Cessna SkyHawk SP 172S NAV III 2005 Pilot Operating Handbook page 334

CESSNA
MODEL 172S NAV III
GENERAL
(Continued)
SECTION 9 • SUPPLEMENTS
SUPPLEMENT 3
6. Approach (APR) mode • locks on-course with greater
sensitivity than NAV mode. APR mode is used to lock on
the final approach course (to the Final Approach Fix) to
start the final approach segment of the procedure. While
operating on an intercept heading or course in either HDG
or NAV mode, APR mode is set or "armed" (ARM) to lock
on to the final approach course. APR mode will work for
VOR, LOC and ILS approaches using either the NAV 1 or
NAV 2 VHF navigation radios with the correct signal, the
applicable radio set as the navigation source on the HSI
and the correct course (CRS) set on the HSI. APR mode
will automatically lock on the glideslope (GS) using vertical
speed mode during ILS approaches. APR supplies vertical
guidance only for ILS approaches, and then only when
established on the localizer before glideslope intercept.
This mode also works for GPS or RNAV/GPS approaches
when GPS is set as the navigation source on the HSI.
The KAP 140 Autopilot gives the pilot Altitude Preselect and
Altitude Alert functions. The Altitude Preselect function lets the
pilot set a limit or IItarget" altitude before starting a climb or
descent. The KAP 140 will climb or descend, as applicable, at the
set vertical speed and will return to level flight at the altitude
selection. The autopilot will supply an Altitude Alert (an electronic
sound or IItone
ll
)
at 1000 feet before the altitude selection or when
altitude changes more than 200 feet from the altitude selection.
The KAP 140 Autopilot Elevator Trim System supplies automatic
adjustment of elevator trim during autopilot operation and, when the
autopilot is not engaged, gives the pilot a manual electric elevator
trim (MET) function (using the DN-UP Switches on the Control
Wheel). The Elevator Trim system is designed to fail to a safe
condition (fail-safe) for any single trim system malfunction during
flight. Trim system malfunctions produce warning annunciations on
the face of the autopilot and on the G1000 PFD.
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FAA APPROVED
172SPHAUS-S3-00
U.S. S3-5