Pilot’s Guide KFC 225 Bendix/King® Automatic Flight Control System 006-18035-0000 September 2004 N
WARNING The enclosed technical data is eligible for export under Licanse Designation NLR and is to be used solely by the individual/organization to whom it is addressed. Diversion contrary to U.S. law is prohibited. COPYRIGHT NOTICE Copyright ©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.
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.
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.
Table of Contents Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1 General Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2 System Integration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2 Power Application and Preflight Tests . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4 KFC 225 System Operation . . . . . . . . . . . . . .
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Introduction Introduction The pressures of single-pilot instrument flying place critical demands on the skill and concentration of any pilot. To aid you in meeting these challenges, Honeywell has developed the KFC 225 Flight Control System. This system places recent flight control advances normally found only in high end ‘jet’ autopilots into the cockpits of General Aviation Aircraft.
Introduction General Description The KFC 225 Three Axis system provides lateral, vertical and optional yaw modes with altitude preselect. AIR DH 20 10 20 10 10 20 10 20 AIR ı NAV 6 E HDG 12 GS N 15 3 GS 21 33 S 24 W 30 ı VS ARM YD ALT SEL G UP P AP R FD HDG NAV APR REV ALT DN KFC 225 System Integration The system diagram on the next page shows the components and their relationship in a typical KFC 225 system.
Introduction AP A/P Master Switch Audio Alert OR AP NAV REV ALT HDG APR GS CAP GA YD ARM ARM ALT TRIM VS KA 285 Remote Mode Annunciator Remote Terminal I/F Connector (AFCS Maint. Plug) TRIM FAIL Trim Fail Annunciaor KCM 100 Configuration Module KC 225 Flight Computer AIR DH ARM YD VS ALT SEL G 20 20 10 Aircraft Static Port 10 UP 10 20 10 P 20 R AP AIR HDG FD NAV APR REV ALT DN KFC 225 ı KI 256 Attitude Gyro 0 ALT 9 ALT MB 7 8 2 OR IN HG 29.
Introduction Power Application and Preflight Tests ARM YD VS ALT SEL G UP P R AP FD HDG NAV APR REV ALT DN KFC 225 KFC 225 Preflight Test ARM YD VS ALT SEL G UP P AP R FD HDG NAV APR REV ALT DN KFC 225 KFC 225 Preflight Test Complete A preflight test is performed upon power application to the computer. This test is a sequence of internal checks that validate proper system operation prior to allowing autopilot engagement.
System Operation KFC 225 System Operation Controls and Displays Operation 18 17 16 15 14 13 ARM YD 12 VS ALT SEL G UP 1 P R AP HDG FD NAV APR REV ALT DN 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) ANNUNCIATOR - When illuminated, indicates failure of the pitch axis and will lead to disengagement of the autopilot. (Will also illuminate during short term vertical accelerations in excess of +1.6g or less than +0.
System Operation 6. NAVIGATION (NAV) MODE SELECTOR BUTTON - When pressed, will arm the navigation mode. If the selected navigation sensor is less than 50% deflected when armed, the system will automatically capture. Otherwise the capture point will vary based on needle deflection and closure rate. The mode provides automatic beam capture and tracking of VOR, LOC or GPS as selected for presentation on the HSI. NAV mode is recommended for en route navigation tracking.
System Operation 10. VERTICAL TRIM (UP/DN) BUTTONS - The response of these buttons is dependent upon the vertical mode present when pressed. If PIT mode is active, successive button presses will move the pitch attitude hold reference either up or down by 0.5° per press, or at the rate of 0.8° per second if held continuously, synchronizing the pitch attitude reference to the current pitch attitude upon release.
System Operation 14. SELECTED ALTITUDE/VERTICAL SPEED DISPLAY - Normally displays the selected altitude. The display indicates the reference vertical speed in FPM for 3 seconds after the CWS button or the UP or DN button is pressed and the VS mode is engaged. 15. ALTITUDE ALERT (ALERT) ANNUNCIATION - Illuminates as a solid alert in the region from 1000 to 200 feet from the selected altitude if the airplane was previously outside of this region.
System Operation will not operate. If one switch fails or is moved and held for 3 seconds, the trim monitoring system will detect a switch failure resulting in a PT annunciation on the autopilot display and the disabling of the electric trim system. Use of manual electric trim during autopilot operation will disengage the autopilot. (Located on the pilot’s control wheel.) 21.
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 accomplished 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 independent of the autopilot. 1.
