV HDG NAV HDG

N 3 N 3 3 3 6
N 6
GS 33 GS GS 33 GS GS GS GS N GS
E
6
E
33
33
30
30
12
E
12
30
30
W
15
12
12
15
W
W
24
24
15 15 S
S
21 S 21 S 24 21 24 21
ı ı ı ı

UP UP UP UP
P R P R P R P R
KFC 225 KFC 225 KFC 225 KFC 225
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. 0 Rev. 0
Outbound On Front Course For Procedure Turn To ILS Approach
8°
05
N 270°
1
2
283° 3
103°
4
8°
23
AIR AIR AIR AIR
DH DH DH DH
20
20 20 10 20 20 20 20
10 10 20 10 10 10 10
10 10
10 10 20 10 10 10 10
10
20 20 20 20 20 20
20
AIR AIR AIR AIR
ı ı ı ı
NAV
W HDG NAV
24 HDG
W NAV
W 30HDG NAV
E 12HDG
30
24 21 6
24
15
33
30
GS GS GS GS GS GS GS GS
33
21
3
21
33
S
N
S
15
21
N
S
3
N
15
24
12
33
15
3 6
6
12 E E 6 12 E 30 W
ı ı ı ı

UP UP UP UP
P R P R P R P R
KFC 225 KFC 225 KFC 225 KFC 225
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 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 KFC 225.
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. Note: The left-right deviations of the HSI course
needle operate just as though you were flying a
front course approach.
Rev. 0 Rev. 0
Front Course ILS Approach
8°
05
090°
4
N
2
1
1 2 3 4 8°
23
AIR AIR AIR AIR
DH DH DH DH
20
10 20 20 20 20 20 20
20 10 10 10 10 10 10
10 10
20 10 10 10 10 10 10
10
20 20 20 20 20 20
20
AIR AIR AIR
ı ı ı ı
NAV 6 HDG
E NAV 6 HDG NAV 6 HDG NAV E HDG
12
3 E 3 E 6
3
12
15
12
12
N
3
N
15
15
15
33
33
S
N
33
21
30
30
33
S
S
30
21
21 21 24
W 24 W 24 W 24 30 W
ı ı ı ı

UP UP UP UP
P R P R P R P R
KFC 225 KFC 225 KFC 225 KFC 225
1. Continuing the Front Course for Procedure Turn 2. The autopilot is following the localizer. At the 3. At the middle marker, the pilot disengages the 4. The pilot may now re-engage the autopilot.
to ILS Approach maneuver, APR coupling outer marker, the glideslope deviation needle is autopilot for landing, or may press the Go- Press HDG to engage the heading mode to fly
occurs (HDG annunciation changes to APR), at midscale. Altitude hold is automatically disen- Around button, also disengaging the autopilot to the missed approach. Press CWS and pitch the
and the glideslope mode is automatically gaged when the glideslope is captured. The ALT initiate a missed approach. This cancels APR aircraft to obtain best climb. This will sync the
armed. The autopilot will capture the localizer annunciation extinguishes and GS is displayed. and GS modes and engages the Flight Director command bars and change the annunciation to
and the CDI course index will center. The autopilot will make pitch and bank changes in ROL (wings level) and GA (Pitch Attitude PIT from GA. Finally, pressing the ARM button
as necessary to maintain localizer and glides- Hold) at GA pitch angle. A flashing AP is dis- will arm the selected altitude.
lope. played and a disconnect tone is heard.
Rev. 0 Rev. 0
Outbound on GPS Approach
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
AIR AIR AIR AIR
DH DH DH DH
20 20 20 20 20 20 20 20
10 10 10 10 10 10 10 10
10 10 10 10 10 10 10 10
20 20 20 20 20 20 20 20
AIR AIR AIR AIR
ı ı ı ı
NAV W HDG NAV HDG

W
30 24 NAV
W 30HDG NAV
E 12HDG
24
GS 21 GS
24 6
30
33
15
GS GS GS GS GS GS
33
21
33
21
3
N
S
N
S
15
21
S
N
N
3
15
12
24
15
3
33
6
6
12 E E 6 12 E 30 W
ı
ı ı ı

