Honeywell KAP 140 Two Axis Manual
Honeywell KAP 140 Two Axis Manual

Honeywell KAP 140 Two Axis Manual

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KAP 140 Two Axis with Altitude Preselect Operation
The KAP 140 is a digital, panel-mounted autopilot system for light air-
craft.
G
KAP 140
P R
AP
Two-axis w/Altitude PreSelect
Flight Control Computer
G
KAP 140
1
P R
AP
2
3
Full KAP 140 Two-Axis with Altitude Preselect Display
1. PITCH AXIS, (P) ANNUNCIATOR
- When illuminated, indicates failure
of the pitch axis and will disengage
the autopilot when the failure occurs
and not allow engagement of the
pitch axis.
2. AUTOPILOT ENGAGE/DISEN-
GAGE (AP) BUTTON - When
pushed, engages autopilot if all logic
conditions are met. The autopilot will
engage in the basic roll (ROL) mode
which functions as a wing leveler
and in the vertical speed (VS) hold
mode. The commanded vertical
speed is be displayed in the upper
right corner of autopilot display area
for three seconds after engagement
or if either the UP or DN button is
pressed. The captured VS will be the
vertical speed present at the
moment of AP button press. When
pressed again, will disengage the
autopilot. For software version 03/01
Rev. 2
May/02
Two Axis/Altitude Preselect Operations
18
17
16
HDG
NAV
HDG
NAV
4
5
KAP 140 AUTOPILOT SYSTEM
15
14
APR
REV
ALT
APR
REV
ALT
6
7
and later, the AP button must be
pressed and held for 0.25 seconds
to engage the autopilot.
3. ROLL AXIS (R) ANNUNCIATOR
- When illuminated, indicates failure
of the roll axis and will disengage the
autopilot and not allow engagement.
4. HEADING (HDG) MODE SELEC-
TOR BUTTON - When pushed, will
arm the Heading mode, which com-
mands the airplane to turn to and
maintain the heading selected by the
heading bug on either the DG or
HSI. A new heading may be
selected at any time and will result in
the airplane turning to the new head-
ing. Button can also be used to tog-
gle between HDG and ROL modes.
This button will engage the autopilot
in units with software prior to soft-
ware version 03/01.
ARM
BARO
UP
DN
12
11
13
ARM
BARO
UP
DN
10
8
9
83

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Summary of Contents for Honeywell KAP 140 Two Axis

  • Page 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. BARO KAP 140 Two-axis w/Altitude PreSelect Flight Control Computer BARO KAP 140 Full KAP 140 Two-Axis with Altitude Preselect Display 1.
  • Page 2 Two Axis/Altitude Preselect Operations 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.
  • Page 3 Two Axis/Altitude Preselect Operations 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”...
  • Page 4: System Operating Modes

    Two Axis/Altitude Preselect Operations 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. BARO KAP 140 changes to VS and current vertical...
  • Page 5: Altitude Hold (Alt) Mode

    Two Axis/Altitude Preselect Operations BARO KAP 140 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.
  • Page 6: Altitude Alerting And Preselect

    Two Axis/Altitude Preselect Operations 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.
  • Page 7: Altitude Preselect