System Operation Voice Messaging The following standard voice messages will be annunciated as conditions warrant: 1. “TRIM IN MOTION, TRIM IN MOTION…” - Pitch trim running for more than 5 seconds. 2. “CHECK PITCH TRIM” - An out of trim condition has existed for 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.
System Operation System Operating Modes ARM YD VS ALT SEL G The ROL mode engages in wings level Roll Attitude Hold mode. UP P R AP FD HDG NAV APR REV ALT DN KFC 225 To change ROL Attitude Hold Mode: Pitch and Roll Attitude Hold (PIT) Modes 1. Press CWS and bank the aircraft to the desired bank angle. If the bank angle is less than 6° when the CWS button is released, the autopilot will hold wings level.
System Operation To initiate a climb or descent from Altitude Hold (ALT) mode: VS ARM YD ALT SEL G UP P 1. VS button - Press. Note ALT changes to VS and current vertical speed is displayed. 2. UP or DN button - Select desired climb or descent rate. Each button stroke will change the vertical speed commanded up or down by 100 ft/min per button press, or at the rate of approximately 300 ft/min per second if held continuously.
Detailed System Operation Detailed System Operation KFC 225 Detailed System Operation Takeoff And Climb To Assigned Altitude N 2 3 4 01 0° 1 1 2 3 AIR AIR DH 20 10 20 10 20 10 20 10 10 20 10 10 20 10 20 20 10 20 20 10 20 AIR ı ı ı ı 30 33 30 W 3 N N 33 33 W 21 24 24 ARM YD G W 30 24 P HDG W 30 1. The aircraft is well off the ground and established at a safe climb rate. The heading bug on the HSI is turned to the desired heading of 080° (runway heading).
Detailed System Operation Detailed System Operation GPS Capture N 4 3 010° 40 ° 2 * Description of GPS operation based on Bendix/King GPS receiver. Others may require different operation. AIR 1 AIR AIR DH AIR DH DH DH 20 20 10 20 10 20 10 20 10 10 20 10 10 20 10 10 20 10 ı ı ı 33 30 W 30 33 S 30 W 30 15 24 21 24 W S 15 21 S NAV APR REV ALT 2. GPS data is selected for the HSI. The course pointer is set to 040°.
Detailed System Operation Detailed System Operation Outbound On Front Course For Procedure Turn To ILS Approach 8° 05 270° N 1 2 3 283° 103° 4 8° 23 AIR AIR AIR DH DH 20 10 20 10 10 20 10 20 10 20 10 10 20 10 20 20 ı ı HDG NAV 30 HDG W 24 NAV GS E 12HDG 6 GS GS S N 3 21 NAV GS N 33 S 30HDG 33 15 3 6 12 6 E ALT E 12 E P REV VS ı ARM YD G ALT SEL AP DN P HDG 1. The aircraft is heading 270° with heading and altitude hold engaged.
Detailed System Operation Detailed System Operation Front Course ILS Approach 8° 05 090° 4 N 3 2 1 3 4 AIR 23 8° AIR AIR DH 20 10 20 10 20 10 20 10 10 10 20 10 10 20 10 20 AIR AIR ı ı 6 NAV HDG E 6 3 ı HDG NAV E HDG N 24 W APR 33 30 33 33 21 W 24 30 30 21 W NAV REV ALT AP DN ARM YD G P FD HDG NAV APR REV ALT 1.
Detailed System Operation Detailed System Operation 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 require different operation.
Detailed System Operation Detailed System Operation Inbound on GPS Approach 8° 05 090° 4 N 1 FAF 2 3 2 3 4 * Description of GPS operation based on Bendix/King GPS receiver. Others may require different operation. 1 8° 23 AIR AIR 20 10 20 10 20 10 20 10 20 10 20 10 20 10 10 20 10 10 20 10 10 20 10 20 20 AIR AIR AIR ı ı ı ı 24 W 24 W 30 FD HDG NAV APR REV ALT AP DN 3 YD G P FD HDG 1.
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KCS 55A Compass System KCS 55A Compass System The KCS 55A Compass System, which includes the KA 51B Slaving Control and Compensator Unit, the KMT 112 Magnetic Slaving Transmitter and the KG 102 Directional Gyro as well as the KI 525A Pictorial Navigation Indicator is an optional part of the KFC 225 Flight Control System.
KCS 55A Compass System KI 525A Indicator heading and VOR/LOC/Glideslope information into one compact display. By providing a simple, comprehensive visual presentation of the aircraft’s heading and position in relation to a desired course, the pilot’s navigation workload is considerably reduced. The KI 525A Pictorial Navigation Indicator is the panel display for the KCS 55A Compass System.