UP UP UP UP
P R P R P R P R
KFC 225 KFC 225 KFC 225 KFC 225
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. 0 Rev. 0
Inbound on GPS Approach
8°
05
090°
N 4
FAF
1 2 3
3 4
1
8°
* Description of GPS operation based on Bendix/King GPS receiver. Others may 23
require different operation.
AIR AIR AIR AIR
DH DH DH DH
20
10 20 20 20 20 20 20
20 10 10 10 10 10 10
10 10
20 10 10 10 10 10 10
10
20 20 20 20 20 20
20
AIR AIR AIR AIR
ı ı ı ı
NAV E HDG NAV 6 HDG NAV 6 HDG NAV HDG

6 12 E E E 12
3 3 6
3
12
12
15
N
3
15
N
15
15
33
33
S
N
S
33
21
30
30
S
33
21
30 24 W 21 W 21 24
W 24 24 30 W
ı ı ı ı
UP UP UP UP
P R P R P R P R
KFC 225 KFC 225 KFC 225 KFC 225
1. Continuing the Outbound on GPS Approach 2. At the FAF, VS is depressed to activate vertical 3. Autopilot operation is not recommended for level 4. At the MAP, the pilot may press the Go-Around
maneuver, APR mode capture occurs. The speed mode. The desired descent rate is off at MDA. After level off, autopilot operation in button, disengaging the autopilot to initiate a
autopilot initiates a left turn to track the 058° obtained using the DN button. APR or ALT modes may be resumed if desired. missed approach. This cancels APR and ALT
GPS course. Remember, speed needs to be controlled with Disengage the autopilot for landing. modes and engages the flight director in ROL
* Approach active is indicated on the GPS annun- the throttle. (wings level) and PIT (Pitch Attitude Hold) at
ciator. GA pitch angle. A flashing AP is displayed and
a disconnect tone is heard. The pilot stabilizes
the aircraft in the climb and then may re-
engage the autopilot.
Rev. 0 Rev. 0
Detailed System Operation
Rev. 0
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 KFC 225 ing the need for scan coordination
Flight Control System. between two separate indicators.
NAV HDG
- + N 3
GS 33 GS
AUTO MAN
6
30
E
CCW CW
W
12
24
15
KA 51B 21 S
KI 525A
305
KCS
KG 102A KMT 112

Rev. 0
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
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 KFC 225 Flight control
system to provide the “Heading
Course Select Knob - Used to Select” function.
rotate the course pointer to the
desired course on the compass Heading Select Knob - Used to
card. This knob corresponds to the rotate the heading select bug to a
Omni Bearing Selector (OBS) on desired point on the compass card.
standard NAV indicators.
To-From Indicator - A white triangle
VOR/RNAV and LOC Deviation - near the center of the display that
This bar corresponds to the indicates, with reference to the OBS
“left/right” needle on standard course setting, whether the course selected
deviation indicators. When the air- is “to” or “from” the selected VOR
craft is precisely on the VOR radial station and/or RNAV waypoint.
or Localizer course, it forms the cen-
ter section of the selected course Dual Glideslope Pointers -
pointer and will be positioned under Chartreuse triangular pointers on
the symbolic aircraft. When off either side of the display drop into
course or approaching a new view when a usable glideslope sig-
course, it will move to one side or nal is received and retract out of
the other. Since the entire VOR and view when the glideslope signal
Localizer display rotates with the becomes marginal. During an ILS
compass card, the angular relation- approach, these pointers represent
ship between the deviation bar and the vertical orientation of the aircraft
the symbolic aircraft provides a pic- with respect to the center of the
torial symbolic display of the air- glideslope beam. When on glides-
craft’s position with respect to the lope, the pointers will align with the
selected course. center markers on the glideslope
scale.
Deviation Scale - When tuned to a
VOR frequency, each white dot rep- Glideslope Deviation Scale - White
resents two degrees of deviation left dots on each side of the display
or right of course. When tuned to a which, in conjunction with the glides-
Localizer, the deviation is 1/2 degree lope pointers, indicate either
per dot. (When GPS data is selected “above”, “below”, or “on glideslope”
for presentation, refer to the Pilot’s during an ILS approach.
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 CW position will rotate
move from side to side and to be the compass card to the left to elimi-
fully deflected during a turn. If the nate 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. 0
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
to the inbound Localizer course
6. For normal navigation to or from a
provides the correct deviation bar
VOR or VORTAC, set the NAV
sensing whether flying a front or
receiver to the desired VOR or
back course approach.
VORTAC frequency and the red
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
glideslope signal is received. If
7. Rotate the course select knob to
they do not come into view, a
position the course pointer to the
usable glideslope signal is not
desired VOR course.
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
ground station, or (5) the aircraft
the autopilot under the following
NAV receiver has malfunctioned.
conditions:
(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