    Two Axis/Altitude Preselect Operations alerting is an aural alert (five short Voice Messaging tones) which occurs 1000 ft. from the The following standard voice mes- selected altitude upon approaching sages will be annunciated as condi- the altitude and 200 ft. from the tions warrant: selected altitude on leaving the alti- tude.
  • Page 8 Two Axis/Altitude Preselect Operations Two Axis/Altitude Preselect Operations OPERATIONS WITH THE KAP 140 Takeoff And Climb To Assigned Altitude 080° D.C. ELEC. D.C. ELEC. D.C. ELEC. D.C. ELEC. TURN COORDINATOR TURN COORDINATOR TURN COORDINATOR TURN COORDINATOR 2 MIN. 2 MIN. 2 MIN.
  • Page 9 Two Axis/Altitude Preselect Operations Two Axis/Altitude Preselect Operations GPS Capture Using DG * Description of GPS operation based on Bendix/King GPS receiver. Others may require different operation. D.C. ELEC. D.C. ELEC. D.C. ELEC. D.C. ELEC. TURN COORDINATOR TURN COORDINATOR TURN COORDINATOR TURN COORDINATOR 2 MIN.
  • Page 10 Two Axis/Altitude Preselect Operations Two Axis/Altitude Preselect Operations GPS Capture Using HSI * Description of GPS operation based on Bendix/King GPS receiver. Others may require different operation. D.C. ELEC. D.C. ELEC. D.C. ELEC. D.C. ELEC. TURN COORDINATOR TURN COORDINATOR TURN COORDINATOR TURN COORDINATOR 2 MIN.
  • Page 11 Two Axis/Altitude Preselect Operations Two Axis/Altitude Preselect Operations Outbound On Front Course For Procedure Turn To ILS Approach Using DG 270° D.C. ELEC. D.C. ELEC. D.C. ELEC. D.C. ELEC. TURN COORDINATOR TURN COORDINATOR TURN COORDINATOR TURN COORDINATOR 2 MIN. 2 MIN. 2 MIN.
  • Page 12 Two Axis/Altitude Preselect Operations Two Axis/Altitude Preselect Operations Outbound On Front Course For Procedure Turn To ILS Approach Using HSI 270° D.C. ELEC. D.C. ELEC. D.C. ELEC. D.C. ELEC. TURN COORDINATOR TURN COORDINATOR TURN COORDINATOR TURN COORDINATOR 2 MIN. 2 MIN. 2 MIN.
  • Page 13 Two Axis/Altitude Preselect Operations Two Axis/Altitude Preselect Operations Front Course ILS Approach Using DG D.C. ELEC. D.C. ELEC. D.C. ELEC. D.C. ELEC. TURN COORDINATOR TURN COORDINATOR TURN COORDINATOR TURN COORDINATOR 2 MIN. 2 MIN. 2 MIN. 2 MIN. NO PITCH NO PITCH NO PITCH NO PITCH...
  • Page 14 Two Axis/Altitude Preselect Operations Two Axis/Altitude Preselect Operations Front Course ILS Approach Using HSI D.C. ELEC. D.C. ELEC. D.C. ELEC. D.C. ELEC. TURN COORDINATOR TURN COORDINATOR TURN COORDINATOR TURN COORDINATOR 2 MIN. 2 MIN. 2 MIN. 2 MIN. NO PITCH NO PITCH NO PITCH NO PITCH...
  • Page 15 Two Axis/Altitude Preselect Operations Two Axis/Altitude Preselect Operations Outbound on GPS Approach Using DG * Description of GPS operation based on Bendix/King GPS receiver. Others may require different operation. D.C. ELEC. D.C. ELEC. D.C. ELEC. D.C. ELEC. TURN COORDINATOR TURN COORDINATOR TURN COORDINATOR TURN COORDINATOR 2 MIN.
  • Page 16 Two Axis/Altitude Preselect Operations Two Axis/Altitude Preselect Operations Outbound on GPS Approach Using HSI * Description of GPS operation based on Bendix/King GPS receiver. Others may require different operation. D.C. ELEC. D.C. ELEC. D.C. ELEC. D.C. ELEC. TURN COORDINATOR TURN COORDINATOR TURN COORDINATOR TURN COORDINATOR 2 MIN.
  • Page 17 Two Axis/Altitude Preselect Operations Two Axis/Altitude Preselect Operations Inbound on GPS Approach Using DG * Description of GPS operation based on Bendix/King GPS receiver. Others may require different operation. D.C. ELEC. D.C. ELEC. D.C. ELEC. D.C. ELEC. TURN COORDINATOR TURN COORDINATOR TURN COORDINATOR TURN COORDINATOR 2 MIN.
  • Page 18 Two Axis/Altitude Preselect Operations Two Axis/Altitude Preselect Operations Inbound on GPS Approach Using HSI * Description of GPS operation based on Bendix/King GPS receiver. Others may require different operation. D.C. ELEC. D.C. ELEC. D.C. ELEC. D.C. ELEC. TURN COORDINATOR TURN COORDINATOR TURN COORDINATOR TURN COORDINATOR 2 MIN.
  • Page 19 Two Axis/Altitude Preselect Operations This page intentionally left blank Rev. 1 KAP 140 AUTOPILOT SYSTEM Apr/02...
  • Page 20: Kcs 55A Compass System

    KCS 55A Compass System The panel-mounted KI 525A KCS 55A Compass HSI combines the display functions System of both the standard Directional Gyro and the Course Deviation Indicator’s Compass VOR/LOC/Glideslope information to System, which includes the KA 51B provide the pilot with a single pre- Slaving Control and Compensator sentation of the complete horizontal Unit, the KMT 112 Magnetic Slaving...
  • Page 21: Description Of Indicator And Display Functions

    KCS 55A Compass System KI 525A Indicator heading and VOR/LOC/Glideslope information into one compact dis- 525A Pictorial play. By providing a simple, compre- Navigation Indicator is the panel dis- hensive visual presentation of the play for the KCS 55A Compass aircraft’s heading and position in System.
  • Page 22 KCS 55A Compass System 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”...
  • Page 23: Slaving Meter ( Ka 51B)

    KCS 55A Compass System 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 can occur which will not be annunci- ated by the “HDG”...
  • Page 24: Kg 102A Directional Gyro

    KCS 55A Compass System 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 KMT 112 Magnetic Slaving “drift”.
  • Page 25 KCS 55A Compass System 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.
  • Page 26: Abnormal Circumstances

    KCS 55A Compass System 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- A continuous large deflection of ers are above the center marker, the slaving meter or large discrepan-...
  • Page 27 KCS 55A Compass System KCS 55A Compass System Flight Procedures with the KCS 55A next ı ı ı ı ı 1. Vectors to Intercept a 3. Turn to Intercept a Victor pages depict a normal Radial Airway The VOR deviation bar begins When the deviation bar is About midway between flight departure from...
  • Page 28 KCS 55A Compass System KCS 55A Compass System ı ı ı ı ı 8. Airway Interception 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.
  • Page 29 KCS 55A Compass System HOLDING PATTERN 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.
  • Page 30 KCS 55A Compass System ILS APPROACH- FRONT COURSE 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°...
  • Page 31 KCS 55A Compass System 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 course inbound localizer course. This will result is conventional pic- torial deviation sensing even on back course.
  • Page 32: Abnormal Procedures

    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.
  • Page 33 Abnormal Procedures This page intentionally left blank Rev. 0 KAP 140 AUTOPILOT SYSTEM Jun/98...
  • Page 34 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.

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