KCS 55A Compass System Selected Course Pointer - On this two-part arrow, the “head” indicates the desired VOR or Localizer course and the “tail” indicates the reciprocal. This pointer is set by rotating the course select knob. Course Select Knob - Used to rotate the course pointer to the desired course on the compass card. This knob corresponds to the Omni Bearing Selector (OBS) on standard NAV indicators.
KCS 55A Compass System Compass Warning Flag - A red flag labeled “HDG” becomes visible in the upper right quadrant of the display whenever the electrical power is inadequate or the directional gyro is not up to speed. Compass failures can occur which will not be annunciated by the “HDG” flag. Therefore, periodic comparison with the standby compass is advised. NAV Warning Flag - A red flag labeled “NAV” becomes visible in the upper left quadrant of the display whenever a usable signal is not being received.
KCS 55A Compass System KMT 112 Magnetic Slaving Transmitter This unit senses the direction of the earth’s magnetic field and continuously transmits this information through the slaving circuitry to the directional gyro which is automatically corrected for precession or “drift”. This sensor is mounted remotely – usually in a wingtip – to eliminate the possibility of magnetic interference.
KCS 55A Compass System Under some conditions it is possible for the system to stop slaving exactly 180 degrees from the correct heading. If this should occur, move the “Slave” switch on the KA 51B to the unslaved (free) position. Rotate the compass card ±10 degrees from the incorrect heading by using the manual rotation switch and then return the system to slaved operation. The system will then slave to the correct heading. 8.
KCS 55A Compass System 12. The glideslope pointers indicate the relative position of the glideslope path with respect to the aircraft. (In other words, if the pointers are above the center marker, the aircraft is below the glideslope.) Abnormal Circumstances If the Warning Flag (HDG) appears during operation, the compass card indications will be in error. Power may be removed from the KG 102A Directional Gyro by pulling the appropriate circuit breaker.
KCS 55A Compass System KCS 55A Compass System 3 21 24 30 W 30 21 21 33 N GS S N N 3 N 12 S 33 E GS 15 N GS 15 S 21 33 6 12 GS 3 GS S 15 33 24 W 30 30 E 6 15 33 12 S 21 24 W 34 GS 15 The next few pages depict a normal flight departure from MKC enroute to STL via Victor Airway V-12. (The charts shown here are for illustration purposes only, not to be used for navigation.
KCS 55A Compass System KCS 55A Compass System E 12 E E GS N 33 3 3 24 W N N 33 S 33 15 N 6 21 21 24 30 W 33 3 GS 12 N GS S S 21 24 30 W 21 33 12 6 GS S S 30 24 W 30 36 GS 15 6 GS 15 GS 15 3 12 30 E GS 15 3 6 GS W 12 24 E 21 6 GS ı ı ı ı ı 6. As you fly over the Columbia station, the TO/FROM indicator changes to “FROM”.
KCS 55A Compass System 0 HOLDING PATTERN 1 9 27 2 064 244 3 4 6 E 3 GS 15 12 GS S GS N E 21 12 GS 18 6 33 24 15 W 3 30 S 30 21 N 33 W 24 ı ı 1. Approaching the STL VORTAC, the controller asks you to hold southwest of the VORTAC on the 244° radial, right turns. You are now over the station with a 064° course selected (the TO/FROM indicator has swung to “FROM”).
KCS 55A Compass System 2000 E Arc 13 DM ILS APPROACHFRONT COURSE 1 2 3 13 0 2000 13 DME Arc 4 LOM MM E 30 N 6 W 15 GS 24 33 12 21 12 GS 30 S GS S 15 W 33 3 N 24 21 GS 3 E 6 ı ı 1. You are vectored from the holding pattern to the 13 DME arc. The aircraft is turning, with the heading bug set on 170° to intercept the localizer. You have already set the selected course pointer on the inbound ILS course 130° and the KI 525A shows the localizer course is directly ahead.
KCS 55A Compass System BACK COURSE APPROACH - (REV) 24 21 4 1 058 2 193 3 21 S W GS GS W 12 30 S 15 GS 24 GS 236 013 If a back course approach is required, it can be accomplished as easily as a front course approach. The course arrow should always be set on the front course inbound localizer course. This will result is conventional pictorial deviation sensing even on back course.
General Emergency Procedures General Emergency Procedures Autopilot Malfunction An autopilot, autopilot trim or manual electric trim malfunction may be recognized as an uncommanded deviation in the airplane flight path or when there is abnormal control wheel or trim wheel motion. The primary concern in reacting to an autopilot or trim malfunction, or to an automatic disconnect of the autopilot, is in maintaining control of the airplane.
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