remain out of view during a front to 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
with the KCS 55A W 24
21 30
W 24
33
30 W 30
W
24 30
W
24
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
Once again, you can make a pre-
give you a better idea towards the center and the
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
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
St. Louis VORTAC on the NAV Note: For system limitations
receiver and set the course refer to your Flight Manual
pointer on the STL 062° Supplement.
course.
Rev. 0 Rev. 0
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
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
058
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
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
General Emergency 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
Rev. 0
Honeywell International Inc.
One Technology Center
23500 West 105th Street
Olathe, Kansas 66061
FAX 913-791-1302
Telephone: (913) 712-0400
006-18035-0000
Rev. 1 9/04 N

Pilot's Guide: Bendix/King Automatic Flight Control System

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Pilot’s Guide KFC 225

Copyright ©1999, 2004 Honeywell International Inc.

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

Manual KFC 225 AFCS Pilot’s Guide

Revision 1, September 2004

Part Number 006-18035-0000

This revision incorporates a note further explaining the Altitude Hold

Manual KFC 225 AFCS Pilot’s Guide

Revision 0, April 1999

Part Number 006-18035-0000

This is the original version of this publication.

This page intentionally left blank

AP FD HDG NAV APR REV ALT DN

FD HDG NAV APR REV ALT DN

KI 256 Attitude Gyro

KEA 346 KEA 130A

Optional Optional KRA 10A

Optional Dual Control Wheel Switches

KFC 225 System Diagram

Power Application and Preflight Tests

AP FD HDG NAV APR REV ALT DN

KFC 225 Preflight Test

AP FD HDG NAV APR REV ALT DN

KFC 225 Preflight Test Complete

KFC 225 System Operation

AP FD HDG NAV APR REV ALT DN

Full KFC 225 Three-Axis with Altitude Preselect Display

6. NAVIGATION (NAV) MODE sor is less than 50% deflected when

14. SELECTED ALTITUDE/VERTI- 17. PITCH AND ROLL MODE,

22. GO AROUND (GA) MODE

Altitude Alerting and Preselect

The Altitude Preselect function allows capturing of a selected altitude and

AP FD HDG NAV APR REV ALT DN

Note: The ALERT annunciation is 2. Airplane - ESTABLISH selected

selected altitude is reached. Once G ALT SEL

AP FD HDG NAV APR REV ALT DN

that the 200 ft. “safe band” has been

AP FD HDG NAV APR REV ALT DN

AP FD HDG NAV APR REV ALT DN

The following standard voice mes-

1. “TRIM IN MOTION, TRIM IN

1. “ALTITUDE” - 1000 feet

System Operating Modes

AP FD HDG NAV APR REV ALT DN

the AP button will engage the G ALT SEL

AP FD HDG NAV APR REV ALT DN

desired climb or descent attitude. Vertical Speed (VS) Mode

To initiate a climb or descent from YD ARM VS

Altitude Hold (ALT) mode: G ALT SEL

1. VS button - Press. Note ALT AP FD HDG NAV APR REV ALT DN

changes to VS and current vertical Altitude Hold (ALT) Mode

AIR AIR AIR AIR

AIR AIR AIR AIR

YD ARM VS YD ARM VS YD ARM VS YD ARM VS

AIR AIR AIR AIR

NAV HDG NAV HDG NAV HDG NAV HDG

YD ARM VS YD ARM VS YD ARM VS YD ARM VS

AIR AIR AIR AIR

YD ARM VS YD ARM VS YD ARM VS YD ARM VS

AIR AIR AIR

YD ARM VS YD ARM VS YD ARM VS YD ARM VS

AIR AIR AIR AIR

AIR AIR AIR AIR